AOPA Pilot Magazine - January 2012 - 102

DOGFIGHT | THE PERFECT TRAINER
Editor at Large Tom Horne and Senior Editor Dave Hirschman have a lot of things in common: lots of ratings, lots of experience in lots of airplane models—and lots of opinions (as well as similar haircuts). We last turned them loose on the topic of NDB approaches (see “Dogfight: NDB Approaches,” November 2011 AOPA Pilot) and the response to two different schools of thought on this topic garnered interesting opinions from a large number of readers (see “Letters,” page 20). So we launch them into another “Dogfight”—we hope you’ll enjoy these two sometimes tongue-in-cheek takes on a topic, and keep those cards and letters coming. —Ed.

A vote for trikes
Why I like a 150 or 152
BY THOMAS A. HORNE >

hat’s the best primary trainer? That’s easy—it’s a Cessna 150 or 152. This series of airplanes has proven its worth as trainers for decades, having churned out a huge chunk of the general aviation pilot population. In the glory days of the 1960s and 1970s, Cessna’s Pilot Centers built a hugely successful training program around the Cessna 150. Why is that, you ask? It’s not that Cessna wanted a venue for selling airplanes, although I’m certain that figured in the decision. No, it’s because the airplane was specifically designed to be a trainer. This means that it must be tame enough to minimize ego-crushing learning setbacks—thus, Cessna’s decision to give the 150/152 tricycle landing gear. Yes, there are those who argue that taildraggers provide the highest quality of practice in learning how to land. But the accident record shows that the learning curve in taildraggers can be a steep and costly one. Ground loops, swerves, over-eager brake applications, and many other misfortunes have contributed to a large number of incidents and accidents over the years. The small wheel in the back means the airplane is directionally unstable on the ground—and this is the heart of the taildragger’s problem. In fact, it’s the reason why tricycle landing gear was developed in the first place, way back in the 1930s! I remember a video that AOPA Pilot contributor Barry Schiff once made for ABC’s Wide World of Flying. In it, Schiff used a tricycle to demonstrate the problem. First he put the two small wheels in front and gave the trike a push. Instantly,
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the large front wheel swung around and sent the tricycle off track. Then he put the large wheel up front and the two small wheels in back and pushed. The tricycle tracked straight. I know there’s value in learning the footwork associated with landing a taildragger—especially one with heel brakes! But the fact is that you should learn to land a tricycle-gear airplane the same way you learn to land a taildragger: at a speed just above the stall, touching down nose-high enough that the nosewheel is well off the ground. The landing attitude is the same. Sure, there are advantages to having a taildragger when it comes to landing on unimproved

The airplane was specifically designed to be a trainer. It must be tame enough to minimize ego-crushing learning setbacks.
strips. But how many pilots actually do this? Besides, insurance companies may not cover you for landings on unpaved runways. Wonder why. The 150/152 is also a great platform for coming to terms with proper takeoff procedures, crosswind landings, and steep approaches. Let’s face it, these airplanes have minimal power, so unless you learn to hold VX or VY you won’t realize book performance. As for crosswind landings, these airplanes’ light weights and wing loadings mean you’ll be very busy indeed—but there is adequate control authority to deal with all but the highest crosswind components. And there’s nosewheel steering to better help keep you going straight down the runway after touchdown. Steep approaches? No problem in the 150/152. You can slip the airplane, or use flaps. Many taildraggers don’t have flaps, so their pilots don’t realize their advantages. For all these reasons, the Cessna 150/152 gets my vote for the “best” trainer. Email the author at tom.horne@aopa.org.

102 • JANUARY 2012

AOPA Pilot Magazine - January 2012

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