Today's Message Index:
----------------------
1. 01:32 AM - More on Tight Patterns (John Alber)
2. 02:01 AM - Housai Mags (Jay McIntyre)
3. 03:57 AM - Oil leaking into the engine (Frank Haertlein)
4. 04:21 AM - Re: More on Tight Patterns (Gus Fraser)
5. 04:26 AM - Re: M14 vs Huosai start procedure. (Ernie)
6. 04:30 AM - Re: More on Tight Patterns (Ernie)
7. 05:33 AM - Re:Landing Pattern (cpayne@mc.net)
8. 06:07 AM - Re: Housai Mags (A. Dennis Savarese)
9. 08:23 AM - Re: More on Tight Patterns (Ernie)
10. 08:29 AM - Smoke in the cockpit (Barry Hancock)
11. 10:37 AM - Re: Smoke in the cockpit (Drew Blahnick)
12. 10:41 AM - Re: Another YAK 52 Flying Great! (Drew Blahnick)
13. 11:45 AM - Re: M14 vs Huosai start procedure (ByronMFox@aol.com)
14. 02:26 PM - Stainless steel 285 hp Exhaust (Doug)
15. 02:47 PM - Re: More on Tight Patterns (Brian Lloyd)
16. 03:55 PM - Great read (Ernie)
17. 03:57 PM - Re: More on Tight Patterns (Ernie)
18. 05:30 PM - Re: More on Tight Patterns (Brian Lloyd)
19. 05:31 PM - Re: Great read (Brian Lloyd)
20. 09:55 PM - Merry Christmas to all, and to all a ... (Yakjock)
21. 10:51 PM - Re: Merry Christmas to all, and to all a ... (cjpilot710@aol.com)
22. 10:57 PM - What day is it Kids? (cjpilot710@aol.com)
23. 11:47 PM - CJ CFI (Jon Boede)
Message 1
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| Subject: | More on Tight Patterns |
--> Yak-List message posted by: John Alber <john@johnalber.com>
When flying a Super Decathlon out over the farm fields the other day, I lost fuel
pressure and had to land off airport (no, I didn't run out of gas). The landing
was a non-event, in part because every landing I've done in that and every
other taildragger I've flown has been from a power off glide. That is, my practice
is to pull the power while opposite the touchdown point, or thereabouts
(depends on the glide ratio), and glide it in. All that practice gliding made
setting up for an off airport landing pretty much like any other landing. I knew
all the numbers, sink rates, sight pictures, etc. by heart.
When I transitioned to the Yak 52, I was taught to carry power down final (MP of
about 4) and pull power just before round-out, or even a little after. That
works very nicely, but I've been rethinking how I fly my Yak pattern because of
the Decathlon experience. I already fly quite a tight pattern. My question to
the group is: when do you all pull power? Do you build in much gliding? At what
point in your pattern do you begin to let down? I use the "gear down to go
down" type checklist and put the gear down opposite the touchdown point, which
starts my descent then. I've been thinking about holding pattern altitude until
about mid base leg and then gliding from that point. Any advice?
Thanks.
John Alber
John Alber
john@johnalber.com
Home 618-675-3553
Work 314-259-2144
Message 2
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--> Yak-List message posted by: "Jay McIntyre" <jayatnowra@hotmail.com>
The standard 285 hp engine we have just fitted to our machine has M9 mags fitted
rather than the CD-5's. The part # is just "M9". There is no suffix letter or
number to denote a specific model of M9.
Does this mean that these do not have the auto advance? Other than a leaky starter
solenoid valve we have no trouble in starting the engine, and have not experienced
any sign of trying to run backwards.
Any comments?
<EM>Regards, Jay</EM>
P.S. see you at Classic Fighters 2003!
<A href="http://www.classicfighters.co.nz/">www.classicfighters.co.nz
Message 3
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| Subject: | Oil leaking into the engine |
--> Yak-List message posted by: "Frank Haertlein" <yak52driver@earthlink.net>
"The oil system in the 52 and M14 really does work well".
Dennis;
I guess I'll have to disassemble the oil pump and give it a good
cleaning. I guess that'll take care of the oil leaking into the engine.
Thanks for the advice!
