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You don't need to lose flight following... Just tell center/approach you want to call flight watch for a weather update and can I go off frequency for a few minutes. Yes awseft that was a typo, stupid iPhone, I still have the initial CFI flight. Re: repeating a maneuver... Let's say your maneuver is going really poorly, and outside PTS. You can just be like "sorry sir, I wasn't set up correctly, let me start over" and most DPEs are cool with that if you only do it once and were early in the maneuver. The PTS states of the outcome of a maneuver is indeterminate they can let you repeat it. The Slaughter fucked around with this message at Apr 1, 2012 around 00:59 |
| # ? Apr 1, 2012 00:57 |
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| # ? May 24, 2013 13:14 |
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Just got back from Sun N Fun today. It was great except for a little storm that rolled through in the middle of the airshow, but the Thunderbirds still went on only a half hour late. I've got my pics uploaded here: http://www.dropbox.com/gallery/2017...%20Fun?h=40bb26 but I did want to share this "plane" I saw today:  Yes, that is a set of wings welded to a boat. Let's take a closer look at that "cockpit"....  I especially love the beer under the seat.
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| # ? Apr 1, 2012 02:09 |
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Zero One posted:It was great except for a little storm that rolled through in the middle of the airshow At least it wasn't as bad as the one that tore through last year. The Afternoon airshow was interrupted during Sean D. Tucker's performance at AirVenture last year. Pretty strong winds kicked up and it hit his like a ton of bricks. You could see a wall of dust and debris come flying along the front of the gust. I'm guessing it was around 40 or more knots, because Tucker (being one hell of a showman) turned his aircraft's nose into the wind, throttled back, and hovered. But, that subsided fast and we got the awesome night airshow.
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| # ? Apr 1, 2012 03:17 |
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The Slaughter posted:You don't need to lose flight following... Just tell center/approach you want to call flight watch for a weather update and can I go off frequency for a few minutes. With my luck with ATC I'd probably still get "Radar services terminated, squawk VFR, frequency change approved." But thanks for poking holes in my attempts to self-justify the purchase!  Given that in-cockpit weather seems so much more useful for an IFR flight, maybe I'll save it as a reward for myself for completing my Instrument rating. But that means studying for the Instrument written.  SkopeDog posted:At least it wasn't as bad as the one that tore through last year. There's still a day left; still time for a tornado to come through like last year (with me hiding under a folding table inside a tent with 2 glass walls and it passing a couple thousand feet away).
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| # ? Apr 1, 2012 13:02 |
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Instrument written isnt that bad. It's scary at first but it's all memorization at the end of the day. Save the flames, everyone. Written is an arduous archaeic process. Just lean as much as you can an memorize the answers to ensure a pass
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| # ? Apr 1, 2012 16:46 |
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Alctel posted:I'm pretty sure you get one shot at it, and if you fail then they stop the test right there? Maybe that's just in Canada though I hosed up the short-field landing on my first checkride. We did the rest of the flight, and I had to do a partial checkride to re-do that one manoever, after additional practice, later in the week.
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| # ? Apr 1, 2012 16:54 |
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Captain Apollo posted:Save the flames, everyone. Written is an arduous archaeic process. Just lean as much as you can an memorize the answers to ensure a pass The ATP written has manual 727 weight and balance questions. Archaic doesn't even begin.
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| # ? Apr 1, 2012 17:33 |
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AWSEFT posted:The ATP written has manual 727 weight and balance questions. Archaic doesn't even begin. I laugh my rear end off at everyone using those loving manual e6bs and spinning the winds on them and so on. Whyyyyyyy, electronic e6bs are cheap, and can be backed up with an iPhone e6b app.
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| # ? Apr 1, 2012 22:02 |
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The Slaughter posted:I laugh my rear end off at everyone using those loving manual e6bs and spinning the winds on them and so on. Whyyyyyyy, electronic e6bs are cheap, and can be backed up with an iPhone e6b app. There is some value in knowing how to use an E6B. I had an E6B bezel on my old watch and would keep up with my students X/C distance, speed, fuel, and time. Just to be sure they didn't kill me.
