Im finally getting mine installed on my 182 peterson 260se the el paso guys did awesome job calling around to figure out if the canards were going to be a problem. Enjoyed your video can’t wait to get mine!
Just prooves tailwheel pilots are better. Why? Because we have to use rudders for takeoff and landings. Tricycle drivers are just that . . .drivers! Taught by their "driver" instructors! I have plenty time in each and will admit, flying a trike makes me lazy, but flying a taildragger makes me a pilot!
It’s pretty simple really. If you’re displacing ailerons you need use the rudder to offset adverse aileron drag. At high Alpha (AOA) your rudder is going to be your more effective control and should be used accordingly. Those lessons apply to conventional gear and tricycle gear pilots. On the ground … that’s a different lesson. Y’all keep em straight out there 🫡
“Better” is relative. Just because you’re a good tailwheel pilot doesn’t mean you can hop in a jet and climb to the upper flight levels at Mach .80 and then navigate across the country to shoot an ILS to minimums. A good pilot is well rounded and can do a little of everything. That being said most of the best Jet pilots I know are also tailwheel pilots.
It is a fact that a large percentage of pilots are rudder dead. Find an instructor who knows and actually teaches stick and rudder and you will be amazed at what you can do with a properly controlled aircraft.
As a tailwheel pilot who does a lot of teaching in nosewheel airplanes, there’s a TON of bad habits I try to beat out of these nosewheel pilots. Tailwheel pilots are definitely better at least with stick and rudder skills for the most part.
Cool , is that near midland ? I had high winds some good gusts and bumpy here in florida yesterday in my 182 while giving a couple of friends a ride. They didn’t seem to mind it .
I landed at Rawlins WY once, after coming back from "town", with a 20 OZ cup of to go coffee, I noticed a couple of uniformed biz jet pilots eyeballing my fat tired slow mover tandem aircraft. We started BS'ing, as pilots do, and noting the headwind I was fighting heading back to my area, and the large cup of coffee, one asked "what do you do when you have to take a leak?" I expounded how that is one of the main advantages of having big tires...., pee stops are way more available, about anywhere. I got done, and the one guy looked at the other, and then said "we have a bathroom," and we all laughed our asses off. BTW, I've flown with one of those red Porta Johns for years, and even by myself I cannot "make it work" sitting down. What they are handy for, is when camping out, not having to crawl out a tent before dawn.
Beautiful work! If you wanted to get an A&P certification just to rebuild a J3, is this feasible? From doing some googling it appears you need a lot of hands on experience before the exam process starts, so maybe this idea is unworkable? How much $ would you guess it would add to a build to have an A&P/IA oversee the work?
Not much added cost to get the IA to oversee the work. This is the route most people take. They teach themselves the process and have an IA watching along the way.
If you look at the specifications, there's not much difference between that aircraft and a new one. With the exception of a glass cockpit, 3 blade propeller, and turbo option. At 3/4 of a million dollars.....
Can you further elaborate how the GFC500 compares with the "big boys" autopilots? I just got mine and am amazed at what it does. Thank you and great inflight video of the GFC500.
