New guy here looking for advise

[Project101]

Hello, hope everyone is having a great Friday. My name is Paul and I recently started to pursue my PPL .
I could use some guidance on whether I should stick with TRI gear for learning then get TW endorsement or go straight to tail trigger.
At the current air field they have tail draggers for training 1xJ3 ,1x champ not sure which model and 1x c152 I believe. So far I have been in a c172.
My goals once I get my PPL.
1. Buy a new home in my home town
2 Join local aero club build proficiency/make friends
3. Buy a Taylorcraft that meets my mission (flying out of my back yard and flying 80% local) and once Im capable land on the river gravel bars and fish.

Any info would be greatly appreciated. If anyone is in the Redding Ca area or San Diego area let me know. Im just trying to collect as much info as i can to make an informed decision.

[Ragwing nut]

At a minimum spend the first few hours of your training in a tailwheel so you know what your feet are for.

[PA1195]

Hi Paul and welcome to aviation. You'll likely get many suggestions and shared experiences. I started in a C-150 46 yrs ago just to acquire the basics of flight, then with 7 hrs TT bought and restarted my training in a Citabria 7ECA. There was a setback at first in that transition due to the challenge of landings and takeoffs but that was soon overcome.

I guess looking back if I had chosen to stay with the C-150 I'd have learned to fly that one plane well to the exclusion of others. But once learned flying a tailwheel makes nose wheel planes easy. Champs are the most forgiving of taildraggers to fly in my experience. They are stable in the air and on the ground and fly well. The Pipers and Taylorcraft fly their own ways. The largest I later flew was a DCH-2 Beaver which was easier overall than the smaller trainers. It's all a perspective so go have some fun and best of luck.

Gary

[at7615]

Go with the taildraggers. C150's are dogs and winds are a pain to deal with.

[Robert Lees]

Hello Paul, and welcome!

Before all your goals of getting a PPL, find a good Instructor; one that you get on with, one that you like, one that meets your perceived goals (these will change!).
There is no reason not to get your ticket in a tailwheel aircraft (lots have). If you're keen, then find an Instructor who is willing to teach you on tailwheel.

But a C150 is a great nosewheel aircraft! despite what others might say, and with the right Instructor, you could learn a lot (especially about engine operation).

Landing on sandbars to fish is, I'm afraid, a long way away for you; you have to gain a huge amount of experience first. But don't despair: everyone starts out with no experience at all!

Take care, and best wishes,

Rob

[lfries]

Be sure there is a Designated Pilot Examiner available if you go the taildragger route. I had to send a student to a different FSDO area to find one.

[PA1195]

Paul you will find instruction interesting, and at the same time, training events that vary by instructor. Here's a link to someone that flew several airplanes in his long career as well as eventually becoming a teacher sharing aviation with others. Review some of it particularly the owned or flow planes videos. There's some learning there that's not readily available elsewhere.

http://jackdunnstories.weebly.com/videos.html

Gary

[Hank Jarrett]

Lloyd (Ifries) makes a MAJOR good point. Make SURE you have access to an examiner for tail-wheel in your area if that is how you train. You DO NOT want to take all your training in a Cub and then take the test in a 172! The reverse would be REALLY bad. I would also strongly suggest you stick with not only one type plane, but one SPECIFIC plane in your initial training whenever possible. I didn't (I was shuffled between five different planes of different types!) and contrary to what my instructor said about the differences not being worth worrying about, those differences begin to be your focus as a low time student. Just the different position on the panel of the tach in the two 172s I trained in caused problems when I would look where the tach "should be" and it wasn't there. Lots of things happen fast while you are looking all over for the instrument that is in a different place on the panel. I also had problems with one 172 having a Knots ASI and the other having a MPH ASI. They stalled at close to the same speed, but NOT the same number on the ASI! It is NOT simple for a student to switch back and forth in real time and stalling on short final because you used the wrong number tends to piss off the planes owners. Transition to a different plane is not bad at all once actual FLYING is natural. That will come quickly if you minimizes jumping from plane to plane. My experience at least.

Hank

[3Dreaming]

My son had to switch from the Taylorcraft to my Piper Warrior for his checkride. We did do his night and instrument in the Warrior, so the switch wasn't too bad.

[sully]

My son learned in a Champ but had to use a 172 for the checkride. Took some extra time to adjust to it. Still, he learned the "right way" first.

[Scott]

You can't beat the 150 and 172 for basic training. Consentrate on airmanship and get your licience. Then enjoy the no pressure fun of learning to fly different types, skis, floats, gliders, twins, whatever.

Initial training should focus on the stuff that can get you in trouble.... flight planning, navigation, weight & balance, weather, procedures, communications etc. ie airmanship. That's enough to keep you busy so an easy airplane is a plus. Then you can start having fun with other types... safely.

[Project101]

Thanks so much for the info. Those are all great points. First let me make a correction to my original post. The current plane I have been flying is a c172. The plane I thought was a c150 is what I believe to be a c140 tail wheel plane. Im still not a pro at identifying models.

What I have collected so far is: first find out if i have access to an examiner for tail-wheel. If yes, find an instructor who is willing to teach me in TW. Get a few more hours in the C172-get my feet working.
See if I can use the Champ or would the c140 be better? Once in a TW use the same plane.

I may be way out in left field but I believe you should train like you fight ,and if the intent is TW, I should be doing that. But wanted to ask the pros before I went and made a bad decision.

There is a lot of content on the web link. I will def check it out.

New questions
1. Is it hard to find a TW instructor?
2. If no TW examiner at current airfield, then what are my options?
3. Is it common to try a bunch of different instructors?


.

[n6346m]

Pick the Champ, it has a stick like a real airplane, not a steering wheel like a car. LOL!!!!
Bob Picard
N48923 Taylorcraft L-2B
Anchor Point, Alaska

[Robert Lees]

Pick the Champ, it has a stick like a real airplane, not a steering wheel like a car. LOL!!!!
Bob Picard
N48923 Taylorcraft L-2B
Anchor Point, Alaska

I actually agree with that, Bob! Stick aircraft are more "natural".

For the benefit of Paul the OP, most Taylorcraft of the B model have the steering wheel to which Bob refers. The L (military Liaison) models have sticks. There are pro's and cons to each, but it I were in your shoes, looking at learning ab initio in a tailwheel, and given a choice, I would chose a stick-machine (so Cub, Aeronca, Rearwin etc).

Paul: carry on asking questions; you'll get a myriad of answers (some conflicting!) but at least you will be learning!

Rob

[PA1195]

Try to find and stay with an instructor that has a successful history with the intended examiner. Ask up front who the instructor uses for that process and why. Shuffling between instructors can create delays in learning due to conflicting methods of teaching. Like many I've had notable help from a few but that took some trial. Just because they have a CFI doesn't mean they know how to teach...they may know the material and methods...but creating a lesson plan that fits your interests and abilities takes a special skill set (I that out both as a student and later in flight reviews).

Briefly review this document. Note how the CFI is prepared for teaching and the theory behind the various options for getting the material passed to the student:

https://www.faa.gov/regulations_poli...-h-8083-9a.pdf

Edit: I found Chapter 8 the most relevant from a student/pilot's perspective. Try to think about how YOU learn best and use that when working with an instructor.

Gary