Sport Pilot Talk

Disagree.

Just need to bring back non-ethanol fuel and we'll be good to go.

impossible turn?

I just sold my J3 Cub for way more than I thought I would get for it. The reason? It was lightweight at just under 745lbs. I'd say about 3 out of the 5 people that called asked about the empty weight before anything else.

Try to double or triple up on what you are doing for the flight. For example you will need more dual cross country, you also nee night dual cross country. These can meet the requirement for both on the same flight. You can also throw in some simulated instrument while doing the night dual cross cou...

Hi all, Currently a sport pilot with about 65+ hrs , 99% in a J3 Cub. Looking at possibly going from sport pilot to private pilot at the most efficient and cheapest way possible. I will probably buy a new a/c to train in after I sell the Cub. Anyone got any tips on how I can get this transition done...

zaitcev wrote: The weight increase that included the 150/152 would hurt the manufacturers because it would allow those airplanes to compete for the money of new SPs.

But, we already have competition with older/cheaper aircraft with the Luscombe, Cub, Taylorcraft, etc.

I think you're setting yourself up for failure if you only cater to a very specific set of rules in the aviation marketplace. If I'm a business owner and I want to manufacture light sport aircraft for the next 20-50 years or so, you have to realize that there are going to be some game changers along...

Thanks for the feedback, guys. I am now also looking at a Taylorcraft BCD12. Does anyone know if adding a C85 to it will disqualify it as a LSA?

Ryan, you know me.

Hi all, I currently own a 1946 J3 Cub. I think it's time for something a little faster as I'd like to do a little XC once in a while....at least getting some place at 100mph cruise:) I really do not have any more money to spend on aviation right now as I'm in the process of buying my first house. I'...

Paul, check this out!

I believe the flight simulator has just been given a whole new meaning to real-world training:

http://www.youtube.com/watch?v=B5-wRIa9GDg

Weather finallly cooperated. Got 'er done.

Checkride was easy.

Now the real learning starts!

I laughed out loud there, yozz.

Keep 'em coming.

That's true, but what I was thinking was that lets say you had an engine out situation or needed to get on the ground ASAP and have no time to find the stalling speed of the aircraft.

My airplane did not come with a POH from the manufacturer (Piper Cub). All we have is a little one page sheet with some very basic limitations (never exceed speed, etc), but nothing about landing approach speeds, glides, etc. Over the years there became a consensus at what speeds to use. You wonder ...

A student needs to experience the wind and gusts at least once so he/she knows not to fly in that kind of weather. I flew in 30+ gusts stuff in a fabric airplane and that was enough for me.