Frank
Chino
Message 4
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| Subject: | More on Tight Patterns |
--> Yak-List message posted by: Gus Fraser <fraseg@comcast.net>
John,
The Russian method that I was taught involves a gliding approach from final
with power only to maintain a decent path to the runway. Skytrace teaches
this method if you check the link below you will see a circuit diagram if
you move your mouse over each leg you will see the settings for that phase
of the circuit.
Hope this helps
Gus (link below)
http://www.skytrace.co.uk/circuit.html
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of John Alber
Subject: Yak-List: More on Tight Patterns
--> Yak-List message posted by: John Alber <john@johnalber.com>
When flying a Super Decathlon out over the farm fields the other day, I lost
fuel pressure and had to land off airport (no, I didn't run out of gas). The
landing was a non-event, in part because every landing I've done in that and
every other taildragger I've flown has been from a power off glide. That is,
my practice is to pull the power while opposite the touchdown point, or
thereabouts (depends on the glide ratio), and glide it in. All that practice
gliding made setting up for an off airport landing pretty much like any
other landing. I knew all the numbers, sink rates, sight pictures, etc. by
heart.
When I transitioned to the Yak 52, I was taught to carry power down final
(MP of about 4) and pull power just before round-out, or even a little
after. That works very nicely, but I've been rethinking how I fly my Yak
pattern because of the Decathlon experience. I already fly quite a tight
pattern. My question to the group is: when do you all pull power? Do you
build in much gliding? At what point in your pattern do you begin to let
down? I use the "gear down to go down" type checklist and put the gear down
opposite the touchdown point, which starts my descent then. I've been
thinking about holding pattern altitude until about mid base leg and then
gliding from that point. Any advice?
Thanks.
John Alber
John Alber
john@johnalber.com
Home 618-675-3553
Work 314-259-2144
Message 5
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| Subject: | Re: M14 vs Huosai start procedure. |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
I have the housai engine and still start with the mags off.
Ernie
----- Original Message -----
From: <ByronMFox@aol.com>
Subject: Yak-List: M14 vs Huosai start procedure.
> --> Yak-List message posted by: ByronMFox@aol.com
>
> The following is quoted from Fred Abramson's article on the M14 that Roy
> Wright suggested that we review.
>
> <<If you try to start the engine with the magnetos on, especially when the
> engine is cold and the starter won't turn it very fast, there is a good
> chance that the engine will fire and turn backwards.
>
> So, you start the engine on the shower of sparks. As soon as the engine
> starts firing, it will be running fast enough that you can turn on the
> magnetos and the engine won't run backwards.>>
>
> CJ owners know that the start procedure for the Chinese engine differs.
The
> mags are turned on before pressing the start button. Can someone tell me
why
> the Huosai engine is different when so much else is shared in common.
> Thanks, Blitz
>
> Byron M. Fox
> 80 Milland Drive
> Mill Valley, CA 94941
> Home 415-380-0907
> Cell 415-307-2405
> Fax 415-380-0917
>
>
Message 6
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| Subject: | Re: More on Tight Patterns |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
I drop my gear midfield downwind, since it aids me in keeping the airspeed
down, MAP of 400" airspeed of 160KPH, to 150 on base with flaps down and 140
on final, power to idle just before numbers, I rarely touch the throttle
after the initial setting, unless I'm coming in too steep. If I lose power
I'm looking straight down for a place to put the airplane cause it aint
making the field.
Ernie
----- Original Message -----
From: "John Alber" <john@johnalber.com>
Subject: Yak-List: More on Tight Patterns
> --> Yak-List message posted by: John Alber <john@johnalber.com>
>
>
> When flying a Super Decathlon out over the farm fields the other day, I
lost fuel pressure and had to land off airport (no, I didn't run out of
gas). The landing was a non-event, in part because every landing I've done
in that and every other taildragger I've flown has been from a power off
glide. That is, my practice is to pull the power while opposite the
touchdown point, or thereabouts (depends on the glide ratio), and glide it
in. All that practice gliding made setting up for an off airport landing
pretty much like any other landing. I knew all the numbers, sink rates,
sight pictures, etc. by heart.
>
> When I transitioned to the Yak 52, I was taught to carry power down final
(MP of about 4) and pull power just before round-out, or even a little
after. That works very nicely, but I've been rethinking how I fly my Yak
pattern because of the Decathlon experience. I already fly quite a tight
pattern. My question to the group is: when do you all pull power? Do you
build in much gliding? At what point in your pattern do you begin to let
down? I use the "gear down to go down" type checklist and put the gear down
opposite the touchdown point, which starts my descent then. I've been
thinking about holding pattern altitude until about mid base leg and then
gliding from that point. Any advice?