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| # ? Apr 1, 2012 22:29 |
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Figured that's why they make you do it backwards on the FIA test. I'll check my students math on my iPhone probably.
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| # ? Apr 1, 2012 23:09 |
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I used a manual e6b like once in 'real life' then stuck with an e6b app on my iPhone throughout my commercial because why not (yes I know how to use a manual one though)azflyboy posted:I've been instructing in a 1969 Arrow for the last couple of weeks, which has been interesting. You instruct Chinese students right? Can you give some info on that? I'm starting instructing Chinese airline cadets as of Thursday so any tips would be awesome.
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| # ? Apr 2, 2012 00:16 |
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I don't know how to use a manual e6b because literally every person i've asked to show me how to use it has failed. Fun stuff
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| # ? Apr 2, 2012 01:45 |
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The Slaughter posted:I laugh my rear end off at everyone using those loving manual e6bs and spinning the winds on them and so on. Whyyyyyyy, electronic e6bs are cheap, and can be backed up with an iPhone e6b app. It's the best training aid to learn the concepts, as it lets you visualize what's going on as you do the calculation and put the big picture together in your head, instead of punching in and reading magic numbers that don't mean a thing. It keeps your head in the game to constantly sanity-check your results. Say you punch a wrong spot on your Iphone and don't notice it, you get a wrong number that you might not catch, and you'll merrily go fly that number being none the wiser. On the wiz wheel, say you're doing winds, you can see that I'm going this way and the wind is coming from that way so my course will be getting blown off that-a-way and my ground speed will be effected like this. That being said, at a certain point you can start estimating the effects of wind to a level of accuracy that matches the information you get from interpolating winds aloft reports, so I rarely use the wind side anymore. But the same stuff applies to the other side, where the visual layout of the numbers and their spatial relationship lets (forces) you to consider what's actually happening. It's also the quickest way to do calcs. For most things you need, you just turn the wheel once and that's it. On top of it all, it's the most reliable piece of equipment on the plane, with its lack of need for batteries and all. Right now I'm gearing up to airline to Texas to ferry a Stearman to Illinois, and you bet I'm packing my wiz wheel next to the borrowed GPS with its missing cigarette adapter and battery that's gonna last who-knows-how-long.
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| # ? Apr 2, 2012 02:13 |
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Vessbot: You seem to be a whiz. Why don't you upload a good video on how to use an e6b properly on youtube for us all to enjoy? (seriously)
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| # ? Apr 2, 2012 02:19 |
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Transport Canada will let you use an electronic E6B in the written, but my flight school has a policy of only letting you use the manual E6Bs for training and the practical tests, and strongly recommending you use it for the written as well (they have a ground school section on using a manual E6B, but not an electronic one). As the other guy said, once you get used to it its just as fast as an electronic one, and you can do it one handed and it will never run out of batteries etc. Also helps to visualise winds. On top of that, they are just loving cool the amount of stuff you can do with them. Not quite as precise as an electronic version, but still 'good enough'
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| # ? Apr 2, 2012 02:38 |
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vessbot posted:Mine(old manual e6b) is actually tucked away in my flight case and I will on occasion break it out for fun to see how close I can get to what the fms thinks will happen. That and good old planing descents, bingo gas, VDP, and other such things using head math is really useful when you start flying commercially especially as PIC. Now instead of digging through you flight case or trying to use a touch screen phone calc while getting the poo poo kicked out of you in turbulence you can swagulate some pretty close numbers with your flight plan and a pen, leaving you with much more time to manage the flight and not drop the ball on something important. In short everything electronic is nice to have but learn to back everything up with some of your own quick calcs and it will save you from some "oh poo poo*" moments down the road. *you can never stop them all and you wouldn't have any good beer stories afterwards if you did.
