Almat Flying Academy are now offering tail wheel ratings in the lovely Cessna 152 G-HART, from just £200 per hour Instructed. This Typically takes 5 or more hours to obtain.
Get Your Tail Wheel Rating at Almat!
Are you looking to enhance your flying and open up the world of short field flying? The UK has plenty of short field airfield often associated with a picturesque country pub or an old world tea room. However many of these strips are out of reach of most conventional nose wheel aircraft. Almat Flying Academy are now able to offer tailwheel differences training which will train you to the standard required in order to safely operate tailwheel aircraft as PIC.
Tailwheel flying is a very rewarding experience as the aircraft requires careful use of the rudder to keep the aircraft in balance. Accurate flying and careful use of the controls will be rewarded as tailwheel aircraft are often capable of landing on much shorter fields than their nose wheel counterparts.
A tailwheel aeroplane is more difficult to operate on the ground because the centre of gravity is behind the mainwheels; therefore, it tends to deviate from a straight path during taxi, take-off and landing. Since tailwheel aeroplanes demand more piloting skills, flying one well is the sign of a good pilot.
Completion of differences training permits a pilot to fly single engine tail wheel aeroplanes as PIC.
The pre – requisite is a LAPL (A) or PPL (A) with a valid SEP class rating.
There is no formal test on completion of the course of training. Also the training has no expiry, so long as the holder has a valid SEP rating. However it is strongly recommended that a limit of 6 weeks be imposed for tailwheel flying currency as it is easy to get out of practise!
The training typically takes 5 flying hours to complete, and requires 2 hours of ground instruction. The majority of the flying is circuit time, with appreciation given to operating from grass strips and short field operation.
The difference training comprises of the following:
• Physical differences;
• Loading and Effect of CG Position.
• Dynamic differences and handling during:
• Ground handling;
• Starting and taxying;
• Engine failure during take-off and Rejected take-offs;
• Landings including 2-point “Wheelers” and 3-point landings (as applicable to
• Crosswind operations;
• Parking and mooring.
• Landing and ground handling with engine inoperative.
Register your interest via email: Simon.email@example.com