I'm a low time, naive, starry eyed 19 yearold student pilot looking for some knowledge and experiences. Anyone have any interesting stories?
What do y'all think about the searey?
Personally I think they look great and would be fun for hopping around the lake. Anyone fly one or atleast taxi it in the water?
I went inverted
Somebody crashed his brand new Bonanza into Clear Lake here in Orlando yesterday, killed himself and his daughter. It sounds like he programmed his autopilot incorrectly and couldn't disengage it because he was unfamiliar with the airplane. In the recording, you hear other pilots telling him to turn the master switch off. The audio is sickening.
>Skip to 19:00 minutes
>>>>899726 these are my 2¢...
It's good that you recognize your inexperience, but don't let that inexperience become an excuse for performing maneuvers and procedures to a lower standard.
Listen to other pilot's hangar stories, but take what you hear with a grain of salt, pilots are liars, and some don't know what they're doing.
After you get your PPL, be concious of developing bad habits. Many people skip checklists, get sloppy on their flying, and don't flight plan adequately when left to their own devices. Keep it all sharp.
Last thing, after you get your ticket, fly for fun. Go to fly-ins, pancake breakfasts, and hundred dollar hamburgers.
He wasn't. The thing about him is he could afford a chopper, he's probably rich, and the thing about so many rich folks is they think they can do no wrong and go into things without a degree of humility.
While we're at it, let's talk about sucker-holes. Avoid them. Don't get into the Chain. If you don't have an aircraft capable of IFR, don't go into IFR. If the weather reports say it's bad weather, don't go up. I once heard it said that there are old pilots and bold pilots, but no old, bold pilots.
Those tourists could have rescheduled.
>Hundred dollar hamburgers
Best thing about small airports. Also the all-day breakfasts.
O rely? Reading comprehension much
Did an aerobatic flight in a Super Decathlon today.
>ailerons are really light
>elevator is sensitive (but still works at low speeds)
>rudder seems weird because it's heavy but powerful
I got to do some rolls and spins. Then the instructor demonstrated part of a competition sequence and I was almost ready to puke everywhere. I really need to improve my motion sickness tolerance.
Anyway, it was a lot of fun. I'm going to try to get a tailwheel endorsement now.
Interesting you ask that because I was thinking about the same thing. The feeling of g force is very similar, especially free fall. On rollercoasters the positive gs are usually more abrupt; in the airplane you can make them last longer and the transitions felt smoother.
In terms of the overall experience it's not very comparable, because in the airplane the g forces are a stimulus and your mind is more occupied with control inputs.
But after a few flights of aerobatics I don't think you will have much physiological response to a roller coaster ride. Everything will probably seem very predictable, and the sudden direction changes will be a novelty, like jump scares in horror movies.
>made 2nd solo flight today, completely alone this time
>starting the plane went fine, AWOS sounded promising with variable winds
>take off full of confidence
>get my ass kicked by crazy winds, gusts smacking me from the side
>get distracted by the gusts, make an abysmal approach as a result
>ended up making it way too tight, had to resist the urge to overbank in the base-to-final leg and accidentally kill myself
>finally snapped out of it on short final, made a great (unplanned) crosswind landing
>sheepishly muttered "uhh... this will be a full stop" as I rolled out
>listen to the AWOS one last time
>realize they put out a report of 18-knot gusts as soon as I took off
All in all, I was deeply embarrassed by my loss of focus and mediocre performance. At least my landing was a plus, and I'm pretty proud I got myself through it. But in the end, I guess this was a good experience to have.
Don't try to fight the G forces...you won't win! Lol I tried my first few aerobatic lessons and it wipes you out.
I finally learned to relax, trust your harness, and go with it.
Do short routines of 5 or 10 minutes then relax until you calm down, then try a few more. You're tolerance will build eventually...
anyone want to see some pics from the air show?
I've seen the video, and I agree with the premise that short, steep, and makeshift approaches are good, and need to be practiced, but it doesn't sound like this was a short approach because that's what he was practicing, it sounds like it was a short approach because of a misjudged turn. Low time students (or anyone) shouldn't be trying to wrestle an airplane to the ground without a plan. I'm not saying the avweb video is wrong, I'm just saying it doesn't apply here.
Might be off topic a bit, but I remember reading the funniest review of a Swearingen Metroliner not too long ago online.
Now, I can't find it. Does anyone know where it is?
It had a whole bunch of crude comparisons and matter-of-fact statements that had me howling from laughter.
Well, it's from the perspective of an "industrial professional/enthusiast", but he didn't actually get his hands on the controls
>be ex glider pilot
>be high on every approach
>sideslip every base to final turn
>slips with flaps!
>s-turns to bleed energy
>couple of snap rolls because I'm still high
>cobra just before touchdown
>right over the numbers
just kidding, this one time I used forty degrees of flaps though
Does anyone know where I can download practice materials for the instrument rating airplane written? Right now I'm using webexams, which is okay, but there are no explanations for the answers and some of the images really suck. I searched various torrent sites for Gleim, Sheppard Air, etc. but didn't find anything.
OP,,, checklist., everytime.
,,arrived at FUL/lertan airporto see runway fence blasted, and block wall across street smacked.
,, Hotshot twinn pilot had firewalled the throttle on takeoff ,, only to discover the yoke was frozen,, the fence acted like an aresting hook!!
,,,investigator> "yoke lock still in place.
You made a thread about headsets, and another about pilot stories. Both can fit in here.
A question about a multi-faceted law that altered the way airlines operate and its consequences would overrun the general with its discussion.
The scale of the topic matters.
U wot m8...
Even if you're only doing 3-4G maneuvers you should still be trying combat the effects.
Tense your buttocks, legs, abdomen and neck. You'll feel a very distinct difference between this and nothing at all. It becomes very important when you are doing continuous sequences with both negative and positive G.
The aviation community is, as a general rule, very friendly and helpful, but since this is anon, and I don't care about your feelings I'm going to tell you your posts are garbage. Your posts are garbage. Learn how to read part 61 and part 91 your damn self, it's your job as a pilot to figure this shit out. Don't ask other people to wipe your ass in aviation without putting forth a little effort of your own to find answers.
No you can't use a sim. (Why the fuck would you? High performance training is a lot of "feeling" your airplane and powerplant, the kind you can't get unless your in a multi million dollar sim)
And while legally you could fly HP and complex as a student, you shouldn't. It's too much airplane for you, especially the complex. If you're a massive tub of lard, and you can't fit your ass into a 172, I could see moving up to a 182, but I wouldn't put a student in an airplane that expensive because I'm sure the insurance company wouldn't cover it even though it's legal.
Master your maneuvers and procedures in an airplane designed for training.
And drop the trip, god damn
thanks for the help
I really appreciate it when more experienced pilots help students out
If you like flying games you should try Battle of Stalingrad. In the Russian planes you have to manually manage:
- propeller RPM
- oil radiator
- water radiator
- trims for elevator, rudder, and aileron
If you don't, you will break your engine, run out of fuel, or get shot down. I think that it's nicer to learn this way first, to have an intuitive understanding before learning the actual procedures.
Babysitting WWII engines in DCS World definitely made me much more aware of things IRL. Before, I used the throttle position and looked at the RPM gauge only for deciding when to use carb heat. Then I kept killing the 109K engine on go around (because full power is 20 seconds getting shot by American scum emergency setting) and I think it actually helped my IFR flying because I understand how to use throttle changes better now, even with a constant pitch prop.
>your posts are garbage
On one hand you could just ignore his trip, but on the other hand he would probably make less terrible posts if he didn't feel like he had some kind of reputation to maintain.
I've mostly been sticking to fsx but I'll give it a look if its on steam. And yes as a matter of principle if someone gets triggered by trips I'll just keep it up
Oh no, it's not tripfags that bother me, it's your garbage posts. Truckerfag, bacon, and others aren't a problem. keep your code.
>as a matter of principle if someone gets triggered by trips I'll just keep it up
>as a matter of principle if someone calls me an asshat because I'm being an asshat I'll continue to be an asshat
What high principles you have.
I need a little direction. What's a decent priced aviation insurance company I can get student renters insurance.
My instructor recommended Starr. Anyone have experience with these guys?
I'm still on my phone so they might get jacked up but here you go.
Apologizes for the jacked up pics have some thunderbirds
I'm going to become an avionics tech for the Air Force because I didn't have what it takes to get an aviation degree, and I'm too broke and demotivated to continue flight training.
Anyone else here with experience? What am I in for?
Getting ready for my Rotorcraft-Helicopter Private Pilot checkride, wish me luck
i hope all goes WRONG!!,, and your ready forit!
,WIN, in the face of lose.
I took a flight in a Citabria today. The ceiling was low so we just did landings in the pattern. The ailerons were a lot heavier than the Super Decathlon. I read that it would be like that but I was still surprised. By the end my shoulder was fatigued and all I did was shallow pattern turns. I don't know why, because they both have aileron scoops. Maybe the airfoil produces SO MUCH LIFT you have to be ein Krieger like Willy Messerschmitt to get it to turn.
Anyway, once you get used to the way the tailwheel works (it dislocates on steep turns and swivels, otherwise it's connected to the rudder) the ground handling is not difficult. Sometimes in a taildragger when you push the rudder it will continue to turn until you push the opposite pedal.
My instructor said to advance the throttle over several seconds (just like a Me 262), hilariously this airplane has so much power that I didn't even get it to full before it was ready to take off so I tried to keep it on the runway and bounced like a dumbass once or twice until I got the hang of it.
Full stall landings were fine, but wheel landings were strange and confusing. Every time I tried, I bounced slightly, and the instructor just took over immediately and transitioned to 3 point attitude to avoid porpoising. You're supposed to apply down elevator after the main wheels touch down to avoid flying back up, but the wheels are ahead of the CG so it's immediately going to pitch up unless you use luck and magic to touch down perfectly.
Overall this experience just solidifies my belief that a 172 is a minivan in airplane form and they should all be replaced with Citabrias for basic flight training. Taildraggers build character and create strong leaders for tomorrow's future... or something.
Also plz share arcane secrets for wheel landing, the instructor is almost as clueless as me (not really) and the poor schmuck can't even see out the front from the back seat.
But was it lined with soft Corinthian leather?
I started out in aviation as a mechanic with old planes and even got a lot of flight time. When I was working on my private in a 172, I was always hesitant on pushing the throttle in all the way for take off because I was used to babying the engines and only pushing the throttles about halfway up the pedestal.
It still feels awkward pushing throttles forward till they hit the stop.
Fellow Ausfag here,
If you think you'd be legitimately interested in military aviation it's definitely a viable option. Just don't do it if it's simply on a whim or you're not keen on the service life.
I went the military route straight out of school (Navy) but screwed the pooch at the end of 2FTS. On the upside I've got a bunch of hours in the logbook which I'm putting towards a civil career.
If you're not deadset keen on the ADF then you're just going to have to get a job of some sort to grind your way through the fees. Sure it'll take a while but the satisfaction of doing it yourself will be there. Failing this there is always 'beg, borrow or steal' option.
You still being very young gives you a myriad of options, some of them may not be particularly appealing as the time and persistence required is substantial. Just don't fall into the trap of seeking instant gratification, such as putting the whole damn thing on a VET-FEE HELP loan at $100k+, I don't envy anyone attempting to pay that down on a GA or regional airline salary.
Also, can you get/are you a NZ citizen?
Here, have a cool plane for your troubles.
I'm more of a DCS World guy, though IL-2:1946 is pretty sweet. FSX is great for practicing navigation, but its flight model and systems management are all babby-modo
Hell, sometimes I'll just load up DCS to practice pattern work
How long is the runway?
Are your landings with power on or power off?
If the runway is long enough, keep a little power on the engine and just fly down the runway while slowly descending until the wheels touch. Think of it as a slow descent rather then a landing.
Long runways aren't always available. So the best way to do a wheel landing is to have one main wheel touch before the other. Land the upwind main wheel first, then let the plane roll onto the other wheel. It's impossible to bounce these landings because this landing technique absorbs bounces.
Don't forget to plant the tail. After your tail wheel touches the ground, pull back on the stick and make sure that tail doesn't come up.
not general, but i'll park this here to keep thread going and for inspiration.
The runway's short but we're going to fly to a longer runway to practice next time. I read it's good practice to fly a few inches above, the length of the runway.
Landing with one wheel touching first makes sense, because the suspension's response force would be directed partly sideways. I'll try that if I get a chance.
I'd like to be a pilot someday, but I think I'd have issues passing a medical (diagnosed with adhd as a kid, but grew out of it).
So, /gag/, should I just wait for the reform bill that congress is supposedly working on to pass?
Is going light sport worth it?
Alternatively, how bad of an idea is it to lie to the FAA?
KISS,, the Police!
,,,never lie to the FAA,, just dontalk to them at all.
,ultralite + Syria= Profit!
,, sure,, your a human trafficer, butits a good thing!, sail on over to Somalia for UPS deliverys to "Busness men.
,banner towing,,, skywriteing,, fish surveys, Paparatzi pics., wheres the end to all this WORK!?
,ok,, whos got connections on a nice Shower in Syria?, hot water?,, wide floor? access?
,,,, ill go.
My instructor kept correcting me about my rudder on my last flight. I forgot to ask why after we finished.
Stupid question: what exactly is "using rudder effectively"
It seemed like everything was flying fine but I kept getting corrected
>using rudder effectively
STOMPING the crap outait!,,
,(Public message follows),,kids,, just say "NU" to drgs.
,,,,TAILSLAPIT ,, push rudder full over and see how gud your aeilerons are,,, its my default aproch setting, Dive,, DIVEDIVE,FLAIR!!, like a feather!
>I'd like to be a pilot someday, but I think I'd have issues passing a medical (diagnosed with adhd as a kid, but grew out of it).
...You'll be fine. Go get that medical.
>Is going light sport worth it?
Depends on your commitment and your budget, really. I think that if you're in it just for the occasional rental joyride, then absolutely - save your money and go LSA.
,""Anon", im captain of the Blimptrain, "Bacon here tells me your looking for passage to the EU system."
,DOGEIT!!!, they were Jehadi,, NOT,, Jedi!,, and the backstabing Droids from HELL!
It's really all about sideslip. For the most part, you want to maintain zero sideslip unless you're on the runway or perhaps on approach. And if you can't maintain absolutely zero sideslip, it's generally better to be in a slight skid than be cross-controlled.
You're probably only steering with your hands. Ailerons generally produce adverse-yaw, which is effectively a cross-control. Rudder, on the other hand, most often has positive coupling due to the dihedral in the wing. Try steering with the rudder only for small corrections, and work on using a combination of aileron and rudder for larger inputs. Eventually you'll find the right combination which allows the aircraft to roll with the rudder counteracting the adverse yaw.
Does your airplane have a turn-and-bank coordinator? If so, watch the ball. It's a very effective indicator of sideslip. Try keeping the ball in the middle ("step on the ball" if it's off-center). If there's no ball, you can also feel sideslip, due to the aerodynamic force against the side of the fuselage. If you sorta plant your feet on the pedals and make an effort to "keep your ass in the middle of your seat" by pushing with your feet, the resulting rudder inputs will be in the correct direction to eliminate sideslip.
There are also times where you actually DO want sideslip, such as in a crosswind landing or forward slip. You should get really comfortable working ALL the controls for these situations. If your instructor's okay with it, try horsing the plane around a bit at a safe speed and altitude, just to improve your confidence with the controls. Do some steep turns, chandelles and shit. You never know how much control you have until you've felt it for yourself.
Step on the ball and keep the aircraft in trim. You're just making undue drag if you don't. The only time some slip in the indicator is okay is if there's a crosswind and you're crabwalking to compensate
Depending on how far back "as a kid" is for you, I'd probably conveniently forget to mention it.
Everyone loves the P-51D, with good reason, but people forget about the workhorses of the Allied air forces like the P-40 and the Hurricane.
Fun fact, the P-40s could actually outturn the E-series 109s and outrun early A6Ms in a straight line. People shit on them because the Zeroes could outturn them in the early Pacific War, but turning with the Japanese fighters was never in the American fighter philosophy. It was zoom and boom from day 1
Also, everyone talks up the Spitfire like it saved Britain, but the truth is the real hero of the Battle of Britain was the humble Hurricane, a slow, plodding machine compared to the 109s it fought, but one that the Brits produced in massive numbers and used effectively. Also, it had firepower that put the early-model Spitfire's to shame.
Are you and I talking about the same thing? Because I'm pretty sure a strong crosswind pushes you off your azimuth. Call me crazy, but I'm fairly certain that's happened. Also, I'm fairly certain I've crabwalked to compensate, and the ball can come off center as a result. Again, I may just be taking crazy pills, but I distinctly remember this happening.
You should practice turning using only rudder when you're en route. It'll help you learn rudder control, and it's a useful skill when you have charts and stuff out.
Also, if you like flight simulators, try:
>Rise of Flight
>DCS World P-51 trainer version
These are both free and they will teach you rudder control very quickly. It's very difficult to fly a WWI plane without rudder; it's usually more important than ailerons. The P-51 also has a lot of torque so you will learn to correct for it quickly.
If you're bad at rudder your instructor probably noticed that you didn't use right rudder to compensate for the engine torque while climbing. The airplane is laterally trimmed for one speed. It's been a while since I flew a 172 but in the Cherokee you get to use left rudder at high speeds just like a 109 pilot (it has a trim knob though).
>it's generally better to be in a slight skid than be cross-controlled.
Why? Skidding on the base to final turn is apparently the most common way to inadvertently get into a spin.
here is a short guide to basic flight controls for beginners:
used during crosswind takeoffs and landings to stop the wings from hitting the ground
changes trim speed of the aircraft (more down elevator = faster eta to destination)
turns the airplane (duh)
makes you go up or down
has the side effect of influencing the p factor wavefunction behind the propeller!
in jet aircraft: uses more fuel but saves money on tires
in propeller aircraft, used mostly to get better visibility of the landing area and to reduce noise complaints
My personal favorite, the XP-82. I wonder how it felt not being at the center line during a roll.
Yeah, but I can imagine the communication between two cockpits without your stick buddy right there would be less intuitive, and I can imagine the COG being kind of fucked.
>flying cross controlled
>flying wing low
>flying uncoordinated for longer than it takes to round out, flare, and touch down
Is there any logical reason why you would fucking say that post is underrated? Has anybody expressed any kind of dissatisfaction or criticism at all against it? Are you delusional? Are you reading replies that are nonexistant? Maybe you come from communities with voting systems, but there is literally no way that you could know what other people think of that post you just replied to here. Maybe it's psychological. Maybe it's your own post you're replying to, like a 12 year old fucktard liking his own facebook posts thinking his swelling autism is going unnoticed. Maybe your self esteem depends on you tricking yourself into thinking someone out there thinks your post is worth something. Or maybe you are just a retard, the worst kind of retard, the one who thinks he's smart, the one who thinks he's the only one to have gotten the joke, to have understood the post. Well, guess what, faggot, that post is by no definition underrated so why don't you do the world a favour and go check out what the bottom of your toilet smells like?
I solo tomorrow and I'm fuggin nervous. Any encouraging words or advice guys?
,FUg NERVS?,, why?
, YOUR JUST GOING TODIE!!
,,if you have ANY doubt,, JUST, say, NO!, as P.I.C. THIS IS YOUR FIRST JOB!@!
,,,,this Your ALPHA mooment, ask your instructor to ANNOY/interupt/falseinput/spoof you, till you KICK his ass outathere! BE GLAD hes gone, useless weight!,
,, on that note, it will be so Fasto climb!, watch your pattern height.
Are you really trying to get down in a hurry? Are you a jump school pilot with more parachuters to pick up, so you have to get the airplane down fast? Maybe you really want to shock cool the engine, because you're not paying for the rebuild, so FUCK it. Or maybe you don't know how to plan your top of descent for best fuel economy and speed? It's sloppy, it's inefficient, it's an excuse to fly uncoordinated because you're lazy. I hope your passengers get sick because you fly uncoordinated and throw up all over the inside of your flight bag.
People with good excuses to fly uncoordinated:
Upset recovery training
Slips to landing (if it's prolonged you fucked up and should go around anyways)
Lastly, round out to flare to touchdown crosswind landing technique
People who should fly coordinated:
I assure you it does. Roll is an effect of yaw and vice versa. If you yaw, even just a little bit, without any compensation with the ailerons, the aircraft rolls. A little bit of elevator trim to keep the nose up and you can fly the aircraft entirely without ever touching the yoke. This is basic shit people learn pre-solo.
I also think they're underrated.
It's Baconrider we're talking about here, everything he posts on 4chan has me trying to understand it or see some hidden deeper meaning.
I also like his pictures.
>A little bit of elevator trim to keep the nose up and you can fly the aircraft entirely without ever touching the yoke.
You can also increase the power as you apply rudder. Then you fly without adjusting elevators at all.
You can maintain the instrument PTS standards like this.
I'm the KLMUKE apprentice from a couple of threads back, AMA.
Story for you.
>have a windrose A320 in one the hangars a few weeks ago.
>nothing big, just a short check.
>fucks off about two days late.
>a day or so later lands in Oman and blows two l/h MLG tyres on touchdown, blocks the runway.
>apparently no-one touched the tyres in the intervening period.
Anyway, I was working in the calibration bay at the time, and we got given all the tyre inflaters and pressure gauges to check. It turned out that one of them had been fucked up quite badly and read about 100psi low. Now, the MLG tyres on an A320 are meant to be filled with 270ish psi, so another 100 is definitely going to have an effect. The inflater was in calibration according to the date on the sticker. Reassuring stuff.
How the hell can a livery like that exist
add a little bit of power to reduce the glideslope for a wheel landing. right before you touch down pull to idle. I've done all of my flight training in a tailwheel and it's what was taught to me since the very beginning.
>Why? Skidding on the base to final turn is apparently the most common way to inadvertently get into a spin.
I said SLIGHT skid, and mostly just because of the aforementioned positive sideslip-to-roll coupling (as opposed to the negative aileron-to-yaw coupling). I find it's much smoother to favor the skidding-side of coordinated over the slipping-side (slipping requires larger roll inputs both entering and exiting the turn, and can also produce adverse yaw transients). But if you can keep the ball nailed perfectly in the middle, that's obviously even better.
As for spin hazards, I do think far too much emphasis is generally placed on rudder/sideslip and not nearly enough on elevator/AoA management. But yes, a hard skid is more dangerous than a hard slip in this respect, largely because any spin that might develop will be initially away from upright, as opposed to the slightly more benign "over the top" spin that might manifest from a severe slip.
>Supposed to chop power at 20 feet ordinarily
>Technique is to chop power at roughly 10 feet
>if you touch down with power applied, speedbrakes and ground spoilers don't deploy
>Risk getting airborne
>if you get airborne again and chop power below 10ft radio altimeter, speedbrakes deploy causing you to pitch up causing a tail strike
My aerobatics instructor showed me this rudder coordination drill:
>pick a cloud or something in front of the nose
>rock the ailerons back and forth like an idiot
>use rudder to stop the nose from moving laterally, so the plane rotates on an axis
20 seconds of this fixed all my rudder problems in the Decathlon. It has a lot of adverse yaw and takes approximately the same force on the rudders as the ailerons to make a coordinated roll.
I flew a PA-28 today but unfortunately I forgot to try this. I did notice that my flare height control got a lot better. Before it seemed to vary depending on my seat height and various other factors, after flying a taildragger I feel a lot more confident. In fact I'll probably never have fun in one again, until something breaks.
That's a great video, I love how controllable it remains even when entering the spins. From those entries it was very stable too, it seemed like there was no inertia or acceleration, just a very consistent turn rate. It also seemed like it took a lot more effort to get it to spin from a slip.
I heard a dirty rumor that the FAA is tossing all Mode C transponders and VORs and switching over entirely to GPS for flight tracking and navigation. It's supposed to be done by 2020
Does anyone know if this is true? That sounds incredibly stupid to me.
So, an A350's onboard computer just shit the bed and brought the plane to a screeching halt on a runway. Looks like the pilots are going to be handflying the entire way until that bug is squished, now
True, but on the other hand it is a government agency, and they're often not high on common sense. I can see GPS being the primary method for flight following and navigation, but no radar at all?
I don't think I can afford to take any more loans.
The reason I dropped it is that airliners didn't appeal to me. But I didn't have to do that, there are still actual bush pilot jobs out there. But commercial bush flying, especially in Africa or Southeast Asia, means pushing safety margins a lot more than when you're dicking around with a PPL, something I'm not crazy about.
Trying to get a degree in CS instead, then I'll have a much more forgiving job market. I might be able to save enough money to at least get my class rating back and have some fun.
Have you considered just getting a PPL, flying for fun, while funding it with your IT work? Believe me, there are plenty of commercial pilots right now who wish they had.
Yes, and you get that when you get your certificate. Whatever aircraft category and class you trained in/took your checkride in.
Unless you mean you need a BFR, having your private with no valid class makes zero sense.
>Yes, and you get that when you get your certificate.
That was 8 years ago.
I only did one BFR and decided it wasn't worth the trouble because I couldn't afford to actually go anywhere and I might as well go through all the trouble of getting current and getting a class checkride and possibly a theoretical exam. I have to re-learn all the legal stuff anyway.
Ok so you're just out of currency. Sorry, just your terminology is throwing me.
Your certificate and the category and class on it do not expire. You can take a BFR and be current again. If you think you want more than just a BFR to feel current again, you can easily get a couple grounds and flights in with a CFI to get you up to speed until you're comfortable.
This is assuming you're from the US. Like the other anon said, you're not making a lot of sense, but if you're from a country whose flying regs work a lot differently than ours, that's understandable. Because I've never heard of a 'class checkride' unless you just mean adding a new class to your existing cert. Nor have I heard of 'theoretical exam,' unless you mean ground, and if that's the case I assure you any checkride you take to add additional categories, classes, or ratings, will all have their own ground sessions.
Here ya go
TFRs would tell you if there's unlighted obstructions that weren't there before, and airport information would probably have nearby wires listed. I can't think of any other situation where someone would fly so low where they'd be a hazard other than making an approach.
That is not at all what TFRs are for and no a TFR will not alert you to wires. New obstructions with no lighting would be issued as a NOTAM.
Also, there's a ton of reasons he could've been that low other than making an approach. For example, the actual incident report: http://aviation-safety.net/wikibase/wiki.php?id=142385
I'm not the anon who said it was.
I was trying to make a point though that there are any number of reasons somebody could be flying that low, as you seemed to be implying it could only be on approach to an airport. People are dumb and will do dumb shit. Though in this instance that wasn't the case and they had an actual emergency.
You can never account for the stupidity of people, but you don't often hear about people buzzing the ground like they're trying to knock out a German bunker, so I assumed they were making an approach
I'll tell you what drives me insane, I spend $15 to get a kneeboard from Sporty's and now suddenly I'm being advertised surplus Hueys for the low, low price of $1.85 million by trade-a-plane.com
When I'm in a plane with a constant speed prop, why do I take off with fine pitch and then unscrew it like 3 half turns to get to a slightly slower RPM? Why do I have to put it back to fine when I land again?
The only explanation I can think of is that you get like 0.3% of a power increase but it's worse for the engine so it's some kind of safety mandate that you have to use it for takeoff.
Is there any reason to use a slower propeller RPM besides fuel efficiency?
Power is directly related to prop RPM. Higher RPM means more power, so for maximum takeoff performance and in the event of an emergency (go around) you have maximum power. You decrease RPM in climb for fuel efficiency, better climb performance, and to put less stress on the powerplant.
In my 172RG, the difference between normal cruise power and takeoff power is probably a good 10%, cruise is 67% BHP at 23/24 at 2,000 PA and takeoff is 2700 and full throttle at sea level. I used cruise performance because I don't know the climb performance numbers off the top of my head. As far as damaging the engine goes, you'll only hurt the engine if you're constantly redlining the prop - either way, you should only be at redline for a few seconds at a time, ~30 seconds to get to 500 AGL then 25/25, and ~30 seconds on final. I keep cruise power in until nearly short final, and put the prop in on my last GUMPS.
Read the PHAK, man.
>yoke lock still in place.
How? Never moved control surfaces during walk around? Yoke lock never got in the way during start up? No wind correction during taxiing? Not checking to make sure controls are correct and clear? probably flew for phoenix.
>Higher RPM means more power
>You decrease RPM in climb for (...) better climb performance
I don't understand that part.
The POH checklist just says use max RPM for climb and barely says anything else about it at all. It just says what kind of propeller is installed.
The PHAK looked useful at first, but basically it explains how it works and then says the order to move the levers in. I'm still not sure if there's ever a performance advantage to a lower RPM.
If you find someone that's never flown and teach them according to that, then by the time they figure out what the controls really do, they will have avoided all the common beginner mistakes.
Normally, new pilots don't know how coordinated turns work and it's also awkward explaining that most airplanes turn differently left and right. Also, another area of difficulty is maintaining altitude in turns because they don't understand how the airplane reacts to bank changes. If you learn to fly with more emphasis on rudder control, these problems will never come up.
Actually I think the issue is that the typical GA plane is too stable and is designed to mask all 'unwanted' flight characteristics, and only a very small part of flight training takes place at high AOAs. In a 172 at $150 / hr you may eventually become a safe and effective pilot, but in terms of stick and rudder skills you will always lag behind a glider pilot that pays $30 for a tow and spends the majority of flight time maneuvering near stall speed.
Where do you rent for only $100/hr?!?!?!?!?!?!?!!?!?!?!?!?!?!?!?!?!?!?!?!?!?!!?!? Most places around here are in the $135-170/hr range wet for a C-172.
I'm running out right now but will be back. I had a gear failure on my CPL MEL checkride. That entire checkride I had nothing but problems actually; ended up turning out ok and the DPE was super impressed by how I handled it all and passed me with flying colors.
Top kek, it's $109/hr wet for Warriors and 172s. 152s can be had for under 100, and for 155 I can rent a very well maintained super decathlon. Add a little bit extra for tax, fuel surcharge ($3/hr). I live in Texas.
God bless murika, greatest country on earth. In France it's twice as expensive to fly, and I heard Australia is 3x the price.
>I had a gear failure on my CPL MEL checkride.
That sounds really interesting. I hope it failed in the down position. Alternatively, I guess it's a one time opportunity to practice belly landings on their insurance.
Like I said, it probably improves the life of the propeller and the shaft, and holding a high RPM probably damages the whole assembly, though I'm a chopper guy and I'm only going off of what I know about rotor assemblies
I know is that there's a lot more torque on the engine at lower RPMs (assuming you don't lower the throttle). In DCS World the easiest way to kill an engine is to manually lower the prop RPM. But I'm not sure if the manifold pressure increases when that happens. And if the manifold pressure was kept constant, if it would still break.
I'm mostly just curious if there's a practical situation where lower RPM will provide more performance. And if so, what the physical basis is. IRL I would just do whatever the manual says, but I would like to understand the theory behind it. Also, my instructor said to reduce RPM slightly for climb and it's not in the manual anywhere, so there must be some reasoning behind it.
One of my old flying buddies bought this bird last month. This week, he killed Rudolph.
I was going to make fun of you for having your parents pay for your flying, but then I realized I'm just salty that I had to mix going to high school and working 40 hour weeks just to afford flying.
Enjoy it, man.
Santa's not getting flight following, he doesn't have a transponder in his sleigh, and he's operating in the flight levels. This was bound to happen. I'm surprised NORAD didn't bring him down first
i'm calling bullshit
the only way that would happen was if you started the engine with the deer right between your prop.
If you came into land like that, there would be more damage to the deer and a/c
And you wouldn't get such a clean cut through the deer with a wooden prop
wish ultra light helicopters were legal in populated areas.
would be great to fly from my yard to work or shops.
Closest thing to that I can think of are :
1) the Ercoupe. No rudder pedals, instead ailerons & rudder are both linked to the yoke.
2) Mods for pilots who can't use their legs (yes, that's actually a thing). Adds a stick near the yoke.
the film Only Angels Have Wings came on tv last night, apparently it has a strong planefag following due to centering around a small air freight company with sweet assed old planes and a few great flight sequences (a lot of models were used, though, too)
the whole thing is on youtube but here's a cool part
have any of you seen it? /n/ is my home board so i'd like input from actual pilots, but i don't fly myself. i don't want to talk to /tv/, obviously.
sorry if this is not considered /gag/worthy.
I got a question here.
Regarding operations at a satellite airport within Class C airspace, do you have to establish two way radio communication with the ATC facility controlling that Class C airspace when entering said airspace? I know you have to contact them when departing as soon as practicable when within Class C, but I'm not sure about approaching from outside their airspace.
You'd probably be talking with their approach, or some other controlling agency, anyway. If the satellite airport you're going to has a tower, you would of course talk to that tower when entering its traffic pattern. If there isn't one, you hop over to the UNICOM of the airport, and either way you'd say "I have my destination in sight/airport in sight/etc" and the approach you're talking to gives you permission to change frequency and probably tell you to squawk 1200
Also, if that dummy who posted that thread about choppers not being able to glide is around, here's this
Thought I might share this.
I'm a helicopter pilot by trade but I do fixed wing stuff on the side for fun. These are some highlights from an upset attitude recovery course I did in October.
Any other Aussies on here?
I've got my CPL, multiengine class rating, multi engine instrument rating (2D, 3D), and MPPC and RU design feature endos.
What else should I do? Want to get a job eventually but just time building atm.
Nice video. The inverted spin entry was particularly interesting, it looks like the spin is a lot faster and starts out more developed as well. I'd like to try those some time with an instructor.
I got checked out in a 7KCAB but the weather was only good enough for aerobatics once, and my ipod stopped recording after 19 minutes. My maneuvers were relatively sloppy because I got training in a Super Decathlon and the inverted pitch attitude is way different.
Also the ailerons are a lot heavier. If the weather clears up I'll practice inverted flight. When I return to the 8KCAB it will probably feel like an Extra or something.
I got a 92 on my instrument written today.
>cleared to KOCK as filed, departure frequency one two eight point four
>what does this abbreviated clearance contain?
>select answer choice B) departure frequency
>get question wrong
Th... thanks FAA.
>Start classes in less than two weeks
God damn, I'm excited guys. I know this won't be easy, especially considering how many negative things I've read about being a commercial pilot online, but it's gonna be a fun journey.
Also, how does this club look to you guys? It's on the only one near me, so it's kind of my only option anyway. http://www.enginaires.com/
"So, why didn’t the pilots realize that the control lock was still engaged when they ran all of the checklists associated with getting a G-IV off the ground?"
They didn't run the checklist.
Fuck that shit, college programs are waaaay more expensive than a decent part 61 training. If you want to go to the airlines, find a 61 instructor who will teach you "the airline way". 141s have their place, but for price you can't beat a private instructor.
you guys are complicating this.
if the airport is in the inner ring, where C airspace goes down to surface, you have to talk to approach. (entering class c requires 2 way radio communication)
if it's not, you don't, as long as you stay below the shelves of the class c. simple.
what the other poster was mentioning, was that if you're close enough to be getting flight following, you should do that, even if you aren't in the class C. that way, everyone knows whats up, and you're covered when you DO want to go inside class C.
Anyone ever been targeted by a laser pointer before? Got hit with one recently but it wasn't that bad. Noticed a green flicker out of the corner of my eye and when I looked over there was a bright green beam in my eyes. Lasted maybe 3 seconds and didn't do any damage. Reported it to ATC but I doubt it will make a difference.
It's happened to me a couple times. I reported to ATC and they added it to the ATIS.
Air 1, the police chopper just happened to be on the frequency and they said they were going to go and find the guy.
November 166 Alpha Sierra, registered to Oak Street Properties, LLC in Pratt County, Kansas.
I mean, sure, Kansas is a bit rednecky, but to just out and out assume that the owners of this aircraft are racist is a bit unfair to them, don't you think?
Airbuses have really unsatisfying gear, flaps, airbrake levers, throttle quadrant and other controls.
Compare it to a superior Boeing cockpit. Finally a throttle quadrant which doesn't look like something on my computer joystick.
I don't know, there's pros and cons to both.
For example, the overhead panel in the 737 needs a change. It has been the same ever since the first 737-100 came out.
Though I agree, the Airbus throttles make me irrationally mad. Having it just click to like 4 different modes seems unnatural. Though I don't know, I don't fly those.
I am not a pilot, I just love flying a 737 in FSX but I imagine that flipping those switches is the best thing about piloting a plane, and the switches in b737 are way more interesting.
They probably also have cup holders so they don't spill their vodak. Russian airplanes used to have a third chair where the guy who was the real captain told the "piots" how to fly the plane. Together with the navigator and engineer, they had a crew of five in the cockpit.
I did an ATOP course for the A320, and no matter what they look like, the controls feel very substantial and the build quality is superb. Anyway, you never actually control anything directly (fly by wire) so the detents don't seem out of place.
In fact the feel of aviation cockpits in general is very good, even for little things like the GPS knobs. It contrasts a lot with my car interior. The only really bad controls I've used are the throttle and trim in this thing.
Lucky for them it's a helicopter
$100/hr is about right for a fixed-wing aircraft, $250-300 for a 2-seat chopper, so it's not bad. You have to remember that the aircraft club pays for the maintenance, the instructor's pay per lesson, the hangar fees and the fuel, so the cost of the aircraft itself isn't the only factor in that number.
Yeah, I realized that after I posted. I thought it was some huge Soviet jet and they were checking to make sure they don't accidentally Cessnas while taxiing. In retrospect I've only seen those foam fan things in helicopters anyway. That size comparison is ridiculous, by GA standards a 206 is itself a pretty decent size.
One time I was doing an instrument approach for practice and there was a 10 knot headwind and I literally got vectored off to make room for one of these.
>tfw you're so slow even a fucking helicopter has to cut in front
Not the biggest, though. That would be this monstrosity.
Meant military. Have some Blackhawks.
I did a little bit of flying with the RAAF as part of their flight screening program. I found making sure you were well hydrated helped a lot. Bring water with you. Also, a dry breakfast.
Hey ausbro. Not sure if you will ever read this but I believe some training schools will train you up to CPL (possibly ATPL) level on a HECS style scheme. Check it out but basically I think you can totally do your flying training on HECS.
Inevitable guilt that you got the majority of a skill and possible profession that others can only dream about handed to you. You'll never be a little 70s high school senior working in the 40 hours under the table a week on top of school at some crapshoot restaurant ironically called the Crab Chute just to be able to fly once a week because God help you if you want to fly but father says it's a waste of time and he must know you well because God damn he fucked you on multiple occasions so he must know.
Fuck you and your flying family.
Sorry, anon. Here, have a pic of me and my dear old dad.
Now that I'm an instructor, I'm teaching my fiancé. I do realize I'm the luckiest bastard here.
I start ground school for my PPL tomorrow.
I've done a few flight lessons already, and the instructor threw the book at me, (his words) and he was really please with how I did.
Ultimately after I graduate I'm working towards my commercial instructor, with all the instrument, night, multi, etc... ratings that go with it.
>Finally a throttle quadrant which doesn't look like something on my computer joystick.
wait, i know that throttle quadrant....
Good for you! I actually prefer the cold up here. Density altitude and all that.
All the same, my favourite plane is made in Florida, so I can't complain; you guys turn out great stuff.