>
> Thanks.
>
> John Alber
>
>
> John Alber
> john@johnalber.com
> Home 618-675-3553
> Work 314-259-2144
>
>
Message 7
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| Subject: | Re:Landing Pattern |
--> Yak-List message posted by: cpayne@mc.net
John,
360 degree overhead break, power off on the break. On an emergency landing,
spiral down and adjust for winds, etc. And Yes, I have made an emergency
landing with the CJ-6.
Craig Payne
When I transitioned to the Yak 52, I was taught to carry power down final (MP of
about 4) and pull power just before round-out, or even a little after. That
works very nicely, but I've been rethinking how I fly my Yak pattern because of
the Decathlon experience. I already fly quite a tight pattern. My question to
the group is: when do you all pull power? Do you build in much gliding? At what
point in your pattern do you begin to let down? I use the "gear down to go
down" type checklist and put the gear down opposite the touchdown point, which
starts my descent then. I've been thinking about holding pattern altitude until
about mid base leg and then gliding from that point. Any advice?
Thanks.
John Alber
Message 8
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--> Yak-List message posted by: "A. Dennis Savarese" <adsavar@gte.net>
Most likely Jay. The rotor also has two contact points on the M9 mag
without centrifugal advance.
If you timed the engine to BTDC (15 - 17 degrees on the M14 at the prop
flange) and the engine starts easily, then it does not have centrifugal
advance.
Dennis Savarese
----- Original Message -----
From: "Jay McIntyre" <jayatnowra@hotmail.com>
Subject: Yak-List: Housai Mags
> --> Yak-List message posted by: "Jay McIntyre" <jayatnowra@hotmail.com>
>
>
> The standard 285 hp engine we have just fitted to our machine has M9 mags
fitted rather than the CD-5's. The part # is just "M9". There is no suffix
letter or number to denote a specific model of M9.
> Does this mean that these do not have the auto advance? Other than a leaky
starter solenoid valve we have no trouble in starting the engine, and have
not experienced any sign of trying to run backwards.
> Any comments?
>
>
> <EM>Regards, Jay</EM>
>
> P.S. see you at Classic Fighters 2003!
>
> <A href="http://www.classicfighters.co.nz/">www.classicfighters.co.nz
>
>
Message 9
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| Subject: | Re: More on Tight Patterns |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
These landing speeds seem a bit high to me. I can understand the safety in
airspeed principle but it doesnt allow for short field landings. I'm usually
flying 150kph on downwind, and slower on final. I also deploy flaps as I
turn onto base. The stated approach seems like a lot of pilot workload on
the base and final legs by trying to bleed off all that speed and then
deploying flaps, it also assumes a rather long final leg. I try to cross the
thresh hold at around 120 KPH at 5-10 ft AGL. Also I've been assuming that
Vfe is 160 KPH and V (gear) is < 200 KPH.
Comments?
Ernie
----- Original Message -----
From: "Gus Fraser" <fraseg@comcast.net>
Subject: RE: Yak-List: More on Tight Patterns
> --> Yak-List message posted by: Gus Fraser <fraseg@comcast.net>
>
> John,
> The Russian method that I was taught involves a gliding approach from
final
> with power only to maintain a decent path to the runway. Skytrace teaches
> this method if you check the link below you will see a circuit diagram if
> you move your mouse over each leg you will see the settings for that phase
> of the circuit.
>
> Hope this helps
>
> Gus (link below)
>
> http://www.skytrace.co.uk/circuit.html
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com]On Behalf Of John Alber
> To: yak-list@matronics.com
> Subject: Yak-List: More on Tight Patterns
>
>
> --> Yak-List message posted by: John Alber <john@johnalber.com>
>
>
> When flying a Super Decathlon out over the farm fields the other day, I
lost
> fuel pressure and had to land off airport (no, I didn't run out of gas).
