From: raveling@Unify.com (Paul Raveling)
Newsgroups: rec.aviation.student
Subject: Re: Glider to Power transition?
Keywords: Glider to Power, Tailwheel to Nosewheel or vice versa
Date: 7 Jan 93 20:11:58 GMT
Organization: Unify Corporation (Sacramento)


	[This is a copy of my followup to rec.aviation.soaring...  Despite
	 intending to cross-post to rec.aviation.student, I forgot to
	 do it when posting the followup]

In article <1993Jan5.182554.316@eplrx7.es.duPont.com>, milbouma@eplrx7.es.duPont.com (Mark Milbourne SCD) writes:
> 
> I have about 45 hours in gliders (have private rating) and am considering 
> adding my power rating.  ...

> ...  I would assume that most of these places don't normally give 
> primary instruction in taildraggers.  If I do start tailwheel, is it harder 
> to transition to conventional gear or harder to go the other way?

	One term to clarify -- in powered planes tricycle gear is
	conventional these days, but the words "conventional gear"
	still refer to taildraggers.  That term hasn't changed since
	taildraggers were the rule and tricycle gear was the novelty.

	Transitioning from anything to tricycle gear is easy.
	Transitioning from to a taildragger is easier (IMHO) if you're
	already a glider pilot than if you're already a trike pilot,
	though I don't think the difference is a big deal.

	One main difference is that tricycle gear keeps the aircraft
	pretty well planted and pointed in a predictable direction.
	Taildraggers and glider both do a superb imitation of a
	weathervane and require a lot more use of rudder to stay straight
	on takeoff or landing in a crossind.

	Another factor is that taildraggers are less stable and groundloop
	much more easily because their CG is behind the wheels.  Many gliders
	also are taildraggers, with CG behind the main wheel, and share
	the same traits to a lesser extent.  Gliders generally are a more
	forgiving though (again IMHO) because their long wingspan produces 
	a relatively high moment of inertia about the yaw axis.

> ...  How much time/cost should I be able to save given my glider
> experience?

	I have only obsolete numbers dating from my own power training,
	about 1.5 decades ago.  I started with a glider rating and about
	50 hours logged in gliders, and after starting power dual my instructor
	estimated that I'd need about 40 hours in power for the PP/SEL
	ticket, versus about 55 hours for someone starting from scratch.
	If not for medical squabbles with the FAA, 40 hours would have
	been sufficient and I probably could have cut it to 35.  As it
	was, in 40 hours I did as much dual as I could while still learning
	new things, including transitioning to taildraggers (Citabrias)
	and doing a bit of acro.

	Potential catch:  Most towpilots need a commercial rating, not just
	a private.  The FAR's don't mandate this if your club doesn't
	provide compensation, but be sure to check on what the club's
	insurance company wants.  In any case a towpilot's skills should be
	at a level appropriate to a commercial rating.


	P.S.:  Before executing your first power takeoff remember that
	you want to climb immediately...  On my first one I instinctively
	levelled off behind the [nonexistent] towplane first!


------------------
Paul Raveling
Raveling@Unify.com
Newsgroups: rec.aviation.student