6:05 is that a urinal??

nice video thanks

I will be helping a guy in north Florida repair his 195. It suffered a broken left gear leg. It causes quite a bit of damage. Engine, fuselage etc. I think the suggestion for removing the gear leg for inspection at engine OVHL is a good idea. There is no way to inspect the area that this spring broke without removing it from the aircraft.

That is a beautiful aircraft and this gentleman did a fantastic job educating everyone on this Cessna. Super knowledgeable!

Great vid, great info, first time I've seen a frame jig orger than at a manufacturer. Looks like Mr Collette could build you one from a box of parts. Eng rebuilder was full of a lot of info also. THX.

This is a general question meant for people using the Jacobsen. Assuming that your Jacobsen still has the battery/distributor ign on the right side, when switching the ign on to fire up the engine do you initially hold the ign switch to R until she revs up a bit or just flip it to BOTH immediately. I would think since the distributor can retard the spark and assuming the mag has no merhod of ign retardation that switching to R initially and then BOTH as the engine finds its revs would be the way to go to prevent an induction backfire and a smoother start.

Sky King and Marlboro Man rolled into one fine gentleman.

I’m mystified with what was just said. I learned in a 172/150. After I got my ppl I went around and flew anything I was allowed to. Mooney, pipers, sailplane, Citabria only taildragger. My experience was a check ride and turned loose, 20 minutes. This was way back in 1963 about. I had a preconceived idea how to take off and somewhat how to land. My idea on talking off was line up advance throttle, gain speed, push stick forward to lift tail, when flying speed reached ease stick back to lift off. Nice idea but way off the truth. Actually, lined up shoved throttle foreword and lifted off. That Citabria just flew right off the ground. I weighed around 180 and was solo. Had a terrific time playing fighter pilot. I do not understand hours to solo a taildragger of getting a certificate or rating. I suppose the possibility of a ground loop is more of a possibility. I haven’t flown in 50 years so many things have changed.

Hi, this is Robert. I know from experience that 195 will not fly it shop. Like other people think the other points will fly themselves. But the 195 you got to stay with it. All the time, especially on you, take off and Landy's. My dad had suggested 195 I do have a lot of time and reform to many air shows. And also got compliments. You've guys may have heard of it, says no 12214 Lima. The silver sparrowe had comes to cut close calls and my dad. And I also practiced emergency landings a lot without power and gays. I know some gay. Have done that and made seriously mistakes.It is ground loops.Hey, thank you.This is Robert.I'm just saying my advice.I hope all you want 95 lovers.Continue your favorite airplanes

Does the Lockheed 12 have a tailwheel lock like the DC-3? I believe the tail is locked during the takeoff roll.

So if you start out with a takeoff run at full power and the plane starts to left due to “P” factor and torque, you of course, apply right rudder. What happens if you need a little more drag and steer to the left, you would induce drag on the right wing to help also keep you from going too far to the left, no? Takeoff with left crosswind is best while landing with right crosswind is also better.

Amazing content, thank you for sharing! I'm not a taildragger owner nor a pilot, just flying in a simulator. But I really enjoy flying taildraggers and learning new techniques

I know he's got his stuff, but boy is he pokey

I'd like to see this crusty old dude trying to teach the current crop of button pushers.

195 gets demons at 30 knots

Thank you for this!

It took me about 35 hours to solo in a Cessna 172. I taught my ex-wife to solo an Aerotrek A220 tail-dragger in 22 hours. It is INSANE that students are not taught in taildraggers and that they are taught to pull power abeam the numbers and do base and final at idle.

Seat of the pants stick and rudder. Know your aircraft and it’s capability and performance envelope. Never ask her to do anything she can’t do. Angle of attack of ascending and descending propeller arc must be controlled by rudder inputs.

Bumper sticker. My other car is a Stearman.

Love to see Butterfly Aviation at KGLD get the love they deserve. Great FBO that continues to be ran by a family with a love for aviation and 195's.

OMG! I hate taildraggers and their never ending ground loops! Don't let it swap ends is easier said then done. It does it, regardless what I do.

I wonder if there are any really 195 AIs still around

I cant stop watching airplanes landing. the feeling just before touchdown must be amazing

Nothing better than old school instruction.

Do you have to be a doctor to afford a T-6?

What's an APPLICANT

what a gem

Superb. Thank you for sharing, best explanation I've seen.

The photography in this film is awesome. No point and shoot, zoom or automatic light control. Thanks.

wow, that guy that does the engine rebuilds that was so knowledgeable is probably still rebuilding about one of these a week, just an amazing story and a fabulous engine. I believe his name was Steve.

Wow, never saw Mary bounce a landing until now. That 195 is still flying by the way.

Nice approach to strip

Thanks a lot

Great video. What year was this produced?

Nice

Good afternoon to all from SE Louisiana 11 Oct 22.

I started flying lessons in 1969 and was thought in a brand new Cessna 150. And we were taught to flare in the landing and touch down on the mains and hold the nose gear off as long as possible while steering with the rudder.

Thank you so much! I appreciate what you taught here.

I just love the speaking style and gentle manners of the men and women of that era. So much of what is produced these days seems fast-paced and overly masculinized. Not knocking all of today’s producers, as many of them have outstanding content.

What a time! A neurosurgeon and his T6, how awesome!

He is spot on about learning to land tail draggers teaches you to land all planes better, including the kiddie tricycle gear.

I love taildrager airplane

Awesome video, reminds me of my Cessna 150 days back in '72, Redlands, CA KREI

bucket list i get a taildragger endorsement

Thank you. M

The biggest takeaway was how to get in and out of a cub!

Ailerons are the largest control and most abused, least understood control since arrival of the Cessna LAND-O-MATIC (nose wheel) of post WW2. Ailerons are 2 to 4 times the surface area of the rudder & 2 to 4 times the leverage of the rudder. . . AND being horizontal to the relative wind, therefore mostly unstalled at any angle of wind. Ailerons provide roll control, x wind drift, & on take off or roll out provide YAW that supplements directional control. Ailerons will ALWAYS over power the rudder if applied into the applied rudder. Rudder is the smallest control, also being VERTICAL to the relative wind, easily stalls LONG before the ailerons do. Take offs & rollouts are ALWAYS X CONTROLLED so that aileron YAW always supplements the rudder. To do otherwise, is to cause a runway deviation that brakes WILL NOT FIX. Good Car habit of turning into the swerve must be addressed in training, because airplane contr is opposite and will accelerate planes demise. RULE: Ailerons PROPORTIONALY OPPOSITE the rudder on take off & roll out will save most runway deviation events. CFI 1507987

Thank you - great information.

Aside from the radial engines, Cessna Service Manuals or Pilot’s Operating Handbooks also recommend pulling the propeller through at least five revolutions on aircraft with horizontally opposed engines as well prior to start if the airplane has been in flyable storage for about 30 days.

5:50 I started teaching as a CFI in early 1990's. I always was taught later taught students to land on mains in trike airplanes and cross wind techniques even if it was a few kts X-wind component.