The
> landing was a non-event, in part because every landing I've done in that
and
> every other taildragger I've flown has been from a power off glide. That
is,
> my practice is to pull the power while opposite the touchdown point, or
> thereabouts (depends on the glide ratio), and glide it in. All that
practice
> gliding made setting up for an off airport landing pretty much like any
> other landing. I knew all the numbers, sink rates, sight pictures, etc. by
> heart.
>
> When I transitioned to the Yak 52, I was taught to carry power down final
> (MP of about 4) and pull power just before round-out, or even a little
> after. That works very nicely, but I've been rethinking how I fly my Yak
> pattern because of the Decathlon experience. I already fly quite a tight
> pattern. My question to the group is: when do you all pull power? Do you
> build in much gliding? At what point in your pattern do you begin to let
> down? I use the "gear down to go down" type checklist and put the gear
down
> opposite the touchdown point, which starts my descent then. I've been
> thinking about holding pattern altitude until about mid base leg and then
> gliding from that point. Any advice?
>
> Thanks.
>
> John Alber
>
>
> John Alber
> john@johnalber.com
> Home 618-675-3553
> Work 314-259-2144
>
>
Message 10
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| Subject: | Smoke in the cockpit |
--> Yak-List message posted by: Barry Hancock <radialpower@cox.net>
> We need to find a way
> to block all of the openings into the cockpit as smoke isn't all that
> is coming
> in.
As I have said in the past, I *think* I have come up with the solution.
There are many things involved and I will not know the effectiveness of
them until I "hit the switch" once the project is flying...which should
be soon provided the DAR signs it off when he visits in about 12 days...
I'll post a complete report on allredstar.com once we have it solved....
Barry Hancock
All Red Star
(949) 300-5510
radialpower@cox.net
www.allredstar.com
"Communism - Lousy Politics, Great Airplanes!"
Message 11
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| Subject: | Re: Smoke in the cockpit |
--> Yak-List message posted by: "Drew Blahnick" <aapilot@adelphia.net>
Here is a synopsis of my recent efforts to rid the cockpit of
exhaust/airshow smoke; perhaps it will help
1. During my annual just completed, I opened the lower access panels (oil
radiator and brake valves) and in a darkened hanger shined a flashlight down
the air intake to the oil radiator and up the air exhaust port (oil cooler
door)...a lot of light shined through the couplings on the air
intake/exhaust piping - we used a silicon type sealant to close the
gaps...also insured the seal was tight between the removable air intake wire
screen (that bolts on to the leading edge) and the opening of the air
intake, as there are access holes to the subfloor.
2. We already had sealed the firewall leaks/holes with foil tape and the
access panels in the nosewheel well were sealed with rubber/foam stripping
around the edges to close any gaps...Even though the nosewheel well strut is
a likely 'hole' the firewall isn't a major leak source at this point...
A lot less airshow smoke on the test, but still getting it, most apparent
coming up throught the front stick boot, it's definately infiltrating the
sub floor
Conclusion: The giulty party is the molded skin panels (fillets) helping
join the wing and fuseladge in aerodynamic bliss - they have yet to be
sealed with rubber/foam stripping and there are apparent gaps, I will
ultimately have to remove these and seal any access to the subfloor behind
these panels
Comments? Additions?
Drew
----- Original Message -----
From: "Barry Hancock" <radialpower@cox.net>
Subject: Yak-List: Smoke in the cockpit
> --> Yak-List message posted by: Barry Hancock <radialpower@cox.net>
>
> > We need to find a way
> > to block all of the openings into the cockpit as smoke isn't all that
> > is coming
> > in.
>
> As I have said in the past, I *think* I have come up with the solution.
> There are many things involved and I will not know the effectiveness of
> them until I "hit the switch" once the project is flying...which should
> be soon provided the DAR signs it off when he visits in about 12 days...
>
> I'll post a complete report on allredstar.com once we have it solved....
>
>
> Barry Hancock
> All Red Star
> (949) 300-5510
> radialpower@cox.net
> www.allredstar.com
> "Communism - Lousy Politics, Great Airplanes!"
>
>
Message 12
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| Subject: | Re: Another YAK 52 Flying Great! |
--> Yak-List message posted by: "Drew Blahnick" <aapilot@adelphia.net>
Frank,
Victoria Air Maintenance in B.C. installs these oil shutoff valves, as does
Bill Blackwell in Arizona, might want to call them for part numbers.
