Hey guys.

Just a quick note to say hi, just joined the community. I managed to catch the wife/financial department in a weak moment a few weeks ago, and am now a part owner of a PA18-95, based in Rangiora, New Zealand. I'm pretty green on backcountry flying, so it's going to be baby steps for me as I learn the limits of the airplane (and myself..). I got out for my first blast around the patch today, had a heap of fun. Spent probably 90 minutes or so all up shooting landings, and then went off on a wander around the hills. Found a few interesting looking spots, wasn't brave enough to land anywhere yet. I reckon I've got another hour or so to do round the pattern until I'm happy with my ability to consistently put the airplane where I want it. I've got a bit under a hundred hours in a Cub, but it's all in an 0-320 powered one, and it's mostly a long time ago. This one has a 100hp O-200, and no flaps, so I'm still getting used to flapless landings every time.

Actually, I'd be interested to hear from anyone that's got a bit of experience in one of these 100hp-ish cubs, as to what kinds of weights/altitutdes/field lengths you eventually became comfortable with. With only one onboard, this one seems to get up and go pretty well down near sea level, but I don't really know what kind of effect higher density altitudes will have on that.




The only photo I managed to take today, up at Mt White station. I discovered I really need to be a bit more organised if I want to take photos by myself when it's not smooth.

Butch-

Welcome and congrats on the airplane. Life is short, fly while you can! As for no flaps, that's what slips are for... learn to enjoy slips, they are fun stuff. I like 100hp in a Cub, good balance and performance. Sorry, I can't offer relevant numbers and such. My experience is in a Legend Cub and that was too many years ago to remember fine details;) It was fun though!

gunny

Welcome. I agree with Gump on the good balance of smaller engines on light airplanes.

I liked the 135 hp Cub better for Ag training and 90 hp the best. I can't give you numbers because I don't use them. Read my e-book (click below ) to see why.

I am retired so feel free to contact me anytime with questions on the various techniques.

Wasn't me, but I agree.

I bought my first airplane when I was 16. A looooooong time ago. It was a '51 PA-18 w/flaps, with an O-235 in it. 108 hp, with 36 gals of fuel... I had enough range to push even a 16 year old bladder. It's sitting there at Lake Hood, all pretty now with new FWF big engine and updated cowling, and big tires I could only dream of 47 years ago.

It wouldn't haul the weight of the newer 150 HP Supercubs, but when light, it was getting in shorter and off the ground quicker.

Work on consistency with your landings, and getting comfortable with slower across the fence speeds. Experiment with low ground effect, and the attitude the airplane likes for take offs. And start adding weight to see what it does to you. I'm betting it gets doggy fast when up near gross.

Gump

Sorry Gump and Gunny. I am dyslexic and senile among other things.

Gunny wrote: As for no flaps, that's what slips are for... learn to enjoy slips, they are fun stuff.

Yeah, they're a bit of a laugh all right. It's s skill set that I've played with in the past, but never really had to use in anger. I never really thought too hard about it until after flying the other day, but I suppose it's really a different beast of a tool than using flaps. I see them as more of a corrective measure, to get me back to where I'm supposed to be in terms of height/speed if I've already misjudged the approach. More like a speed/drag brake, and unlike flap which I would be carrying all the way in and planning the approach accordingly. I guess the exception to this is the use of a sideslip to increase rate of descent after clearing an obstacle on approach- good fun if the obstacle is close in I imagine.

contactflying wrote:I can't give you numbers because I don't use them. Read my e-book (click below ) to see why.

Thanks Jim. I've been reading your book, I'm about a third of the way through. Interesting stuff, most of what I've read so far lines up with what I've worked out through trial and error over the years (I guess the errors all happened with plenty of air under me). Your ABWRoC approach is an interesting concept, once I'm feeling a bit more comfortable in the machine I'll tape something over the ASI and go have a play for a few laps.I can certainly see the advantages over a speed stabilised approach, but I can also see how much of a pain in the #@% retraining the brain to ignore one set of cues it's used to, and divert more attention to another it isn't will be..

One thing I've discovered is that I don't really have a frame of reference for yet is runway surfaces. Most of my flying has been off of fairly well manicured strips, and even in the few spots I found and did inspection runs past the other day, I found a pretty wide range of surface conditions. I'm thinking that the smart money on this one is just going to be to find someone who has "been there and done that" to throw in the back, and go out to some of these places, even just to have a look at them and say "yes, yes, no, etc." so that I can calibrate my thinking on what I can and can't get away with on my non-monster truck wheels.

Slow toward the end and softly with power is the trick. If you have to pull the throttle back before touchdown, you know you're going too fast. You can practice that anywhere.

Welcome Butch. Cheers...Rob

Congratulations on your new share, now let the fun begin! I've had several airplane partnerships and I've enjoyed all of them, perhaps more than owning a plane outright - especially when the bills come. Sharing something like this seems really smart considering how few hours most pilots are able to put on a plane each year. Hopefully you will be able to beat the averages and really get your money's worth!

Got my feet wet yesterday. Went for a blast up the Rakaia, stopped in at Lauper, and dropped off a beer delivery at Manuka Point station. Good times.

Air freight beer delivery, sounds like a kiwi priority.

Universal currency!

Welcome, good to see a few other Kiwis on here. Looked like a nice day to visit the Lauper!


Sent from my iPad using Tapatalk

Welcome to the forum! Glad to see a keen backcountry flying enthusiast has picked up that last share in CXC! It's a well loved plane, lots of great people have shares in that one
Have you joined the backcountry pilot's association? Flick me an email if not, I'm "jonobattson" at gmail

Battson wrote:Have you joined the backcountry pilot's association? Flick me an email if not, I'm "jonobattson" at gmail

Cheers man, yep I'm all signed up. Had a good yarn with Mike T down in Geraldine yesterday, got the lay of the land.

ButchNZ wrote:

Battson wrote:Have you joined the backcountry pilot's association? Flick me an email if not, I'm "jonobattson" at gmail

Cheers man, yep I'm all signed up. Had a good yarn with Mike T down in Geraldine yesterday, got the lay of the land.

Awesome - good stuff
I was flying through the saddle at the Lauper the other weekend, while that westerly was blowing.
Over 55kts of wind through the saddle... surprisingly little turbulence.
It was 30 gusting 45+ over the airstrip at a perfect 90 degree angle. No way I was landing there, but we flew some approaches to get the numbers of the wind. That windsock is Heavy. I've never see it flat out before.
I can literally say the sick bags came in handy after we'd made three approaches and turn-arounds up by the lake.