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https://www.flickr.com/photos/38016434@N05/51017733867/ I knew that someone in Ireland would have tried to have this reg at some point.
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Mar 9, 2021 03:09
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| # ? May 25, 2024 06:04 |
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Post the Connie you coward.
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Mar 9, 2021 04:14
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http://avherald.com/h?article=4e420affquote:A Donghai Airlines Boeing 737-800, registration B-5311 performing flight DZ-6297 from Nantong to Xian (China), was enroute at 7800 meters (FL256) about 70 minutes into the 120 minute flight, when the captain decided to take a toilet break in the forward first class toilet and instructed a passenger waiting before the toilet to return to his seat. The captain entered the toilet, when he later left the passenger was still waiting before the toilet. The captain thus talked to the flight attendant stating the flight attendant hadn't done his job and he should have returned the passenger to his seat. A physical altercation developed which, according to Chinese media reports, resulted in the flight attendant's fracture of an arm and the captain's loss of a tooth. The captain returned to the cockpit, the flight landed without further incident in Xian.
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Mar 9, 2021 22:26
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That pilot's no Sully, more like Bully, am I right?
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Mar 9, 2021 22:29
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"Everybody was kung-fu flying, those pilots were fast as lightning"
azflyboy fucked around with this message at 23:04 on Mar 9, 2021 |
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Mar 9, 2021 22:50
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the last time i took a poo poo at mach .8 i got knocked out
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Mar 10, 2021 00:02
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He guys I'm having my first PPL lesson next week. So if you don't see me shitposting here in the 20th, know that I died doing what I love - setting really bad examples
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Mar 10, 2021 00:13
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E: wrong AI thread
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Mar 10, 2021 00:32
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E: wrong AI thread
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Mar 10, 2021 00:32
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Lord Stimperor posted:He guys I'm having my first PPL lesson next week. So if you don't see me shitposting here in the 20th, know that I died doing what I love - setting really bad examples Everyone has plateaus, and stops learning after a certain amount of time of doing something new. If you feel yourself stop picking stuff up after 30 minutes, 45 minutes, or 2 hours, don't stress out. Get some rest, and try again another day. If you and the instructor don't gel, feel free to ask for someone else, or change flight schools. Pay attention to costs, a PPL takes a bunch of hours, so if you are paying $180/hr for a 172, and $50/hr for an instructor, it will stack up and make things feel impossible. Don't travel too far for instruction, but cross shop prices, there's often a school that charges 50-70% of what everyone else in an area charges. In Colorado, for example, you can pay $60/hr wet for a 152 (http://www.rmflight.com/n65440---152.html) or $170-180 an hour for a 172 (https://mcairaviation.com/), and those schools are hundreds of feet apart at the same airport!
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Mar 10, 2021 00:46
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wzm posted:Pay attention to costs, a PPL takes a bunch of hours, so if you are paying $180/hr for a 172, and $50/hr for an instructor, it will stack up and make things feel impossible. Don't travel too far for instruction, but cross shop prices, there's often a school that charges 50-70% of what everyone else in an area charges. In Colorado, for example, you can pay $60/hr wet for a 152 (http://www.rmflight.com/n65440---152.html) or $170-180 an hour for a 172 (https://mcairaviation.com/), and those schools are hundreds of feet apart at the same airport! Is flight training one of those things where you can have confidence in a guy who lowballs the bid by that much?
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Mar 10, 2021 01:01
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Phanatic posted:Is flight training one of those things where you can have confidence in a guy who lowballs the bid by that much? There are airplane rates, and pilot rates. If you are paying for more airplane then you need for the training you are doing, you are burning cash. If you don't pay the CFI what they deserve, you get what you pay for. In the case of those two schools, one has $200k 172s with brand new Garmin G1000s, and the other is offering basic instruments in a well used trainer with a new engine. You can learn to take off and land in either, the digital display isn't going to make that any easier.
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Mar 10, 2021 01:06
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Lord Stimperor posted:He guys I'm having my first PPL lesson next week. So if you don't see me shitposting here in the 20th, know that I died doing what I love - setting really bad examples Jerry?
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Mar 10, 2021 01:19
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Jerry wouldn't admit fault.
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Mar 10, 2021 08:24
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If you just want to Get A PPL Now I would recommend AFIT. