"I made this on my phone" edition
Old thread was autosaging.
QUESTION OF THE THREAD:
>What are your aviation related new year's resolutions?
kek, i've never heard of a better raisin to lose weight.
My New Years resolution is to see how many FARs i can legally break with an ultralight (kidding)
but seriously, i do want to get into Powered Paragliders
The lack of a need for a runway, the minimal regulation, and the relative freedom of ultralight class aircraft has me wanting one of these.
Are there any paragliders here? If so, any tips for a beginner? Any recommended reading?
If anyone has any motors or wings they would suggest, that would be bretty cool too.
I've been looking at some wings so i can start to practice kiting, but blackhawk seems to be the only place online that will even give me a price. Their Elektra glider doesnt look bad desu.
I weigh about 185, but i would like it to be able to support my father's weight of about 235, so thats another raisin i kinda like that one.
Finish my CPL by June.
Find a job by 2017.
Stop living off of rice by 2017.
Here, have some Australia.
Same here bro
Though finding a job here in Brazil is a nightmare
What's everyone's thoughts on OPVs?
I can see them being a big part of aviation in the future; you can ferry aircraft to a destination without needing to use a pilot, you can do more of the menial, milk-run type flights with them, and you can give a pilot on a long haul a break, but if there's an emergency a pilot can take over
As a logical person, i applaud the idea from an economic standpoint.
As a young pilot in the air transport industry, I absolutely hate this technology in the fear of becoming obsolete or having the perceived worth of my passion decrease. It's already bad enough that people think planes only fly on autopilot.
Frankly, this is where the public's fear of flying pays off, as no one will be ready to get on a fully automated airplane quite yet.
Also, Fokker was here. Embraer sucks.
Don't like it, really don't like it. It's not that I'm against the development of new technologies but I hate that we're always looking to engineer out the human in many facets of life. What's the goal? We can't all live as only consumers of products involving human labour, where will the money come from if there is no work left?
In essence I feel that it devalues human life.
From a more personal aspect I really love hands-on flying, be it big or small, maneuvering or straight and level. The thought of a pilotless aircraft scares the shit out of me, if it became a widespread reality I might seriously think about remaining in GA.
Expanding on that thought, I can't help but feel that it might be how we salvage the profession of aviation in the face of the drive to automate everything.
Not that anyone would ever get on a fully-automated plane, of course.
At least you are somewhat self-aware.
Over the entirety of human existence, the trend has been towards increased tool use and higher standards of living. I don't think the two are unrelated.
Bombardier spanks them both
Also, how does one pronounce "bombardier"?
I've had complete electrical failure before, and in my experience the tower didn't give me light signals, they weren't quick enough in the uptake to realize I was nordo.
I ended up calling flight service on my cell phone, and copying the phone number of the tower from a briefer, then calling tower. I got landing clearance over my cell.
Of course you do need to know the light signals.
I designed a checklist for my airplane, and had a big blank spot left on the page, and I printed the signals onto it. I also have v speeds, and common frequencies used at and around my home airport.
There are errors. I need to center the bold "PREFLIGHT INSPECTION" on its column, and there should be the phrase "before starting engine checklist..... Complete" at the end of the before starting engine checklist. Works great for a two pilot crew, out single pilot. Yes I realize this is a bit overboard for a Cessna 150, but it's designed so you will be used to running checklists when you get to bigger, more complex machines.
I agree with you on this but to what extent will it hold true. If you go all the way to the point where human labour is entirely obsolete how will an exchange of goods be conducted? The proletariat (read: just about everybody) will have nothing to exchange or contribute which really means they have little to no value to society given their inability to make or purchase goods.
The situation is rather different if the size of the population or core economic principles were changed. Just consider my sentiment to be a 'worst case' outlook.
Its not the development of technology, its the application.
This really needs its own thread... I'd prefer not to choke up the thread.
A Boeing 787-8 Dreamliner with Quatar Airways?
Studying aerospace engineering, want to get a pilots license for obvious reasons and also because aerospace companies and the astronaut corps love people with them. Should I just get a 172 from the 70s because they're so cheap or is it worth to shill out for a modern 172 with like a turbodiesel engine so I don't need to pay for avgas? Is there any other good beginner plane that I'm just not aware of?
also considering the glassair 3 if I end up having time for a kitplane
>pic something I'd prefer to fly kek
I was thinking about learning to fly gliders. I found a place nearby that does this "FAST" program with the SSA. For $140 you get a lesson and some other stuff. It seems like a bit much for one lesson, but I guess I can discuss continuing flying with the people there. Thoughts? Are there better ways to start out?
Are those the ones taken down low checking out houses? I think I might remember them.
I'm just gonna post my stuff whenever there is a lull to keep the thread afloat.
I LOVE the look of this aircraft (Macchi MC.72), I'd love to design and homebuild something vaguely similar later on in life (with professional help). Aft seating, retractable gear, single V8 and polished sheet metal. That whole vintage air racing thing is total eyecandy to me.
Sort of. I tried to take more pics of towns and scenery, but some of them came out a little "NSA is watching"
I think I got a few good ones, though.
$140 for a 30-minute intro flight? Sounds like a rip-off. Keep in mind, if there are no thermals that day it could very well be done in 10 minutes. Just find your nearest gliderport, call them up about an intro flight. The tow plane is a fixed cost (varying by altitude), and you'll pay for the instructor and sailplane rental's time.
I also got some good shots of the foliage during the fall
We went over to visit a friend's place a couple weeks ago. He has a HUGE plane collection. He's got like, 47 aircraft. Almost all of them are vintage/warbird. I guess it's actually 49 now if you include is recent p-51 and corsair purchase.
Every time we visit, he lets us spend the night in his hangar apartment and lets us play with his planes.
Can you guys guess what cockpit this goes too?
They've actually tried experimenting with Flettner rotors more than once
So, would the good people of /gag/ consider a GEV a plane or a boat?
just imagine if you could get something like this RC plane.
to fly carrying a person. each rotor spinnng indepdently. able to greatly change spin speed and direction.
didn't study, got 100.
same with pstar.
instructor to solo me at five hours.
Friend just gave me 5 grand.
life is good.
If your engine cut, you'd loose your lift though. Almost worse than a helicopter in that respect.
Unless you also had other airfoils in addition to those, but that's getting a bit over complicated.
Even most 'normal' aircraft don't have that.
At a reasonable cruising altitude for a plane, you would still hit the ground at a decent speed.
Unlike rotors, they don't intrinsically produce redirect air to make them auto rotate, so it would mostly be their minimal drag slowing you down. Once you lost forward momentum or they spun down.
>Engine cut out about 1 minute after start up
>restarted my checklist from the top got it started and reassured myself it was because it was cold (-17C ambient) and because the mixture wasn't full rich (it looked like it was out a tiny bit, probably because my club ask that you lean the mixture while taxiing.)
But still I was slightly more on edge than normal during that flight. Especially considering it was midnight and no one else was around and I had trouble starting up in the first place. After my run up though it seemed to be behaving and my flight went without any hiccups. Just a bit nerve wracking for a moment there.
Yeah, we spent a night there and it was certainly worth it.
We flew up around the 22/23rd DEC 2015, I was certainly very interested in your work as we were dealing with a rather pesky trough moving with us.
Only flew through the area twice but on both occasions the forecasts were spot on in all regards.
This low cloud was at the predicted alt and rose as predicted within the predicted area. (I went under it as it rose and dissipated). Storms in the afternoon spot on.
I used all three forecast areas for reference but they really just gave the same picture (a good thing). A hell of a lot of connecting the dots but I really liked the information it gave me with the cloud.
An honest 10/10, would flight plan with.
Pic related are almost certainly alien tree circles en-route YBCV to YRLL. Saw a few of these and neither of us could come up with a reasonable non-alien theory. Thoughts?
Let's go, tovarishch
You take rotor wing, I'll take fixed wing
I usually envision new fixed-wing pilots going with a high-wing plane like a C172, and the Archer burns more fuel, but the throttle and mixture controls are nicer
Yeah aside from the temperature, it was pretty much perfect. Not a cloud in the sky. I really wish we could have gone out because Thursday's lesson will also probably get cancelled due to weather again.
