History of the BFR?

For a pilot who flies 100+ hours a year in a simple docile aircraft,
the BFR is not recurrent training.

I began flying after the BFR came in, so it seems perfectly natural to
me. Perhaps it's my instructor who makes the difference, but I get a
lot more out of the effort that you seem to.

I fly the same type of aircraft almost always, and most of the time it
is the identical aircraft. It's very easy to fall into shortcut
routines, and something like the BFR is valuable for making you extend
your horizons a bit.

To be sure, I don't fly 100 hours a year, more like half that. The Cub
isn't particularly docile, however, especially upon landing

all the best -- Dan Ford
email: (put Cubdriver in subject line)

Warbird's Forum www.warbirdforum.com
Piper Cub Forum www.pipercubforum.com
the blog www.danford.net

I don't find 26 hours a year "shockingly low". I have both the money
and the schedule to fly as much as I want to, and I am acutely aware
that I lose my edge if I haven't flown in two or especially three
weeks. I really watch the Weather Underground for clear days, and if
the Cub is available I try to book it for two or three hours so I can
go somewhere. Yet I find it very difficult to average 50 hours a year.
Part of this is the New Hampshire winter, part of it is the
desirability of the Cub I want to fly, part of it may simply be that
this has been a rainy year altogether. And part of it of course is
that I have other demands on my time, though I don't have to punch a
time clock.

If I did have a job, I'm sure that I would have been one of those
26-hour pilots, and I probably would have given up altogether. Perhaps
my piloting was acquired too late in life, or perhaps the Cub is
particularly unforgiving of rusty pilots.

all the best -- Dan Ford
email: (put Cubdriver in subject line)

Warbird's Forum www.warbirdforum.com
Piper Cub Forum www.pipercubforum.com
the blog www.danford.net

Part of this is the New Hampshire winter, part of it is the
desirability of the Cub I want to fly,

Flying a Cub in a New Hampshire winter sounds, well, painful!

;-)
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

On Sat, 30 Oct 2004 13:02:18 GMT, "Jay Honeck"
wrote:

Flying a Cub in a New Hampshire winter sounds, well, painful!

Not really. For openers, after a couple of bad experiences with
engines cutting out (we were on mogas at the time, though Cub Builders
List will fight to the death against any suggestion that fuel was the
cause) we are forbidden to fly the Cubs when the temp is below 20F. A
roll of duct tape, fleece-lined jeans, and a lot of polyster keeps it
quite comfortable in the back seat.

I actually started flight training in January

The upside is the beauty of the countryside, and the chance to land at
Alton Bay, which I understand is the nation's only seaplane base that
is a recognized ice runway in the winter.


all the best -- Dan Ford
email: (put Cubdriver in subject line)

Warbird's Forum www.warbirdforum.com
Piper Cub Forum www.pipercubforum.com
the blog www.danford.net

Not really. For openers, after a couple of bad experiences with
engines cutting out (we were on mogas at the time, though Cub Builders
List will fight to the death against any suggestion that fuel was the
cause)

There is no way mogas would cause such a thing. I've run over 4,500
gallons through our plane since 2002, and the previous owner ran it on mogas
for 10 years, in Iowa winters, with no such problem.

Coldest I've flown it is at -12 degrees Fahrenheit. (Hey, there is one
good thing about reading about that stupid propaganda movie "Fahrenheit 451"
all the time -- I can once again spell "Fahrenheit" without using the spell
checker! ;-)

The upside is the beauty of the countryside, and the chance to land at
Alton Bay, which I understand is the nation's only seaplane base that
is a recognized ice runway in the winter.

Winter does indeed have its own beauty. Flying over a winter landscape is
awe-inspiring, and seeing things like Lake Michigan frozen to the horizon,
or the mighty Mississippi frozen full-length, makes me especially appreciate
Mr. Piper's incredibly reliable Cherokee series.

And the wonderful heater he put in them!

:-)
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

"Jay Honeck" wrote in message
news:ZW5hd.338078$MQ5.57790@attbi_s52...
Not really. For openers, after a couple of bad experiences with
engines cutting out (we were on mogas at the time, though Cub Builders
List will fight to the death against any suggestion that fuel was the
cause)

There is no way mogas would cause such a thing. I've run over 4,500
gallons through our plane since 2002, and the previous owner ran it on
mogas
for 10 years, in Iowa winters, with no such problem.

Coldest I've flown it is at -12 degrees Fahrenheit. (Hey, there is one
good thing about reading about that stupid propaganda movie "Fahrenheit
451"
all the time -- I can once again spell "Fahrenheit" without using the
spell
checker! ;-)

The upside is the beauty of the countryside, and the chance to land at
Alton Bay, which I understand is the nation's only seaplane base that
is a recognized ice runway in the winter.

Winter does indeed have its own beauty. Flying over a winter landscape is
awe-inspiring, and seeing things like Lake Michigan frozen to the horizon,
or the mighty Mississippi frozen full-length, makes me especially
appreciate
Mr. Piper's incredibly reliable Cherokee series.

And the wonderful heater he put in them!

Mr. Cessna should have hired Mr. Piper's heater engineer.


:-)
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

On Sun, 31 Oct 2004 13:40:09 GMT, "Jay Honeck"
wrote:

Not really. For openers, after a couple of bad experiences with
engines cutting out (we were on mogas at the time, though Cub Builders
List will fight to the death against any suggestion that fuel was the
cause)

There is no way mogas would cause such a thing. I've run over 4,500
gallons through our plane since 2002, and the previous owner ran it on mogas
for 10 years, in Iowa winters, with no such problem.

There is a mogas clique at the airport that suspects the real reason
the Cubs got de-STC'ed is that the instructors couldn't stand the
smell of the mogas.

But it is the case that we had some hairy moments with Zero Six
Hotel's engine quitting during the year and a half it was on mogas,
and that the problem went away when we went to 100LL.


all the best -- Dan Ford
email: (put Cubdriver in subject line)

Warbird's Forum www.warbirdforum.com
Piper Cub Forum www.pipercubforum.com
the blog www.danford.net

Got a 172M running on mostly Mogas for 15 years now with no detectable
problems. Were you getting some country corn liquor mixed in with it
unbeknownst? Are Cub Mogas STCs being revoked?

Dave Stadt wrote:



Mr. Cessna should have hired Mr. Piper's heater engineer.

No way. I can't go more than 5 minutes at full heat in my 182 before
having to turn it down.

"Newps" wrote in message
...


Dave Stadt wrote:



Mr. Cessna should have hired Mr. Piper's heater engineer.

No way. I can't go more than 5 minutes at full heat in my 182 before
having to turn it down.

Mr. Cessna was long gone by the time the 182 came out. Mr. Wallace was
responsible for the engineer that designed your heater.