Mark Z
Well-Known Member
Keep flying that Champ and you’ll find you land straighter with any airplane. It just amazes me how many high time pilots can’t land without a side load on the gear.
The Chief is worse. The big fin on the Champ helps. Have to wake up your feet and keep the nose pointed in the right direction. Why I like the Cubs better. You would like my SSSC, took a lot of work, but with a bank up to 20 degrees the ball stays centered by itself. Everyone that has flown it says its one of the best flying airplane they have flown. I started to get everything dialed in at about 32 hrs of test flying.If a change is within the type certificate model, it becomes that model plane.
Before LSA most people would convert to a more desirable model within the type. Comes along LSA and the higher performance planes are outside LSA for gross increases. That made unconverted planes worth more. Change back you say. You can’t because there is an FAR that says if you increase gross, you can’t go back.
I know someone with a Chief that a float conversion done but no paperwork signed. My friend buys it sells the big engine and puts it back to original to keep it lsa.
Side note. I got my first Champ Ride yesterday. What a total uncoordinated mess that was. I thought, what is this thing going to do, turn around and fly backwards?
That’s odd, the Champs I’ve flown have been total sweethearts in the air and on the ground. So nice I’d like to start a school with one or two.I got my first Champ Ride yesterday. What a total uncoordinated mess that was. I thought, what is this thing going to do, turn around and fly backwards?
1965 first solo in 7AC N1314E last registration in Hondo TX. That plane and every other Champ I ever flew was loose. The Cubs felt more “hooked up”. Cubs more stiff legged and too small inside, I finally quit instructing in them. Champ softly squatted and easier on the rollout to me. Like landing your recliner. I hadn’t flown one in many years... had been flying Pitts, One Design, Acro Sport etc. Then flew N1314E and broke out into a big involuntary grin when it softly squatted and more/less rolled itself out.I did everything I normally would do to fix the situation and it would make it worse! This was a nice one too. Will I get it, yes. But it’s not doing what expect it to do. I was about to start laughing it was so bad.
You are correct, the Champ has a softer landing gear than the Cubs with the bungies. The Cub is harder to make a landing without balancing. Easy for the rebound of the bungies to put you to balancing. Yes, the Champ is a little faster than the Cubs, more comfort and I don't like flying from the rear seat on the J-3's but to me the Cubs feel far better on the controls in the air and like you said, more "Hooked up ". Maybe we all tend to like what we were trained on in the beginning the best. My training for my PP started on a 150 hp, Super Cub that was a tow-plane for a sailplane club were I was working in the ground crew on weekends. Think I have flown all the PA model Cubs there are. The reason I like the Bearhawk so well. I got to fly the prototype Bearhawk and it handles just like a great rigged, strong 150 HP, PA-18 Super Cub, but with 4 seats and with far better LG with the oil dampened die-spring shock struts.1965 first solo in 7AC N1314E last registration in Hondo TX. That plane and every other Champ I ever flew was loose. The Cubs felt more “hooked up”. Cubs more stiff legged and too small inside, I finally quit instructing in them. Champ softly squatted and easier on the rollout to me. Like landing your recliner. I hadn’t flown one in many years... had been flying Pitts, One Design, Acro Sport etc. Then flew N1314E and broke out into a big involuntary grin when it softly squatted and more/less rolled itself out.
I’ll take a Champ over a Cub anyday. + 10 TAS, more comfort, bigger inside, nicer landing...the Champ always had a smile on his face
Yup....first solo in 7AC ...
I’ll take a Champ over a Cub anyday.
That’s why I bought my Champ (the first of more to come)... to start instructing in them. Gentle nature, but will still teach stick and rudder work. The 85hp will be for dual instruction. The others can be 65hp for student solo work, and having two or more means I can still instruct if someone managed to bend something. It’s cheap in fuel usage too, so I can give affordable instruction.I did everything I normally would do to fix the situation and it would make it worse! This was a nice one too. Will I get it, yes. But it’s not doing what expect it to do. I was about to start laughing it was so bad.
You think you were confused, I was obviously confused."Similar to overhauling the C65 with C75 parts often was not noted as changing to 75 HP".
This confused me a bit. Continental never made a C65 engine (they did make an A65). But they did make both an A75 and a C75, so when you refer to putting C75 parts in a C65, are you actually referring to putting C75 parts in an A65, or are you referring to the conversion of an A65 to an A75? A75 and C75 are two entirely different engines, though some parts do interchange.
Yes, I know. But, a dollar was worth a lot more back when we were young. I started driving on the highway in 1954 and drove a 18 months without a drivers license and still got the license when I was 15 years old ( I was 6'x 200 lbs) and gasoline was between .17 to .22 cents a gallon. Could buy a J-3 Cub in good condition for $250. But when you were making .75 cents an hour that was a lot of money. In 1955, I was loafing at the local airport, (Beaver, PA) and a man bought a T-6 Texan for a couple hundred dollars that summer and flew it for a few weeks and pulled in over in the high weeds and left it. Said it used to much gas. Was scraped out. I got some of the instruments.When I started flying in I think it was '65 the Champ was $8hr solo wet; $12 dual.
The 172 was $12. No way any of us could afford that. Outrageous!
Pops, I know the millenials roll their eyes when we start telling our old days BS.
LOL
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