----- Original Message -----
From: "Frank Haertlein" <yak52driver@earthlink.net>
Subject: RE: Yak-List: Another YAK 52 Flying Great!
> --> Yak-List message posted by: "Frank Haertlein"
<yak52driver@earthlink.net>
>
> "get rid of the oil dilution system and its
> associated plumbing. If they aren't there, they can't cause problems in
>
> the future."
>
> Brian;
> That's exactly what I did on my plane about a year ago so I know for
> sure it wasn't the oil dilution system. I'm positive there was oil in
> the engine that I didn't know about. I should have opened the front
> drain and gotten rid of the excess. So then that's another lesson we can
> add to the quirks of these round engines. I'm seriously considering the
> addition of that "helicopter valve" in the oil feed line. Who was it
> that posted on this issue a while back? I'd be interested in hearing the
> particulars of the installation....you know, part numbers and where to
> get the items....
>
> Thanks
> Frank
> Chino
>
>
Message 13
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| Subject: | Re: M14 vs Huosai start procedure |
--> Yak-List message posted by: ByronMFox@aol.com
In a message dated 12/16/02 7:39:24 PM, pfstelwagon@earthlink.net writes:
<< The Huosai magnetos have built in mechanical spark advance, so at the slow
cranking speed they are in the retarded configuration. >>
Many thanks. Now, I feel smarter. ...Blitz
Message 14
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| Subject: | Stainless steel 285 hp Exhaust |
--> Yak-List message posted by: "Doug" <rvfltd@televar.com>
Listers and lurkers
A bit of help is needed to keep Mike DiMarco in the air until I recieve my
next aid package (jan 15th) from China. Mike is in dire need of a useable
L/H lower exhaust segment. Please contact him directly at 253-232-0482.
My next shipment will include complete stainless steel 285 hp systems as
well as many of the stainless steel right and left hand lower segments.
These stainless steel exhausts should end the problems we have been having
with the "std steel" exhausts on the 285 hp CJ's.
Merry Christmas to all, and thanks for all your support and business in the
past year. We will be in Colorado Dec 20-28, all calls will be returned on
the 29th.
Always Yakin,
Doug and Kathleen Sapp
Message 15
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| Subject: | Re: More on Tight Patterns |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
At 08:29 AM 12/17/2002, you wrote:
>--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>
>If I lose power
>I'm looking straight down for a place to put the airplane cause it aint
>making the field.
You *can* make the field from downwind at 1000' if you lose power in a
stock CJ6A. I require my students to practice and demonstrate it. Hint:
flaps stay up.
Brian Lloyd 6501 Red Hook Plaza, Ste 201
brian@lloyd.com St. Thomas, VI 00802
+1.340.998.9447 +1.360.838.9669
Message 16
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--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
I just finished reading this article on the M-14 written in cleaer consise english.
Most of the old timers on this list have probably already seen this article,
but I figured I'd share it with the new members. Its obviously written for
the M-14 but a lot does apply to the Housai engine. I'd like to hear any valid
comments on obvious differences I should be aware of. For example the author
goes into great detail about hydraulic lock, and he mentions the drain plugs
on the intake pipes. I have a quick release valve on 2 intake pipes but no plugs
that I can recall, I havent gone into the hangar today to check.
Ernie
Message 17
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| Subject: | Re: More on Tight Patterns |
--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
Granted, but the downwind leg in our pattern here is about 1 mile from the
field over houses.
Ernie
----- Original Message -----
From: "Brian Lloyd" <brian@lloyd.com>
Subject: Re: Yak-List: More on Tight Patterns
> --> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
>
> At 08:29 AM 12/17/2002, you wrote:
> >--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
> >
> >If I lose power
> >I'm looking straight down for a place to put the airplane cause it aint
> >making the field.
>
> You *can* make the field from downwind at 1000' if you lose power in a
> stock CJ6A. I require my students to practice and demonstrate it. Hint:
> flaps stay up.
>
> Brian Lloyd 6501 Red Hook Plaza, Ste 201
> brian@lloyd.com St. Thomas, VI 00802
> +1.340.998.9447 +1.360.838.9669
>
>
Message 18
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| Subject: | Re: More on Tight Patterns |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
At 07:57 PM 12/17/2002, you wrote:
>--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>
>Granted, but the downwind leg in our pattern here is about 1 mile from the
>field over houses.
