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#111
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CFI oral intel
On May 30, 9:00*am, "F. Baum" wrote:
On May 29, 9:54*am, "Robert M. Gary" wrote: Huh, that's not right. There is nothing in the PTS that says you get to skip the FOI stuff just because you have an AGI. The only thing you get to skip is showing your FOI exam results. I had my AGI and probably spent 5 hours of my CFI oral on FOI stuff. Is there anything in the PTS that says you have to be retested on previously completed material ? Yes, the PTS says you have to cover FOI during the oral even if you have the AGI certificate. Actually the PTS does not allow you to skip *any* part of the initial CFI practical test just because you have the AGI. Remember, there is no practical for the AGI, you just walk into the FSDO (after making an appointment, going through security, signing in, swearing you're not a terrorist) and show them your AGI and FOI exams. -Robert |
#112
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CFI oral intel
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#114
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CFI oral intel
Marty Shapiro wrote in
: Move up to the Rallye 235. Not marginal in climb at all. Yeah, so I believe. Not very fast, though, is it? At power off, yoke full back, the 235's nose bobbles (more like light buffet) very slightly on the horizon whle you descend at just over 1,000 fpm in this nose level attitude. You'd probably walk away formit, but it would hurt! You're forward speed is pretty low in this flight regime then, eh? Less than 40? Bertie |
#115
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CFI oral intel
Bertie the Bunyip wrote in
: Marty Shapiro wrote in : Move up to the Rallye 235. Not marginal in climb at all. Yeah, so I believe. Not very fast, though, is it? No. Top speed is 152 MPH (131 kt). The automatic leading edge slats and fixed gear add quite a bit of drag. With half tanks, just me in the aircraft, 1/2 flaps, and a cool day (10 C) I can be almost 1,000' AGL by the end of a 3,100' runway if I hold Vx all the way. (Fowler flaps. 1/2 has them fully extended but only 10 degrees or so down.) At power off, yoke full back, the 235's nose bobbles (more like light buffet) very slightly on the horizon whle you descend at just over 1,000 fpm in this nose level attitude. You'd probably walk away formit, but it would hurt! You're forward speed is pretty low in this flight regime then, eh? Less than 40? About 35 MPH. Bertie -- Marty Shapiro Silicon Rallye Inc. (remove SPAMNOT to email me) |
#116
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CFI oral intel
Marty Shapiro wrote in
: Bertie the Bunyip wrote in : Marty Shapiro wrote in : Move up to the Rallye 235. Not marginal in climb at all. Yeah, so I believe. Not very fast, though, is it? No. Top speed is 152 MPH (131 kt). The automatic leading edge slats and fixed gear add quite a bit of drag. Really? I thought they were a good bit slower than that. With half tanks, just me in the aircraft, 1/2 flaps, and a cool day (10 C) I can be almost 1,000' AGL by the end of a 3,100' runway if I hold Vx all the way. Good bush airplane alright. Rare enough nowadays too, since most seem to have corroded away. Is it a French one or a Polish one? I saw a Taildragger one recently in Spain. That'd probably be quite a useful machine.. (Fowler flaps. 1/2 has them fully extended but only 10 degrees or so down.) At power off, yoke full back, the 235's nose bobbles (more like light buffet) very slightly on the horizon whle you descend at just over 1,000 fpm in this nose level attitude. You'd probably walk away formit, but it would hurt! You're forward speed is pretty low in this flight regime then, eh? Less than 40? About 35 MPH. That's pretty good OK. |
#117
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CFI oral intel
Bertie the Bunyip wrote in
: Marty Shapiro wrote in : Bertie the Bunyip wrote in : Marty Shapiro wrote in : Move up to the Rallye 235. Not marginal in climb at all. Yeah, so I believe. Not very fast, though, is it? No. Top speed is 152 MPH (131 kt). The automatic leading edge slats and fixed gear add quite a bit of drag. Really? I thought they were a good bit slower than that. The light airframe models are slower. Rallye's have multiple models. The "light" airframes were mainly 2 seat, stick, and engines from 100 HP through 150 HP (Rolls Royce, Continental, Lycoming). The 180 HP was a 4 seater and you could order with stick or yoke. Lycoming engine. The "heavy" airframes were the Minerva (Franklin 220 HP engine) and the Rallye GT aka 235E (Lycoming O-540-B4B5 235 HP). All the "heavies" had 4 seats, yokes, and 2 hard points on each wing. The 235C was a tail dragger version of the 235E. The 235's also came with a factory opiton of a glider tow kit. With half tanks, just me in the aircraft, 1/2 flaps, and a cool day (10 C) I can be almost 1,000' AGL by the end of a 3,100' runway if I hold Vx all the way. Good bush airplane alright. Rare enough nowadays too, since most seem to have corroded away. Only the 235C would be a good bush airplane. The prop clearance on the trike is at best 2". It does have a decent payload capacity. Empty weight is 1,535 lbs and MTOW is 2,645 lbs. Max landing weight is 2,513, so plan on burning 22 gals if you take off at max weight. The last time I looked, there was something like slightly less than 100 Rallye's of all models (both French and Polish) on the FAA registry. Is it a French one or a Polish one? French. To my knowledge, PZL Koliber only sold a version of the 150. They were working on a version of the 235 but I'm not aware of it ever being released. The original Rallye's were made by Moraine-Soulnier, which was eventually merged into SOCATA, which is now part of EADS. SOCATA licensed it to PZL, which used it to produce the Koliber 150. I seem to remember reading that SOCATA has bought the license back from PZL. I saw a Taildragger one recently in Spain. That'd probably be quite a useful machine.. (Fowler flaps. 1/2 has them fully extended but only 10 degrees or so down.) At power off, yoke full back, the 235's nose bobbles (more like light buffet) very slightly on the horizon whle you descend at just over 1,000 fpm in this nose level attitude. You'd probably walk away formit, but it would hurt! You're forward speed is pretty low in this flight regime then, eh? Less than 40? About 35 MPH. That's pretty good OK. The design is STOL. Huge oversized control surfaces. In a power off stall configuration, you can still steer with just the ailerons, although you will get a dramatic adverse yaw demonstration. We have a 300' displaced threshold at my home field. I can pop the mains off before the landing threshold and well below the white arc. Yes, it will wallow in ground effect a bit, but then settles right down and climbs. With a little concentration, you can land in 500' and just light brakes. Great visibility from the cockpit. The sliding canopy comes down almost to your waist. The first time I did a 45 degree bank it seemed that I was going to slide right out of the cockpit. You can also fly with the canopy open, although you do have speed restrictions based on how far it is open. Up to 4" and there are no restrictions. Fully open you're limited to 93 MPH. -- Marty Shapiro Silicon Rallye Inc. (remove SPAMNOT to email me) |
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