Editing Conventional landing gear (section)

==Disadvantages==
[[File:Polikarpov I-15 bis (num 23) nosed on the MAKS-2009 (01).jpg|thumb|A nose-over accident with [[Polikarpov I-15 bis]]]]
[[File:FE2B, Masterton, New Zealand, 25 April 2009 05.jpg|thumb|A replica World War 1 [[Royal Aircraft Factory F.E.2|F.E.2]] fighter. This aircraft uses a tailskid. The small wheel at the front is a safety device intended to prevent nose-over accidents.]]
The conventional landing gear arrangement has disadvantages compared to nosewheel aircraft.<ref name="GroundUp" />

*Tailwheel aircraft are more subject to "nose-over" accidents due to incorrect application of brakes by the pilot.<ref name="GroundUp" />
*Conventional geared aircraft are much more susceptible to [[Ground loop (aviation)|ground looping]]. A ground loop occurs when directional control is lost on the ground and the tail of the aircraft passes the nose, swapping ends, in some cases completing a full circle. This event can result in damage to the aircraft's undercarriage, tires, [[wingtip]]s, propeller and engine. Ground-looping occurs because whereas a nosewheel aircraft is steered from ahead of the [[center of gravity of an aircraft|center of gravity]], a taildragger is steered from behind (much like driving a car backwards at high speed), so that on the ground a taildragger is inherently unstable, whereas a nosewheel aircraft will self-center if it swerves on landing. In addition, some tailwheel aircraft must transition from using the rudder to steer to using the tailwheel while passing through a speed range when neither is wholly effective due to the nose high angle of the aircraft and lack of airflow over the rudder. Avoiding ground loops requires more pilot training and skill.<ref name="Crane" /><ref name="GroundUp" />

[[File:F4U-4 Bu97388 front view.jpg|thumb|A parked [[Vought F4U Corsair]]. If this aircraft were taxiing, the pilot would be unable to see the photographer.]]
*Tailwheel aircraft generally suffer from poorer forward visibility on the ground, compared to nose wheel aircraft. Often this requires continuous "S" turns on the ground to allow the pilot to see where they are taxiing.<ref name="GroundUp" />
*Tailwheel aircraft are more difficult to taxi during high wind conditions, due to the higher angle of attack on the wings which can then develop more lift on one side, making control difficult or impossible. They also suffer from lower crosswind capability and in some wind conditions may be unable to use crosswind runways or single-runway airports.<ref name="GroundUp" />
*Due to the nose-high attitude on the ground, propeller-powered taildraggers are more adversely affected by [[P-factor]] – asymmetrical thrust caused by the propeller's disk being angled to the direction of travel, which causes the blades to produce more lift when going down than when going up due to the difference in [[Angle of attack|angle]] the blade experiences when passing through the air. The aircraft will then pull to the side of the upward blade. Some aircraft lack sufficient rudder authority in some flight regimes (particularly at higher power settings on takeoff) and the pilot must compensate before the aircraft starts to yaw. Some aircraft, particularly older, higher powered aircraft such as the P-51 Mustang, cannot use full power on takeoff and still safely control their direction of travel. On landing this is less of a factor, however opening the throttle to abort a landing can induce severe uncontrollable yaw unless the pilot is prepared for it.{{Citation needed|date=August 2012}}