Narrative:

This was the first flight of a tailwheel endorsement for a previously endorsed pilot who had lost his documentation. He had flown in alaska in super cubs and had approximately 100 hours of tailwheel time. He is also used to flying transport category aircraft (airbus). Two hours of ground school was accomplished covering tailwheel aircraft and model specific characteristics. The start and taxi; including control positioning was normal. The takeoff was somewhat erratic; in that the control yoke was slightly 'pumped'; rudder control was erratic but satisfactory. Slow flight at various flap settings and stalls were accomplished. On the first pattern; downwind to final was satisfactory; however; he elected to use 30 flaps instead of 40. As the round out was initiated; he 'pumped' the yoke initially but quickly established a proper attitude. As the aircraft touched down he relaxed back pressure and over-controlled the rudder causing a minor heading change. He then reversed the rudder; adding back pressure causing the aircraft to become airborne and changing direction. At this point I commanded him to add back pressure and freeze the yoke with a nose up attitude and center the rudder; however he relaxed back pressure; allowing the aircraft to touch down. His rudder input at this time was excessive (push and hold rather than the quick inputs required for a tail wheel). I took control of the aircraft (at this time we were very slow) but I could not override his rudder input in a timely manner. The aircraft performed a lazy ground loop; exiting the runway. It was more of a quick turn than a classic ground loop. I reentered the runway and taxied back to the ramp to perform an inspection; which found nothing wrong with the aircraft or tail wheel assembly. We then flew again; I demonstrated a 40 flap landing. I made him use 40 flaps and he performed with more precision and control for four more landings. I have around 5;000 hours of instructor time with no incidents/accidents; trained many pilots; but committed a cardinal sin in having higher expectations for this pilot than warranted based upon his experience. Could this have caused me to relax my vigilance? It probably did. His first landing also was with 30 flaps; because the flap lever at 40 flaps requires the left seat pilot's right hand to have to go around the flap lever to manipulate the throttle. I should have required him to use 40 flaps as the touchdown is slower and the aircraft decelerates faster; allowing for more control. Obviously when he started pumping the yoke at the initial round out I should have taken the aircraft and performed a go-around. I also did not demo the first landing which is usually my method of operation- primacy of learning concepts would have helped here. This event reiterated; the absolute fact that a demo is also appropriate for someone who has never flown a particular model and [I should] never fail to take timely control of the aircraft though someone has extensive experience. Never relax your vigilance.

Google
 

Original NASA ASRS Text

Title: Flight instructor describes a loss of control incident while attempting to teach tailwheel landing technique to an experienced air carrier pilot. The student had previous tailwheel experience and the reporter was slow to assume control.

Narrative: This was the first flight of a tailwheel endorsement for a previously endorsed pilot who had lost his documentation. He had flown in Alaska in Super Cubs and had approximately 100 hours of tailwheel time. He is also used to flying transport category aircraft (Airbus). Two hours of ground school was accomplished covering tailwheel aircraft and model specific characteristics. The start and taxi; including control positioning was normal. The takeoff was somewhat erratic; in that the control yoke was slightly 'pumped'; rudder control was erratic but satisfactory. Slow flight at various flap settings and stalls were accomplished. On the first pattern; downwind to final was satisfactory; however; he elected to use 30 flaps instead of 40. As the round out was initiated; he 'pumped' the yoke initially but quickly established a proper attitude. As the aircraft touched down he relaxed back pressure and over-controlled the rudder causing a minor heading change. He then reversed the rudder; adding back pressure causing the aircraft to become airborne and changing direction. At this point I commanded him to add back pressure and freeze the yoke with a nose up attitude and center the rudder; however he relaxed back pressure; allowing the aircraft to touch down. His rudder input at this time was excessive (push and hold rather than the quick inputs required for a tail wheel). I took control of the aircraft (at this time we were very slow) but I could not override his rudder input in a timely manner. The aircraft performed a lazy ground loop; exiting the runway. It was more of a quick turn than a classic ground loop. I reentered the runway and taxied back to the ramp to perform an inspection; which found nothing wrong with the aircraft or tail wheel assembly. We then flew again; I demonstrated a 40 flap landing. I made him use 40 flaps and he performed with more precision and control for four more landings. I have around 5;000 hours of Instructor time with no incidents/accidents; trained many pilots; but committed a cardinal sin in having higher expectations for this pilot than warranted based upon his experience. Could this have caused me to relax my vigilance? It probably did. His first landing also was with 30 flaps; because the flap lever at 40 flaps requires the left seat pilot's right hand to have to go around the flap lever to manipulate the throttle. I should have required him to use 40 flaps as the touchdown is slower and the aircraft decelerates faster; allowing for more control. Obviously when he started pumping the yoke at the initial round out I should have taken the aircraft and performed a go-around. I also did not demo the first landing which is usually my method of operation- primacy of learning concepts would have helped here. This event reiterated; the absolute fact that a demo is also appropriate for someone who has never flown a particular model and [I should] never fail to take timely control of the aircraft though someone has extensive experience. Never relax your vigilance.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.