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are doing – a big mistake. I quickly found out the best thing to do is not touch anything until well off the run- way and completely stopped. Anything less than being very disciplined about this will have you heading into the weeds. Even a slight puff of crosswind will grab the large vertical stabilizer and start turning the airplane while your attention is diverted.
Taxing back to the hangar also re- quires much attention compared to those easy jets and piston twins. Even with my feet delicately doing a dance on the rudder pedals, some wobbling along the yellow line occurred (if I had been in a car, the police might have stopped me as a possible drunk driver). But, once I reached the tiedown spot, I finally got to show off by recalling how locking one wheel casters the tailwheel, which causes the airplane to do a very nice in-place 90-degree turn, with it all lined up with the parking spot – not possible in one of those nose- wheels. I see the line crew looking at
me appreciatively as I shut the engine down. My ego continues to recover.
Getting out of the airplane I think to myself, “I can do this.” But it is a lot harder than I remember. Maybe I should just go back to twins and tur- bines. Or possibly when I put it on am- phibious floats in a couple of months, it will be easier. I will let you know.
Kevin Ware is an ATP who also holds CFI, MEII and heli- copter ratings, has more than 10,000 hours and is typed in several different
business jets. He has been flying for a living on and off since he was 20, and currently works as a con- tract pilot for various corporations in the Seattle area. When not work- ing as a pilot he is employed part time as an emergency and urgent care physician. He can be reached at kevin.ware2@aol.com.
Short N Numbers
Covington
December 2021 / TWIN & TURBINE • 23