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| # ? Apr 2, 2012 02:41 |
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Welp. Pinnacle Airlines (9e) filed for bankruptcy. NOT an April fools joke. http://pinnaclerestructuring.com/ http://www.reuters.com/article/2012...E83102R20120402 http://www.marketwatch.com/story/pi...plan-2012-04-01 http://www.memphisdailynews.com/new...-11-bankruptcy/ "wind-down of our Colgan Q400, Saab 340, and 16 Pinnacle CRJ-900 aircrafts" AWSEFT fucked around with this message at Apr 2, 2012 around 04:35 |
| # ? Apr 2, 2012 04:29 |
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brendanwor posted:You instruct Chinese students right? Can you give some info on that? I'm starting instructing Chinese airline cadets as of Thursday so any tips would be awesome. Sorry, I'd somehow missed replaying to you in the previous version of the thread. Basically, the main things to be aware of with Chinese students are language barriers and the occasional cultural difference that can pop up. Perhaps the most obvious challenge you'll run into is the langage barrier, but it's also the most variable. Depending on the screening process used by the airline (or flight school) and whether the students receive dedicated English lessons, English skills can run anywhere between "good" and "incoherent". The students I taught were all pre-screened for English skills and went through English classes in China and after arriving in the US, which meant their English tended to be very good for the most part. Even with a student who speaks English well, you'll still run into situations where a word you use makes no sense to them, so don't be surprised if you occasionally get a blank look after explaining something and be prepared to clarify or explain what you said if needed. Especially when dealing with ATC clearances or radio calls, make sure the student is actually understanding what's happening instead of just rote-memorizing responses to common calls. Generally, language issues are just an occasional small (and sometimes hilarious) hiccup, but a student that doesn't understand ATC can obviously be a serious problem for everyone involved. The biggest issue I ran into with Chinese students was caused by the fact that Asian cultures tend to put a lot of emphasis on rote memorization, which doesn't work too well with some aspects of flying an airplane. When I worked with Chinese students, it was almost creepy how fast they'd memorize things like checklists or other information of that sort, but when presented with situations that required thinking "outside the box" or weren't specifically covered in writing anywhere, they tended to basically freeze up and needed a lot of prompting to get them to work through the problem on their own. Also, be aware of the fact that they're going to come from a totally different cultural background than you, so if you teach a given item by referencing a common experience for you (like driving a car), be aware that they may completely miss the connection you're going for and you may need to find another way to explain that topic. Hope that helps! AWSEFT posted:Welp. Pinnacle Airlines (9e) filed for bankruptcy. NOT an April fools joke. Wonder how the six figure raises given to the CEO, COO, and CFO last week (while they were demanding a 5% pay cut from the pilots to "avoid bankruptcy") is going to look to the bankruptcy judge? Given that the American Eagle bankruptcy terms are basically "screw the pilots" (although they haven't been approved by the judge yet), it's looking like Pinnacle and American Eagle are in a race to the bottom for flight crews. azflyboy fucked around with this message at Apr 2, 2012 around 05:12 |
| # ? Apr 2, 2012 05:00 |
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azflyboy posted:Wonder how the six figure raises given to the CEO, COO, and CFO last week (while they were demanding a 5% pay cut from the pilots to "avoid bankruptcy") is going to look to the bankruptcy judge? To be fair they only did it for the CFO and COO. The CFO bailed. It was also the company's permanent pay cut vs the unions temporary pay cut, company walked away. Some negotiation. Bankruptcy judges don't seem to tackle management like labor groups. It's obviously the pilots faults for getting a fair contract after 5+ years of a piss poor one. Oh that's right, its also the pilots who sign the deals for the Qs and -900s at a loss from the start. drat pilots. Race to the bottom indeed.
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| # ? Apr 2, 2012 05:35 |
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azflyboy posted:Especially when dealing with ATC clearances or radio calls, make sure the student is actually understanding what's happening instead of just rote-memorizing responses to common calls. Generally, language issues are just an occasional small (and sometimes hilarious) hiccup, but a student that doesn't understand ATC can obviously be a serious problem for everyone involved. I watched this in action about 3ish years ago when the ORD had to give a China Southern Cargo 747-400 a non standard taxi work because of the work being done on the southern part of the field. 4 runway incursions latter every airplane on the ground was told to not move, and every airplane currently on approach was going around. The picture was hilarious, tails sitting in every direction not moving, 3 runways worth of GAs overhead and one 747 wandering around ORD. Presumably the first officer who spoke ok English just checked out because from then on it was just yelling in Chinese by someone else on board the 747, and yelling in Chicagoese by the ground controller. I asked the captain I was with (who is an APDE, and DPE,) would now be a bad time to ask for him to write me a ticket that said English Proficient. He laughed then said no. Sorry to hear about the bankruptcy. It sucks, done that once before. I think the whole reason labor groups are treated differently by the bankruptcy court is because the court takes the view of how can they structor this with the most amount of debtors being paid, and if not wholey paid how can they spread around what is available to the most amount of groups. That said, that usually means most get hosed and pretty much everyone is unhappy, but the judge is really not assessing blame for the situation, it's really more a situation of poo poo rolling down hill and picking up speed on the way. The whole executive bonus thing for exiting bankruptcy thing needs to stop though as it was your dumbasses who got us here in the first place.
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| # ? Apr 2, 2012 13:38 |
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AWSEFT posted:To be fair they only did it for the CFO and COO. The CFO bailed. It was also the company's permanent pay cut vs the unions temporary pay cut, company walked away. Some negotiation. Bankruptcy judges don't seem to tackle management like labor groups. It's obviously the pilots faults for getting a fair contract after 5+ years of a piss poor one. Oh that's right, its also the pilots who sign the deals for the Qs and -900s at a loss from the start. drat pilots. Race to the bottom indeed. I'm a bit out of the loop since my layoff but have they announced the name change to Mesaba yet? 
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| # ? Apr 2, 2012 20:26 |
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Phil Trenary loving Did It Again Airlines
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| # ? Apr 2, 2012 23:11 |
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Small plane crashes into a Publix supermarket in Florida. http://www.orlandosentinel.com/news...0,5969535.story  Looks like the Publix was under the approach to the airport.
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| # ? Apr 3, 2012 01:14 |
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Is it me or did that article both say that it was a twin and a single engine?
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| # ? Apr 3, 2012 03:40 |
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The only mention I see is a quote from one of the witnesses saying it was a single engine.
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| # ? Apr 3, 2012 04:02 |
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Yeah it looks like they changed the article. Oh well.
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| # ? Apr 3, 2012 06:27 |
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The Slaughter posted:Is it me or did that article both say that it was a twin and a single engine? It did. I saw it but decided not to comment. Typical news media coverage of aviation.
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| # ? Apr 3, 2012 13:10 |
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Great job journalists! AOPA forums are saying it's an amphibious experimental called a Seawind.
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| # ? Apr 3, 2012 13:29 |
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Interesting wiki page - I see their prototype crashed a while back as well, killing the test pilot. I'm curious what happened there. As an EAAer, I really just hope this doesn't result in horrible new restrictions on homebuilts. The fact that it went into a building makes me think there must have been no control available, as most pilots I know will at least try not to harm people on the ground if there's no good landing available. Maybe some nasty stall or spin characteristics if airspeed isn't carefully maintained?
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| # ? Apr 3, 2012 14:30 |
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Just wanted to say thanks for the thread! I've wanted to be a pilot for the majority of my life but haven't been able to peruse it until now. I'm starting to look at different schools and I'm trying to get a bearing on the process of the training/learning involved and would like to start maybe this year. I see you mentioned that "For Part 61 you will need 40+ hours of flight time." and it's possible one might need more time than that. If I only have one day a week to visit whichever school I choose, how long would you estimate it would take to earn a private pilot's license? Obviously, I'd ask the school this too, but I'd like to go in with a general idea. About 6 years ago I had a 'demo flight' lesson for only an hour and I've been giving a gift certificate to do that again this year. That's the extent to my experience! That and some many hours in Microsoft flight sim. Otherwise, excuse my ignorance, I'm new here.
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| # ? Apr 3, 2012 15:34 |
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I'm a private student so I'm still going through the motions but this is my experience. You can probably assume that for most lessons you're looking at 1-2 hours of flight time while working on your private. 40 hour minimum divided by 1.5 gives you about 7 months to get to your private at that rate. Flying once a week, there's probably a good chance you'll need more than the minimums unless everything just sort of naturally sticks so plan accordingly. Notice the liberal use of the word probably. Therefore, tl;dr, it depends. I have one bit of advice from someone who has had to go through medichell. Get your medical done before you start lessons. Mine is probably on the low end of pain in the rear end and it's taken a about a month to get squared away.
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| # ? Apr 3, 2012 16:16 |
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Simble why don't you relate some new found knowledge on medicals to our new friend here?
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| # ? Apr 3, 2012 16:28 |
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I'm not going to advocate lying... but you should lie. Edit: Okay I'll rephrase. If there's any reasonable doubt in your mind as to the seriousness of whatever conditions you may have, you DO NOT AND HAVE NOT EVER HAD IT.
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| # ? Apr 3, 2012 16:29 |
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Dalrain posted:As an EAAer, I really just hope this doesn't result in horrible new restrictions on homebuilts. Apple Jax posted:Just wanted to say thanks for the thread! I've wanted to be a pilot for the majority of my life but haven't been able to peruse it until now. As simble said it depends. For me, I flew 1-3 times a week for 6 months and went into my PPL checkride with 47.6. Flight sim is great for practicing procedures (esp for your instrument rating). However, as a student, and then as an instructor, I found that student pilots that played would tent to stare at the instrument panel instead of outside. Try playing with the gauges gone and when doing maneuvers see if your instructor will cover the instruments. Later if you do your IR, FLTSIM is GREAT for practicing things like hold entries, tracking radials, approaches, etc. More on that when you get there.
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| # ? Apr 3, 2012 16:34 |
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AND! If you still like to flight sim casually, there is a Flight Sim Thread Here and also an IRC channel where we congregate. Several of us fly FSX, we have some pilots, a CFI, and a controller, plus several student pilots. Lots of cool folks to hang out with.
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| # ? Apr 3, 2012 16:45 |
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The Ferret King posted:Lots of Fixed. (Fully admitted nerd)
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| # ? Apr 3, 2012 16:48 |
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Flying is a numbers game. Set RPM to x, set speed to y, set flaps to X. Simulators help out in that sense. I was able to download a freeware da-20 and fly it around and really practice my 'numbers' and nail them. Now on a windy day are you going to use a little different set of numbers? Sure, and this is where real life experience kicks in.
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| # ? Apr 3, 2012 16:51 |
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AWSEFT posted:Welcome to the thread, its been floating around for about 5-7 years (I can't remember). Glad you read the OP and hope it helped (that is why its there). The OP is a great help. Honestly. I don't know anyone personally who flies except for one who few some ultralights years ago so anything helps. It's great to hear that flight sims aren't a waste of my time! I'll continue with that since my availability for actual flight training is a bit limited. I have a full time job so maybe I'd be able to squeeze in 2 days a week at the most. I'm curious if anyone here has any experience with schools in the NYC area. I'm looking at a few, but it seems like I should be looking more in north-east NJ and western Long Island. The Ferret King posted:AND! If you still like to flight sim casually, there is a Flight Sim Thread Here and also an IRC channel where we congregate. Several of us fly FSX, we have some pilots, a CFI, and a controller, plus several student pilots. Lots of cool folks to hang out with. FSX is the sim I have, I'll have to stop by this thread. Again, thanks!
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| # ? Apr 3, 2012 16:56 |
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Apple Jax posted:The OP is a great help. Honestly. I don't know anyone personally who flies except for one who few some ultralights years ago so anything helps. Thanks! Just remember what I said about looking outside. Maybe limit the gauges to a single line on the bottom. I use to fly patterns, pattern entries, approaches, landings in FLTSIM before I did my ratings. Haven't played it since I went pro but it definitely isn't a waste of time. Please stop by often, ask questions, etc. We have people at all different levels in their training. Some post a LOT (like weekly) on their progress, other just post when they complete a rating (so I can update the OP). Don't forget to rate this threat so it gets archived like the last two. 
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| # ? Apr 3, 2012 17:30 |
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| # ? May 24, 2013 13:14 |
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Apple Jax posted:I'm curious if anyone here has any experience with schools in the NYC area. I'm looking at a few, but it seems like I should be looking more in north-east NJ and western Long Island. I would love to hear about any NYC schools too since I'm moving back there this summer.
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| # ? Apr 3, 2012 17:36 |
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