Fearless Tower
Touchdown! Greaser!
I have also heard they don't climb worth a damn at all. I think FL is the only place you'll find any of them.Oh yuk, oh well, no real loaded range then either.
I have also heard they don't climb worth a damn at all. I think FL is the only place you'll find any of them.Oh yuk, oh well, no real loaded range then either.
I have also heard they don't climb worth a damn at all. I think FL is the only place you'll find any of them.
I'd love to get every possible add-on rating; most of us would, but if you feel the need for something new that won't break the bank, you should consider taildraggers.
Or gliders...
No it won't, most of the time a TW endorsement just gets you up to speed in a conventional gear plane, and most TW anamolies do not carry over to tricycle planes. A TW plane doesn't teach you anything about flying or landing that you should not have learned in a tricycle gear plane except wheel landings.
Besides all this, if you don't keep flying a TW plane, all that will go away anyway.
Which to do first really depends on what you can rent to fly. I would do HP & Complex before TW unless I was looking at a deal on renting a TW plane or buying one because there aren't many you can rent solo anyway while there are considerably more complex planes to rent and even more High Performance.
If you want to move up in efficiency, start with Complex. If you want to move up in load start with HP, if there is a Bonanza around to rent, use it and get both.
The effort required to fly a tail dragger is a bit of a myth.
+1...But you can say that about pretty much any airplane. Complex, slick, drag, two engines, one engine, no engine..they're all airplanes and you quickly adapt.
t/w endorsement is really misleading, doing one of those 5hr tailwheel packages does not mean you have any business flying a tailhweel solo,
Unless its a citabria/decathlon.
I agree with henning that pilots can be taught how to properly land a trike. As in, touch down with no side drift. I had some difficulty learning to fly a clipped J-3, I think a lot of it had to do with not being able to see over the nose and being unable to judge side drift at first.
The super decathlon, I had zero issues with. I flew an hour from the front seat, 4 in the backseat and was signed off with 5 hours. I really thought I could have been signed off in three, it was that easy.
The hp/complex is merely an extension of existing skills. The tw is the creation of new skills and increasing skills that are crucial to precise aircraft control.
Unless its a citabria/decathlon.
I agree with henning that pilots can be taught how to properly land a trike. As in, touch down with no side drift. I had some difficulty learning to fly a clipped J-3, I think a lot of it had to do with not being able to see over the nose and being unable to judge side drift at first.
The super decathlon, I had zero issues with. I flew an hour from the front seat, 4 in the backseat and was signed off with 5 hours. I really thought I could have been signed off in three, it was that easy.
Keep in mind that what seems easy in insignificant wind can be a whole different story when you're in significant gusty/x-wind conditions...even in the Citabria/Decathlon. The 3-5 hr signoffs will not get you competant with this, even if a Citabria/Decathlon seems easy as pie to land in insignificant winds. The main problem with the freshly signed off tailwheel pilot, especially if never exposed to much wind, is that they may have never had to recover the airplane on their own when pushed to the limits of controllability...even if it's a recovery from their own mistake, and not gusts, etc. Three hours landing a Decathlon in light winds will not prepare the new tailwheel pilot with the reactions needed when things really start going south, and the instructor is not there to save it. The newly endorsed pilot really must be treated like a brand-new solo pilot...baby steps into more challenging conditions, and very conservative in those first 25 hrs or so...and 25 hrs. assuming there is lots of landing practice done during this time.
The 182 has a Both position on the fuel selector that the Arrow lacks, the Arrow has a gear switch that the 182 lacks.
The funny thing with our club's insurance is that I have to fly the Arrow at least 3 hours in a 180 day period or get signed off by an instructor and fly again within 45 days. No such requirement for the 182. I guess they want to make sure that I remember to put the gear down before landing the Arrow. Last time I went up with a CFI in the Arrow I had to keep swatting her hand to keep it away from the light switch so she didn't dim the gear down lights. Geez...
There ya go.....find a Goose or Widgeon and get the tailwheel, HP, complex AND Multi all at once!
Hi Friends,
I want to have high performance and tailwheel endorsement but my budget is limited. which one do you think is better to take first?
-Patrick
No it won't, most of the time a TW endorsement just gets you up to speed in a conventional gear plane, and most TW anamolies do not carry over to tricycle planes. A TW plane doesn't teach you anything about flying or landing that you should not have learned in a tricycle gear plane except wheel landings.
Besides all this, if you don't keep flying a TW plane, all that will go away anyway.
In my experience, learning to fly TW will make flying a tricycle gear to seem easier (as far as take off, landing and taxiing) as TW requires "staying on your toes/feet...literally and figuratively... compared to tricycle gear. Although TW anamolies do not necessarily carry over to tricycle gear, learning TW will teach you to concentrate more, be more attentive and anticipate more in some ways which can cross over to doing that better while in a tricycle gear.
Also, in my experience, learning TW is like riding a bike...you might get rusty (and may need some dual time to get your proficiency back if you don't use it much) but the basic techniques/ you will never forget. This comes from a person who got proficient in TW and flew it for awhile (a year or so) and then rarely if ever for about 20 years before doing it again.
I am all for doing what you want to do most and/or what you will use the most in the immediate future if you plan on getting both.
In my experience, learning to fly TW will make flying a tricycle gear to seem easier (as far as take off, landing and taxiing) as TW requires "staying on your toes/feet...literally and figuratively... compared to tricycle gear. Although TW anamolies do not necessarily carry over to tricycle gear, learning TW will teach you to concentrate more, be more attentive and anticipate more in some ways which can cross over to doing that better while in a tricycle gear.
Also, in my experience, learning TW is like riding a bike...you might get rusty (and may need some dual time to get your proficiency back if you don't use it much) but the basic techniques/ you will never forget. This comes from a person who got proficient in TW and flew it for awhile (a year or so) and then rarely if ever for about 20 years before doing it again.
I am all for doing what you want to do most and/or what you will use the most in the immediate future if you plan on getting both.
My experience running crews is that most people will never put in one bit of effort more than absolutely necessary for their current situation.
Perhaps you should take a hard look at whomever is responsible for hiring, training and managing them. People who worked for me knew that their base comp would be tied to the basic job description, and what they were able to contribute over and above determined their actual level of comp and opportunity to move up.
Huskys are easy to learn in as well, but that doesn't mean you're gonna be good in a Cub in a crosswind.Keep in mind that what seems easy in insignificant wind can be a whole different story when you're in significant gusty/x-wind conditions...even in the Citabria/Decathlon. The 3-5 hr signoffs will not get you competant with this, even if a Citabria/Decathlon seems easy as pie to land in insignificant winds. The main problem with the freshly signed off tailwheel pilot, especially if never exposed to much wind, is that they may have never had to recover the airplane on their own when pushed to the limits of controllability...even if it's a recovery from their own mistake, and not gusts, etc. Three hours landing a Decathlon in light winds will not prepare the new tailwheel pilot with the reactions needed when things really start going south, and the instructor is not there to save it. The newly endorsed pilot really must be treated like a brand-new solo pilot...baby steps into more challenging conditions, and very conservative in those first 25 hrs or so...and 25 hrs. assuming there is lots of landing practice done during this time.