My airport has a similar policy. No training flights under -25C (-13F). It's in their insurance contract.
But I do agree that the +10F cap is not very fair, especially considering that's not that cold.
I always assumed that it was if you crashed, then it wouldn't be too too cold for you to camp out in.
As well as engines of any kind don't tend to like operating in the cold.
Plus, with new pilots, they maybe don't want to risk things like shock cooling.
another,,"Dealer,, hanging by the school.,
,,"Pssst! hey Kid? want to get high?"
, looking,, to lure our youthinto danger, spreading vice and feeding off the growing addiction.,
,always starts with the "free, Explorer ride., sets the HOOK!,
,,,, and never satisfied,, always looking at bigger and fastr Highs.,
, Cessna,, the gateway plane., rolling today i look up and see the thin line of a CJ<,,, i want COFFEE!!
>Only flew through the area twice but on both occasions the forecasts were spot on in all regards.
Wicked. Good to hear! I think I remember that trough. It was max annoying because usually those areas are a total bludger work wise for forecasters. Kept me busy!
>Pic related are almost certainly alien tree circles en-route YBCV to YRLL. Saw a few of these and neither of us could come up with a reasonable non-alien theory. Thoughts?
Wow never seen that before. From a meteorologist standpoint, I'd wager either a downburst from a thunderstorm or a tornado from one. Given the area that is the best I can think off. I will save this and show it to people when I get back to the Brisbane forecasting centre.
/gag/ might be interested to know I'm forecasting out at RAAF Amberley ATM. Get to brief the hornet pilots on the weather before their flights then watch Super Hornets and C-17s fly around all day. Best fun ever.
>United goes for the 737-700s over the CSeries
Finally got to find a gap in weather and fly yesterday. Great day, made some great landings and practiced engine out landing on a short runway. Shit was tight.
Now it's gonna be blizzards for the week. Thanks Delaware.
I was waiting to see what this big scurry blizzurd was going to do before going up, but as it turns out it's not going to do a whole hell of a lot, so I'm going up tomorrow.
Also, unrelated note, but IACRA, FAA.gov, the AWC website and basically every government sight is pig-disgusting. I thought AKO was a one-off, but no, everything the Feds touch is awful.
Yeah, it was fairly lame. We had to spend an extra night in Griffith due cloud. My pax wasn't exactly enthusiastic about the idea. The whole town is pretty much an Italian settlement in rural NSW, the main tourist attraction was a cave that was lived in by an Italian immigrant hermit.
Whats life as a Meteorologist/Forecaster like?
Pic is over YLCG - Lake Cargelligo, it looked like an oasis compared to it's surrounds.
Delta wing, or flying wing?
Flying wings can be very strong since it's essentially one piece, but it's not a huge advantage. Flying wing can be a very stealthy shape, so there is a military application. They're also aerodynamically efficient.
Delta wings which are attached to fuselages can also be built very strong, light and inexpensively. They have high stall angles, and the biggest advantage, can be made supersonic.
Most modern jets are fly by wire anyways, so who really cares if the pilot inputs are mixed by a computer.
The wing is triangle, but there is still very distinct fuselage, and vertical stabilizer.
Here's another example.
For anyone wondering how my first ever flight went..
Well, I don't know how I feel about it. First off, my taxiing wasn't what I had hoped. I couldn't get a feel for the pedals at all. Either my feet were too high up on the pedals, or something was wrong with them because I struggled to push down on them. I have a female flight instructor, and it seemed like she was moving them just fine, so I feel like it was my foot placement or something?
Then, when we started to make turns once we were at 3000 feet. The turns themselves were alright, but I feel like i was rolling out too early and I didn't always align up with the roads down below. Also, I was going to the left a little when we were just in a regular cruise. Don't know why?
All in all, a pretty overwhelming experience. I have a lot to learn obviously. And I'm the type to get stressed out when I'm not good at something from the very start, but I'm trying to manage it. Next time, she's going to let us do takeoffs and talk to ATC a little.
If anyone has any comments/suggestions, throw em at me.
