Transitioning from Cessna 150 to 172S
Join Date: Sep 2006
Location: 23, Railway Cuttings, East Cheam
Age: 68
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Electric trim?!!! Very posh!
Yes I fly both slab and tapered. As for different switchery etc it's just a matter of sitting in the pit and familiarising yourself with the layout and of course reading the POH, something I do for every aircraft, never mind aircraft type, that I fly.
Yes I fly both slab and tapered. As for different switchery etc it's just a matter of sitting in the pit and familiarising yourself with the layout and of course reading the POH, something I do for every aircraft, never mind aircraft type, that I fly.
Join Date: Nov 2005
Location: UK
Age: 78
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I found that the reference points are different in steep turns needed a bit of work.
The other concerns are the high out of trim force in full flap go around.
Always check seat locks work before take off as have been known to slide under these situation with fatal results and last do a 30dg flap stall with 1500rpm holding the nose level classic approach stall with the instructor. Do not do below 3000 agl can go into a spin.
The other is watch the all up weight with 4 up easy to exceed max but difficult to load out of balance. Otherwise they are great used to love trying to scrap the tail tie down ring on landing very slow on touch down but miss the 40 dg flap setting on older models, super for steep approaches but any model can be side slipped with up to 30.
Take care and have fun.
The other concerns are the high out of trim force in full flap go around.
Always check seat locks work before take off as have been known to slide under these situation with fatal results and last do a 30dg flap stall with 1500rpm holding the nose level classic approach stall with the instructor. Do not do below 3000 agl can go into a spin.
The other is watch the all up weight with 4 up easy to exceed max but difficult to load out of balance. Otherwise they are great used to love trying to scrap the tail tie down ring on landing very slow on touch down but miss the 40 dg flap setting on older models, super for steep approaches but any model can be side slipped with up to 30.
Take care and have fun.
Join Date: Jan 2008
Location: Canada
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It's wise to consider, and be prepared for differences in handling between types, but don't be too worried. For the most part, with low tailed, tricycle, single engined certified GA types, there could be more difference heavy to light, forward C of G to aft, or hot day to cold day, then the differences between type in the same conditions. The aircraft being certified gives the pilot confidence that the aircraft handling will be within a range of what an average skill pilot would be able to safely manage. I've flown lots of different types, and only rarely did I think to myself "I've got a tiger by the tail this time!".
Often due to really good design, an airplane will fly better than it looks like it will. My greatest lesson in this was a back seat flight in a Harvard. It looks like it would fly like a DC-3, but it's a light delight!After five minutes of getting the feel of it, I did a few rolls and loops (competent pilot in the front, of course).
Yes, consider differences, but don't be afraid of them, the real fire breathers are not on the rental flight line, so you won't blunder into one.
Often due to really good design, an airplane will fly better than it looks like it will. My greatest lesson in this was a back seat flight in a Harvard. It looks like it would fly like a DC-3, but it's a light delight!After five minutes of getting the feel of it, I did a few rolls and loops (competent pilot in the front, of course).
Yes, consider differences, but don't be afraid of them, the real fire breathers are not on the rental flight line, so you won't blunder into one.