The downwind is as far from the airport as you can make the airplane glide
to the runway. If you are flying a mile from the field you are flying too
far away.
Brian Lloyd 6501 Red Hook Plaza, Ste 201
brian@lloyd.com St. Thomas, VI 00802
+1.340.998.9447 +1.360.838.9669
Message 19
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--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
At 07:54 PM 12/17/2002, you wrote:
>--> Yak-List message posted by: "Ernie" <ernest.martinez@oracle.com>
>
>I just finished reading this article on the M-14 written in cleaer consise
>english. Most of the old timers on this list have probably already seen
>this article, but I figured I'd share it with the new members. Its
>obviously written for the M-14 but a lot does apply to the Housai engine.
>I'd like to hear any valid comments on obvious differences I should be
>aware of. For example the author goes into great detail about hydraulic
>lock, and he mentions the drain plugs on the intake pipes. I have a quick
>release valve on 2 intake pipes but no plugs that I can recall, I havent
>gone into the hangar today to check.
Someone has equipped yours with quick-release drain plugs instead of the
stock bolts that normally come on the three lowest intake risers.
Brian Lloyd 6501 Red Hook Plaza, Ste 201
brian@lloyd.com St. Thomas, VI 00802
+1.340.998.9447 +1.360.838.9669
Message 20
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| Subject: | Merry Christmas to all, and to all a ... |
--> Yak-List message posted by: "Yakjock" <Yakjock@msn.com>
Good Night!
It's that time of year again, time to do annuals, write program letters, buy and
install the new wonderful doodad, sit down with friends before a nice fire and
have a toast to all good friends, great airplanes that run well, FAA folks
that are benevolent and helpful, blue skies and great meetings ahead.
It's time for me and Evelyn to bow out for awhile. With our kids away from home
this year, and recurring storms forecast for the great Northwest, we are heading
out for Papeete, Bora Bora and Tikehou on Thursday. Temps are forecast to
be mid eighties during the day, mid seventies at night. On Christmas Eve (Bora
Bora) and again on New Year's Eve (Tikehou), we shall raise a glass to all
of you and wish you great running planes, blue skies, safe flying and a Newbie
#2 that slides smoothly into place. We'll be back on station January 6.
Mele Kalikimaka a me Hau'oli Makahiki Hou! Merry Christmas and a Happy New Year!
Aloha,
Hal Morley
Batman
#8
Message 21
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| Subject: | Re: Merry Christmas to all, and to all a ... |
--> Yak-List message posted by: cjpilot710@aol.com
God ! You're cool man!!!
Jim Goolsby
cjpilot710@aol.com
386-467-3313 voice
386-467-3193 fax
386-503-9065 or 8565 cell
"They that can give up essential liberty to obtain a little safety,
deserve neither liberty nor safety"
Benjamin Franklin 1759
"With my shield, or on it"
Trojan Warriors BC
Message 22
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| Subject: | What day is it Kids? |
--> Yak-List message posted by: cjpilot710@aol.com
Not one person noted that 99 years ago today, the Wrights first flew. Shame
shame shame. Me? I'm having a glass of beer.
Jim Goolsby
cjpilot710@aol.com
386-467-3313 voice
386-467-3193 fax
386-503-9065 or 8565 cell
"They that can give up essential liberty to obtain a little safety,
deserve neither liberty nor safety"
Benjamin Franklin 1759
"With my shield, or on it"
Trojan Warriors BC
Message 23
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--> Yak-List message posted by: "Jon Boede" <jon@zoso.email.net>
I'm using the holidays to charge through my CFI training.
We asked the FSDO if it would be possible to use my CJ, they talked to the
examiners, who agreed to the fun. I don't intend to instruct in the CJ
after that, I just think becoming an instructor will make me safer and
stretch my brain. Plus a CFI friend of mine (who has about 5,000 hours of
dual-given) thinks that doing my CFI training in the CJ would be a WHOLE
lot more fun than doing it in a 172RG. :-)
After the first outing today, I'm now quite sure that my friend and I can
muddle through... but it's also quite obvious that if I could bend the ear
of someone who's given some CJ instruction before I could be doing a whole
lot better job of it.
So, is there anybody on the list who I can talk into taking pity on a CFI
student and helping them not torture their instructor too much? :-)
Thanks,
Jon - jon@email.net
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