1. experience will help
2. experience will help
3. wind will push you off course so you'll have to angle yourself into the wind if you want to keep your track
don't quit if you want it you'll get it. don't get discouraged by people who got their license in a short amount of time. there's nothing better than a cross country flight that you planned out yourself
Got to fly (dual-received with a thoroughly experienced CFI, of course) around the edge of that blizzard today. No snow, but sustained winds of 20+kn with some gusts up to 30. Basically, I felt like I was trying to hold the chopper physically down to stay IGE, and when I held the nose into the wind in a stationary hover you could see the KIAS climb up to 30 at times.
Needless to say, we didn't stay out too long. Really, it was more of a "let's see how you are at the absolute limits of this tiny chopper's tolerances" than anything.
When I first went to fly I found myself crabwalking the helicopter out of trim, my altitude vacillating between 1,000 at 2,500 ASL and holding a cruising speed of 95 KIAS in a machine that redlines at 102. Also, my first attempt at hovering looked like a drunk retard rodeo. Flying isn't natural, it's something that takes time.
I have a friend who graduated about a year before me who just got his PPL who's reiterated the same thing you guys just told me. Definitely helps to hear that. I'm going to take it one lesson at a time and study for ground school even harder. I'll keep /n/ updated on my journey if anyone cares to read along
Get into a specific field and become an expert in that field and you'll be worth more.
The less people in that field, the more you are worth.
I know an avionics guy who charges 90 an hour. I know a radial engine overhaul guy who charges 85 an hour. And they do sell their services.
I only charge $45 an hour. But I am considered an expert in my field.
Maybe it's a bit irrelevant question, but is russian education in aviation field (aerospace engeneering) worth anything? Talking about bachelor degree + possibly masters degree. Want an opinion from guys that work in this field because I'm debating if I should study in my home country or should I save up money for murican education.
Probably irrelevant, but this guy I met at a bar one time said he was from Cali and moved to Vancouver for the flight training saying that the harsh conditions created by the mountains made him more hire-able.
went for my intro flight yesterday and going for my second flight next week. ground school doesnt start for an extra month but i was wondering if anyone can send me some good resources for private pilot license so i can study on my own. I live in canada and the planes being flown are cessna's and piper warrior IIs if that helps.
start studying for your PSTAR and radio exam
Also get your medical as soon as you can, because it can take a while to get processed. Class 3 if you're juist doing private, class 1 if you're going for commercial eventually.
Ask for your book kit if you don't have it already. It should come with your plane's POH (pilot operator's handbook), From the Ground Up textbook, the Canadian flight training manual, an E6B computer (slide rule type thing) and a few other needed things. All you need to know for private and even start of some commercial is in the from the ground up (FTGO) and the training manual (FTM). you shouldn't need much else other than what your instructor will teach you, and that will be on those books any way.
Good luck. :-)
>get your medical as soon as you can
already went in for my category 1. I was so scared going in because i lost my glasses but apparently i have 20/20 vision. just waiting for it to come back from transport canada
thanks for the links!
If it takes more then three weeks to come back from the day your doctor sent it in, just call the local TC office and check in on it. I got mine in a little under a week and a half. They're usually pretty good about it. What sometimes takes time is the doctor to get everything together (ecg, audiogram, etc) and send it off.
Does /gag/ have any tips for proper seat positioning in a 172?
I'm having trouble with even braking pressure while taxiing and landing, and I think the culprit is my seat position. ie. Legs under- and/or overextended.
With race cars you can stretch your arms out and move the seat until your wrists rest on the top of the wheel.
is there a similar gauge/position indication for planes? I'm 6'2 with size 15-4E shoes so that might be part of my problem. My instructor jokes that planes were really built with tall people in mind.
Can I fully deflect the rudder and then move the seat so that that knee is just below lockup?
I know I'm rambling but if you have some tips on seating, and how to properly brake at-speed and when turning I'd appreciate it very greatly.
Neat advice. Thanks.
I was planning on focusing on large airframes like passenger liners and heavy cargo movers since I already have lots of up-close hands on experience with cargo planes through my Air Force Reserve career. I know the Galaxy particularly well, inside-out, front-to-back. Mostly because the things keeps breaking down, and when that happens, there's nothing else to do but watch the maintenance squadron fix them.
But I'll see where the wind takes me.
You are now aware that the old guy in Up would have been heavily penalized by the FAA and NTSB for operating an unregistered aircraft without a license
On that note, they'd probably be able to unmask Batman due to the fact that the Batplane is a unique experimental aircraft registered to Wayne Enterprises
noplane,, brakes harder and faster,, turns with squealing smoking tires better, or handles crosswind Slamming easer,,, then the Rental plane!,, crawl down there and look at the MEchs,, bring a Sami and spend some time under the dash just looking at all the stuff.
,,ready for the hard advices?
, your school has HAnd control for pedals,, put a bandaid on your knee,,, Insist on useing the HC!
,,,i justook your troubles,, and added Cats!, fliping a problem may expose a hole.
>instructor was quite nervous
GOOD!,, thats what i PayFor!,, lazy ass instructers!
Change your instructor.
Seriously, this is something you need to discuss with your instructor, he should be the one helping you find your seating position and proper braking techniques.
Raise these questions with him, and if he cannot show you that, change the instructor.
Greetings from YBCG.
Few things for me come the new year:
- NVFR rating
- Get tailwheel design endo
- Get job
Actually I just want a bloody job. I just want that 206 job out west in bumfuck nowhere.
Thought about doing an instructor rating but I dont want to do it unless I can get a guaranteed job.
had friend new to strutless 210,, went to get car while pilot taxi to parking,,,NO STRUT> to make her walk around!, walked close to the body,,,,,,, into prop.
,,,,, STOPTHENGINE!, every time.
What is our opinion on the FAA's plan for total VOR phase out in the not-so-distant future?
So, I found a whole bunch of chaff while cleaning out our spare parts connex.
Does anyone know if chaff shows up on ATC radar? Because I could definitely have some fun with these.
Anyone flying DA-40s willing to give me advice on how to not over control that thing and properly position myself in the aircraft?
Shit's so sensitive that I have to hold the stick with two fingers. Also since it's designed for tall Europeans, as a 5'10" American I have trouble seeing even the nose when I'm sitting inside which results in me having a harder time taxiing and landing the plane.
I've figured it out, BaconRider is a traveling robot that takes sweet pictures and communicates in Morse code, and uses Google Translate to put it in English. The results are frequently confusing
Ya,, but cousins Wall-E, and R2,, have jobs., so go figure.
Yeah, I did my CFI stuff this fall, I've already had to start scheduling my students very carefully so I don't go over my eight hours in any 24 hour period. It's not that expensive for what you get. If you don't love teaching though don't do it, you'll get frustrated.
>People keep bumping troll threads
Let's talk about autorotations. Anyone else get a little squirrelly at the low-RPM horn and overcompensate too much? I mean, if I had an engine go out, I'd be able to land without hurting myself or damaging the chopper, but I have a hard time, personally, getting it just perfect.
I have been getting better, though. It's almost like playing an instrument; you have to keep the tempo and the rhythm right, and you're constantly tuning it.
2nd flight today. Instructor let me mostly take off on my own today. Definitely a lot harder than expected. It's so much stuff you have to do. Safe to say, I had a pretty bad first take off. Did some steep turns, those were alright, but she took care of the throttle this time. It's been fun though. It's hard, but I love it already.
Also, once I fixed my seat, I had a much easier time taxiing than last time so hopefully that solves that.
If in the USA my honest suggestion would be go into a 2-3 way partnership with like minded individuals also looking to fly. Just make sure you get a good "vibe" from your potential partner(s) and it could be a hugely beneficial option.
It carries its own problems but if you're strapped for cash on procuring your own airplane its the best option because you'll still have an airplane to fly after the excitement of finishing your PPL is gone.
so second flight was iffy
weather was super choppy, flight instructor said "this is the worst condition we'd go up in" tried practicing turns, pitch, roll, yaw
I have trouble when it comes to cruising, i roll a bit to the right
the only thing that concerned me is that I got a bit motion sick when he did a sharp turn (45 degrees) when I experience some g-force
is this normal? I don't normally get motion sick, hopefully it's just because of the choppy air
have a pic
Does anyone else think about building their own design of ultralight, just to see if you could do it?
I was thinking about a front mounted $99 Harbor Freight 6.5 engine; what do for a prop on this engine?
Then an aluminum frame with steel supporting cables. Would 8 mil poly film stand up to the stresses of surface areas?
I would like the challenge of making this for $500.
>inb4 you're going to die
I'm a 4chan user, don't care about that.
I've thought about it, but it's not high on my priorities list. Maybe when I'm old and filthy rich with flying money I'll get a pure-bred toy, but right now, nah.
Though, a flying hat? Now there's something I might bite on
If you knew a good machine shop, or at least somewhere with a large enough CNC table,
they could cut you a prop from laminated hardwood you provide. (also easy to make if you have the tools)
Wouldn't be too terribly expensive.
Although you'd want come kind of guarantee it wouldn't fly apart at 2500 rpm...
Especially with it so close you your brain case.
There is a 13hp Honda-clone electric start engine easily available if you can look, and that might be better then the 6.5.
>Also, big prop turning slower is more efficient than a small prop turning faster.
My favorite seat is 1A but that was unfortunately taken. Guess the airplane? Or airline?
I've always preferred the right seat, and it's the only one you can solo in, anyway. The main's on the left side, if you sat in it to solo you'd get a dynamic rollover right there on the tarmac
Interesting... My instructor let me take off on my own from the first time I believe. I'm not sure how much he touched the rudders but I didn't do that bad. On the other hand I'm at 13 hrs and my instructor just let me land the plane "almost" all by myself. For some reason I come crooked all the time and keep chasing the runway instead of stabilizing.... Also I apparently flare too high and cause the plane to approach stall before hitting the ground... Anyone have suggestions on how I can fix these problems?
Also if you feel like you're sinking to fast putting in the throttle a bit can slow your sink rate for a smoother landing. just a touch though. too much and you'll just float.
Yeah I constantly adjust the throttle on approach to keep 70kts landing speed and make sure I clear the bridge right before the runway but still I can't fix the crooked part. I think I'm keeping the stick centered, but DA-40s are really sensitive and the extremely long and low wings aren't any help. Come a little crooked and you'll hit the wingtips easily...
i meant after the flare adding a touch of power. especially if you flare too high and want to prevent the hard landing or if you flare too much and end up ballooning back up
you might need to work on your foot work if you're coming in crooked.
Yes, I 'd say so. Depending on how long it is and what they have you do.
At my place (western Canad-eh), they combine the hour long 'intro' flight with the first basic lesson on attitudes and turning. Use of the trim wheel, what the throttle does, pre-flight walk around, etc. you get to fly for most of it if the instructor thinks you're up to it.
In that case, $100 is a steal because just the wet rate to rent a plane for an hour of solo is normally $150. $212 for dual.
Try it out, you have nothing to loose. It's like nothing else you've experienced. Not to mention the view is amazing.
I always thought that it had a fairly high and forward seating position. I'm 6'1 and can see pretty far over the nose. Not sure how much difference the 3 inches makes (hehehe). How many hours do you have in it? It took me about 10-15 hours to properly get a good feel for the aircraft going from C172s to DA40TDIs.
Just remember to make small, light control inputs .
I think a few students took small pillows to sit on when flying so as to get a higher sight picture inside the cockpit. See if that helps.
Oh right. How many hours do you get out of it? I dont mind teaching, and actually think it'd be a pretty fun thing to do.
Whats your instructing schedule like? And your contract? I've heard of a few places allow people to use their planes to train people on but they have to find students themselves. You at a proper flight school? Have much trouble finding a gig?
Ah righto. Yeah try sitting on a pillow. That'll change the sight picture somewhat and hopefully help.
Since you started on it I imagine it'll take you time to get accustomed to flying in general as well. Took me maybe 20-25 hours to stop bouncing a C172.
Own my own Cessna 150, I instruct around 10 hours a day, split 5 flight 5 ground, but it usually goes longer. I have renters insurance for four students at a time (other students aren't insured to solo). 85 bucks an hour wet, plus 70 an hour for dual. I don't take every student who wants to fly with me. I fly a lot. I have friends who give me unholy deals on A&P work.
Funny enough, Russians make excellent rocket engines. Not aircraft engines, save for the NK-12, but that was based off of a German design. As far as higher education, the US would be superior.
Aw man, I can't wait to start flying those DA42s. I should be starting my multi engine training in those within a few months, and I'm stoked
These old planes look so simple and easy to fly
Fun to scoot around over a field.
I wonder if there are still homebuilders building these kind of planes.
Some dudes in NZ build them from the original blueprints.
Yeah.. actually I'm pretty sure I forgot about rudder completely once I rotated and my instructor took care of it haha I'm going to make a conscious effort to use rudder on my own as necessary. Its just a lot of things to be looking at at one time.
Don't overestimate or underestimate left-turning tendencies or coordination. It's half science, half art when it comes to proper rudder usage. I'm at about 160 hours, and I find myself fuckin up the rudders every now and again. One thing: don't become too reliant on the slip/skid indicator for coordination. It will make you complacent and atrophy your natural ability to recognize coordination.
Don't try to look at everything at once.
First, look at the runway signs and pavement markings to establish and confirm you are on the correct runway. Then, when you are aligned with the runway centerline, set your directional gyro to the exact heading you are facing (runway heading)
As you add full throttle, take glances at your tach. If it doesn't rise to and stabilize at the correct rpm, abort takeoff. If it does, glance at your oil pressure gauge. If it shows low pressure, abort takeoff. If it is in the green, look at your airspeed indicator. If it isn't indicating, abort takeoff.
1 confirm runway
2 set the DG
3 FULL THROTTLE
4 take glances at the tach to watch it climb
5 oil pressure glance
6 airspeed glance
As you accelerate, rotate and climb out, you will be relying on your sight picture for attitude reference. Your head is outside the cockpit, with glances inside for a few critical moments. You'll get the hang of this .
imagine with fullscreen IFR., being "Experiment" catagory allows Diesel engines on corn,, Balistic recovery, and Cheap,lite, advanced electronics.
,, WIFI lets me watch"OWW! MY BALLS!
,,,,reminds me,, New to flying?? feeling unsertain about perfectune on controls?
,time,,, for the Bigbird talk.
,,, YOKE!!! PULLIT! PUSHIT!! TWISTIT!,, mm twistit., BUWWWaaaaCK! CHICKEN!!!
, gota get over the fear of SWISH!!, yank AND STOMP THE RUDDERS!, just for a second.
,,FEEL the Full POWER of the SWOOSHY side of the Force!,, dont keep relieing on the dogmatic tachings of the CFI.,, if you want a TRUE,, and deeper, understanding of the Force,, you must open yourself to a wider teaching.,, Lethe Windin!!
flying,,, 99.52% FunFUN!,relaxingfun.,
,,0.3% FULLLMANICRANKICKIT, TURN BABY TUUUURN!!! , asome oblivious KingAir climbs thru MY airspace! I PAY air TAXS!!, he never blinked,, to busy checking oilgage,,samis,, tachys,,TC,, propsettting, VOR,, vodka,, heading indicator/compass matching,, WIFI "OWWW! MY BALLS!.
,,Windows?, why even have them?
The weight would be astronomical, and it looks to wide, even for an a380.
AND, ignoring all that, it's PLANE for goodness sakes!! even with the best pilot you'll still have bank and pitch forces by nature. Turbulence for god's sake!
The water will go everywhere.
Above all, zoom in and it's clearly shooped.
cantbe Lazyrelax when flying.
i spoted the KingAir because i was always wagging my tail with rudder, to visualy clear around the cowling,,, WWWWAM! sliceing from below,100 yards (300foots) ,,, lets consult the handbook,,,, shallwe?
, firstime ever rolling cessna!
,,,,,also, parachute goto sleep in bed that night.
,flying,,0.14%, Sex!,, FB gets higher milage,.
Either I was a little hard on myself or my instructor is being nice. Shot her a text just to get her opinion on it and said that aside from the rudder, it wasn't that bad. Little confidence booster I guess
How many hours are you at now?
You need to kinda step back and just chillax a bit. Don't critique every little thing you do wrong. That's your instructor's job. If they're not saying a whole lot then you're not doing that bad (or they're complacent and not being a very good instructor, but let's not get into that right now.)
I'm a CFI. While I am a helicopter pilot by trade, I'm also dual rated and fly airplanes on the regular. Point being I deal with common student errors every day and also know a thing or two about airplanes. Don't be so hard on yourself. You are learning how to fly right now. You are a student pilot. You're not going to perform every maneuver to perfection at this stage in your training. All that comes with experience, familiarity, and muscle memory developed by getting the other two.
Relax, keep at it, and embrace the process.
I'm coming up on 3 hours after this flight, so I definitely see where you're coming from haha. Don't get me wrong, I'm still having a ton of fun just learning all this, but I'm a perfectionist by heart. Hoping that ends up being a good trait a couple years down the line when I'm starting my career. But you're right, I'm just gonna step back and relax.
>perfectionist by heart
I feel ya man, I'm in the same boat.
I'm at around 5 hours, and last lesson I started on the radio calls.
Then today, I stumbled over "Whisker Vicktee" for a decent time in most of acknowledgements.Good thing it's a small airport.
haha, I knew what I had to say, but I couldn't get my tongue wrapped around it properly.
Another thing I keep forgetting is carb heat goes with power adjustments, and it really bugs me when I forget.
We've both got a ways to go, and plenty of time to learn and improve before it really starts to matter seriously.
Glad you hear you're having fun.
Best thing I can say is take your eyes out of the cockpit every once in a while and admire the view; it's the ultimate high.
Not an expert, but I get where you're coming from. It does look beautiful.
I would expect you could get just a silver paint with zinc.
Take saber jets for example. It must be possible to at least get the same look, even if you do have to paint it.
Did you guys see the new 737's?
Those double winglets man; retro 50s amarite?
Sure looks like an awesome bird.
You have to put a polishing coat on it. in the end cost about as much as paint, but it doesn't deteriorate as much as paint and doesn't chip.
I know someone who has a 170 that's completely polished like that. and yeah it does look amazing.
If we're talking about looks only i think 737's with scimitar winglets look better than the Max's winglets.
The 8's and the 9's will still be a bitch to load/unload.
The dude has a massive collection of aircraft, it's absurd. He's even helped with SAR in the Rockies when dumbshits have gotten lost.
Heady times!,revel init,, you feel the Flight muscle in your brain Flex!, flying "behind,, the plane.
,stop being submisive to that CFIcare,, BE, PIC!
, your a virtual God,, start acting like it!!
, Tell them whats up, from overhead., they are Your servants, they wanto help,, make them Earn them big bucks.,
,,pussyfooting, will get you kill.,
,,,,,get,, infrontof the Plane!
My eyes are half a dioptre over limits.
Looks like I'm ground-bound for life.
Well, it was a nice dream while it lasted.
Have fun up there, you lucky guys.
The lenses are -3.00, which is only just ok,
but it's the prism correction that's the problem.
I don't even have prism on my perspiration, but when he did that red-line-over 20'-light test, it came up out of limits by half a dioptre .
Well, can Lasik fix that?
If it can, you'll fly.
Then, of course, it becomes a question of whether or not it's worth the surgery's cost to do it.
I, for one, would sell my left nut to keep aloft. If I were a religious man, I'd say God put me on Earth to fly above it
> If I were a religious man, I'd say God put me on Earth to fly above it
>tfw you were born a bird in a human body
>tfw everyone just calls your transpecism bullshit
>tfw shrink thinks youre joking
>tfw theres no human to bird species change surgery
>first flight back after a two month hiatus was tomorrow
>32f, 5 knot winds, slight cloud cover, perfect day for it
>just got a call informing me the mags on my plane failed and it's going into maintenance
Want to die
>Not just posting the METAR to maintain secret club status from normies
but here's a chuckle worthy tailnumber
My friend saw me looking at the metar once and he called them launch codes referring to nuclear missiles. But in hindsight calling them launch codes is fairly accurate and now I always think of them as my launch codes.
My cfi said that airliners should call them wing-morphers instead of flaps because of how crazy they can extend them.