Recent content by reliableflyer

The 180 HP cub I flew for several years was heavy to begin with and nose heavy also. A nose heavy plane can’t slow down as well as a tail cg plane. They also go over on the nose or back more often especially when low on fuel. The biggest problem I had was it consumed 10 gallons per hour as...

I have a J-3 which has been converted to Pa-11 configuration by STC. It also has flaps also done by STC. It has a 90 and a pacer tail, and VG’s. It weighs 843. A low HP cub will not climb as well, haul weight or work altitudes as well as a higher HP cub. My light cub gets off the...

I’ve been partial to using the left or right position and not using both. Several advantages. When measuring fuel burn you can isolate the time on one tank. You can turn on one tank after takeoff and time it accurately and then go back to the other tank. In addition if your running very...

My opinion only. My experience with both was that the 180 burning about 10 GPH rather than the 8 GPH of the 150 and 160 turned it into a three hour range rather than a four hour range with standard tanks. I had to carry a belly tank most of the time. May not matter for a glider tug flying...

(My experience only, not fact just opinion) can’t speak to all 12’s only the one I had. I had an 18 tail, an O-320 on a short mount, 18 wings with an 18 angle of incidence and an 18 door. early on 25x11x4’s later gar aero 29’s. I found the original plane with a long mount too nose heavy and...

120 lbs on a tailwheel in a cub of any kind is a red flag for me. I would check the weight and the CG limits and your CG paper work. in an effort to soften my statement after my stepping on toes the other day I’ll say maybe I’m mistaken. I suggest you do some checking in case I’m not.

I apologize to any of you folks that I offended. Not trying to tell anyone what they should do. I would just encourage you all to be safe. And try not to raise my insurance rates.

in my opinion the 12’s especially with bigger engines and borer props tend to be nose heavy especially when light on fuel. After having a 12 for 43 years I would recommend a short mount to move the engine back for a more favorable CG and a larger tai to increase elevator authority. I can’t...

No doubt I’m not only old but old school and I subscribe to the premise that if it ain’t broke, don’t fix it. There was a reason to go to the Scott 3200 when we did. I suspect that the 3200’s have done more work and seen more rough country than all the baby bush wheels and the different...

I spoke with Mr. James Barwick and he told me that planes have permission to land there for the fly in and those that choose to can camp there.

yes. .040 aluminum.

The forward (rear) seat is removable and can be stored in the under back seat storage. A third seat passenger can have their legs pass on either side of the second seat passenger. The seat can also be moved to the side so someone can sit and still have an opening for long items. The third...

I agree wholeheartedly. I’ve seen and done this where a landing area is surveyed and deemed acceptable only to go back to my originally picked landing point and be a few degrees off and end up landing on a piece of ground other than what I had surveyed.

When we talk of off airport operations we tend to concentrate too much on the aircraft and it’s capabilities and not enough in our own abilities. People still land less than the optimum planes off airport. It’s important to do the best we can with the aircraft were using, know it’s limitations...

I agree with Glenn and others who have said you can teach the majority of off airport landings from the grass or over a cup of coffee. You can no more “teach” STOL than you can teach someone to play a harmonica. It is something that has to be learned by doing, not taught by doing it over and...