Hey Everybody,

I sold the Pacer and got a 55 180, been checked out in it and have several hours in it, 15 or so. I am currently working in the NE Pa area and was wondering if anyone knows any 180 instructors/pilots in the area that could go up with me and get me proficient in this airplane. Any help or advice is greatly appreciated, thanks.

Wes

You could maybe check out andoverflight.com and see what you think.

My instructor owned a 180 for many years and has been working with me in my 185. He’s 30-mins drive from the NE PA // NY border at KMGJ. FWIW, he also instructs in his PA-18 and is a DPE.

Thank you, I will check them out.

Try Slatington Airport. 69N . Not sure where it is in relation to you. It might be too far South. It's about 15 miles North of Allentown. I have chatted with the instructor (Also the airport mgr.) there several times over the last few years when we have flown in to visit my wife's mom. I am pretty sure he does tailwheel instruction. Nice guy and a nice little airport.

Pete

Schwarz wrote:...I sold the Pacer and got a 55 180, been checked out in it and have several hours in it, 15 or so. I am currently working in the NE Pa area and was wondering if anyone knows any 180 instructors/pilots in the area that could go up with me and get me proficient in this airplane. Any help or advice is greatly appreciated, thanks. Wes

Maybe I'm the odd man out on this, but I'm wondering why you need an instructor.
You've got experience in a somewhat-demanding taildragger (Pacer).
You've been checked out in the 180 and have 15 hours so far.
A check-out is kinda like a private pilot certificate-
it's a license to learn.
Sounds like you realize that already, but I'd say to just go out and fly that thing!
Push your envelope a bit.....
Verify your approach-to-landing-stall speed, then work on slow approaches.
Work on wheel landings, the Bill White article is a good place to start with that.
Try different takeoff techniques: set trim nose down or nose up,
jerk the flaps on for a jump takeoff, try taking off from 3-points.

If I'd engaged an instructor every time I wanted to try something a little different in my 180,
I'd be broke...or still flying with one to this day.

Maybe I'm the odd man out on this, but I'm wondering why you need an instructor.
You've got experience in a somewhat-demanding taildragger (Pacer).
You've been checked out in the 180 and have 15 hours so far.
A check-out is kinda like a private pilot certificate-
it's a license to learn.
Sounds like you realize that already, but I'd say to just go out and fly that thing!
Push your envelope a bit.....
Verify your approach-to-landing-stall speed, then work on slow approaches.
Work on wheel landings, the Bill White article is a good place to start with that.
Try different takeoff techniques: set trim nose down or nose up,
jerk the flaps on for a jump takeoff, try taking off from 3-points.

If I'd engaged an instructor every time I wanted to try something a little different in my 180,
I'd be broke...or still flying with one to this day.

I hear ya HotRod and I plan on doing a lot of that, I have read the Bill White article back when I was searching but to be honest I had forgotten about it, so I will reread it and go from there. I also would like to find a good 180 driver/instructor to give me a thorough check out and that can confirm I'm heading in the right direction and maybe give me some pointers. Some days I go up and feel like its coming to me and that I'm doing pretty good and other days I leave the airport wondering if I landed or got shot down I went through the same thing in the pacer too, I was just trying to bypass some of that. Thanks for the advice!!

Wes

Bill White wrote that wheel landing article about 20 years ago.
Since then, he or his son Matt have revised it--
it now seems to advocate flying your pattern as to set up for about a 2 or 3 mile final,
which is unnecessary IMHO.
Even the one-mile final as per the original article isn't always required.
I usually fly pattern resulting in a 1/2 mile final, sometimes less.
Anyways, here is a paragraph from the original article which is the key to the whole thing.
It's not necessarily gospel but is a good place to start.

The Technlque
Get established on final. At 1 mile out you should be at 60 knots IAS (depending on
wind conditions), 500 feet above the runway and descending at 500 FPM carrying
about 13"-14" MP with full flaps. Trimmed to hands off. The aircraft should come
over the threshold almost level. When the aircraft is on short final and about 20 feet
agl, you should apply slight back pressure on the yoke (don't touch the power), but
only tor 3 to 4 seconds, then released back to neutral until wheel contact. This
will slow the decent down to around 200 fpm until contact. The aircraft will contact
the runway in a perfect decent rate eliminating bounce. Remember, do not flair and
do not puli your power until you feel the wheels touch (resist the temptation). This
has to be learned because your natural instinct is always to pull power. Almost
simultaneously when you pull power at wheel contact, come on with as much brakes
as you need and hold neutral yoke, The torque from braking will help keep the tail
up. Then as the speed is reduced and the tail settles come back with the yoke.

Thanks Hotrod I appreciate it, I will definitely practice this.

I'm no expert but I don't mind dropping like a rock not too far out from the runway and then going into Bill White mode when I get close. It is usually gusty around here so starting 2 or 3 miles out seems like a pain to me. I generally wheel land and since I have Bushwheels try to land on the grass and drive it onto the asphalt.