Transitioning from 7ECA to C172 RG Cutlass

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mathrick

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Hello, I'm a fresh private pilot, just passed my checkride a week ago. I did my entire initial training in a 7ECA, the idea being that a taildragger being less forgiving requires a higher minimum of skill and awareness, much like driving stick does. But, since my personal goal is cross-country and instrument ticket, I'm now interested in transitioning to planes I'm more likely to be flying. My school uses Cessna 172 RG Cutlass for the complex checkout, and that would be my first target.

For people who have experience moving between the two, is there anything I can do to prepare myself ahead of time? If there's one thing I learnt in my private training, is that it really pays off to study as much as possible before flying, so I'm really looking for any materials that could help me cut down on the plane and instructor time.
 
My first thoughts would be for you to go flying in the Cessna and see how you like it. You already have your license so basically you'll be doing the add-on's for retract/complex and IFR. Make sure you like the airplane/panel layout because you're going to be spending LOTS of time in there with the instructor.
The only other thing is getting past the "happy feet" phase...you will find that during take off, landing and taxi your legs and feet have almost nothing to do when compared to a taildragger and you might be apt to overdo the rudders! It will pass but you'll find it feels funny.
Have fun!

Chris
 
I doubt you will be spending much time with an instructor - you s hould be able to fly it right off the bat as well as anybody with your hours who learned in the Cessna.
But consider a good checklist - one short enough to actually use! I do GUMPS, out loud, with finger pointing at gear lever, indicators, and actual checklist, and an additional UMP on short final.
 
Thanks! I don't doubt I will be able to fly it, I was really asking about specifics to look at, such as what checklists exactly? One thing I expect to be the big one is learning to consider flaps, since 7ECA makes it really easy to decide how much flaps to use and when ;)
 
Bob Turner said:
But consider a good checklist - one short enough to actually use! I do GUMPS, out loud, with finger pointing at gear lever, indicators, and actual checklist, and an additional UMP on short final.
Click to expand...

Right, I actually do GUMPS, and in 7ECA my "S" includes saying "we have no flaps" out loud. I also printed my own checklists for 7ECA to include and highlight the items I tend to forget, I'll probably do the same for C172.
 
As far as I know, flaps are not on any landing checklists. The big deal is Gear.

Avoid checklists with more than maybe five items. And seriously avoid checklists that tell you to turn the master on, turn mags on, engage starter, etc. You can get in serious trouble doing that sort of thing with checklists.
 
I'm going to disagree with Bob. @mathrick , if you intend to pursue an instrument rating, checklists will be your last defense against yourself and the stresses of flying in and around weather, especially when passengers are not enjoying the bumps and anxiety that can come with instrument conditions. When those passengers are your loved ones, the anxiety will transfer over to you and the only thing keeping you to your procedures will be your training, backed up by your checklists. So, I'd recommend a healthy respect for good checklist usage habits and a commitment to the discipline it will require to keep those habits in place after you personally start to become comfortable with that kind of flying. You aren't better than those checklists, one day you'll go flying when you shouldn't and good checklist habits will protect you from forgetting something minor that might have the potential to kill you, like pitot heat, for example.

enjoy it, the 172RG Cutlass is an awesome plane!
 
I have been watching Cirrus drivers. Really religious about before takeoff checklists (fairly lengthy) but ignore the long approach and landing checklists. Still not looking out the window.

On the A-320 we had three items after start and one on the taxi checklist.
 
Bob Turner said:
I have been watching Cirrus drivers. Really religious about before takeoff checklists (fairly lengthy) but ignore the long approach and landing checklists. Still not looking out the window.

On the A-320 we had three items after start and one on the taxi checklist.
Click to expand...

there were two professionally trained and regularly re-trained pilots in the A-320, not an apples to apples comparison. How many times did you have your girlfriend in the seat next to you, at night, puking in a bag saying she hates you for doing that to her while trying to shoot an approach in IMC??
 
I agree ☝️. We used flows that both pilots would do, followed by a checklist. The Citabria is far more simple but I still use a flow to get her ready for takeoff & landing. In Bob’s defense we did KISS on departure, I think they wanted both head’s looking outside.
 
fwiw, the airlines have moved to a "Runway Change" non-normal checklist to review the many details that have to be changed when the departure runway is different from what was planned and stated during earlier checklists. it seems overkill until you're tired and you realize you've forgotten stuff that the checklist brings awareness to.
 
I am not saying leave critical stuff off your checklist. There is a difference between a flow and a checklist, and indeed between a briefing and a checklist.
For IFR, my checklist is "Brief, Altimeter, Tune and Identify." Then it is GUMPS for landing.

How about a suggested checklist for a 172 RG? The manufacturer's checklist includes stuff like "turn the master on" - I submit that if you forget to turn the master on, you are simply not in any danger at all.

Worse, those walk-around checklists - I would rather look than read. I know where to find the tires.
Just me.
 
I seem to have started a thing :)

Personally, I found it helpful to create the custom checklists, both to make sure items I had particular issues remembering were clearly highlighted, and also to make sure I've really thought all of the procedures through, and didn't just read through the school-prepared ones. There's no doubt that's more appropriate in GA setting than airlines though.

But also, I think the school having prepared a very complete checklist including this-might-be-obvious-to-you items absolutely has its place. Both because it's very helpful to students and us low-time renters, and because of accidents like this one.
 
Save us four minutes and tell us which checklist item would have saved that airplane?

We had a young enthusiastic J3 Cub pilot on another forum share his checklist. I don't remember if he had a checklist item for getting in, but he did have six items to do between receiving a takeoff clearance and releasing his brakes.

Looking forward to your suggested checklists.
 
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I’m about to fly tomorrow with my hangar mate to get the Citabria back from annual. I worry most about getting my old, fat a@@ in the front seat 🤨 Made it!!
 

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Bob Turner said:
Save us four minutes and tell us which checklist item would have saved that airplane?
Click to expand...
Bob, your years of experience and comfort in the planes you fly don't transfer to new pilots you instruct. I don't know about you but when I had students, I taught them procedures that I knew would protect them in the event they didn't fly very often or chose to fly on days when they weren't really in the right mindset to go flying. I was trying to protect them after I was no longer with them and using checklists was one aspect of that philosophy.
In the video, the pilot used a checklist procedure from a plane that he had more experience in and then, in the absence of a corrective action for the actual airplane he was flying, he took off with the flaps at 40 degrees and crashed with his three passengers soon after takeoff.
 
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