Tailwheel Designs: Steerable, Locking, and Free-Castering

Not all tailwheels behave the same. Knowing which type you have changes your taxi and landing technique.

The most common arrangement on trainers like the Citabria, Decathlon, and Super Cub. The tailwheel is connected to the rudder pedals through steering springs (chains). Push right rudder, the tailwheel turns right. The springs allow the tailwheel to break free and swivel for tight turns when you reach the steering stops or apply differential braking. This gives positive, intuitive low-speed steering.

Found on the Cessna 180/185, de Havilland Beaver, and many heavier types. The tailwheel can be locked to track straight ahead — invaluable for takeoff and landing on a long runway where you want the tail to resist swiveling. The pilot unlocks it for taxi turns. A locked tailwheel adds directional stability during the takeoff and landing rollout; forgetting to lock or unlock it at the right time is a common error.

Found on the Pitts Special and some other aerobatic types. The tailwheel simply castors freely like a furniture caster and provides no steering. All directional control comes from the rudder (in the propwash) and differential braking. This demands the most footwork and is the least forgiving.

• With a steerable tailwheel, keep light pressure and let it work; don't fight it.
• With a lockable tailwheel, build a habit: lock for the runway, unlock for the ramp. Brief it every time.
• With a free-castering tailwheel, expect to dance on the brakes and rudder constantly, and never let the airplane build a swerve you can't catch.

Weak, stretched, or broken steering springs reduce tailwheel authority and can let the wheel shimmy or swivel unexpectedly. A pre-flight glance at the tailwheel chains and springs is part of every taildragger walk-around.