Flying a taildragger is just a matter of training. The "older" aircraft you are
referring to were, yes, a tail wheel or "conventional" aircraft. Nose wheels
did not come into vogue until Cessna converted the 170 into the 172 by
converting it to a nose wheel aircraft. Mostly to attract more peopl
Stef - I used a table pad that goes under a table cloth - has a felt type
backing and a vinyl top. Can be cut and sewn to fit. Got mine at WalMart but
suspect that any store that handles table cloths will have them. Paid less
the $10 US.
Rick Human
N202RH
Houston, Texas
-Original Message
Pete - if you have not obtained the new EAA publication on flight testing -
by all means do so - it is VERY GOOD and lays out a structured program
including flight test cards. By the end of the Phase One test period you
will know the aircraft and have a POH as well.
I also recommend that all the o
There are lot of factors that come to play here: Time in Type, total hours,
if a Conventional Gear how many total hours tail wheel. Airport based,
grass, hard surface. You can shop around but Falcon and probably AOPA act as
brokers and they put you information out and accept bids from the carriers.
Joe wrote:
Without holes in the belly board you are redirecting some of that energy
downward, giving you redirected thrust. Like the nozzle of a Harrier Jet.
With holes you are defusing the energy and creating drag. Like the speed brake
on a WW2 dive bomber. Which one do you want?
>belly brake
My Repairman's Certificate only addresses one aircraft identified by Make,
Model, Serial Number and certification date. It does not address the engine
at all. The application form does not address engines either. With that I
would side with your EAB inspector. Sorry
Rick Human
Repairman VP-1 N5921
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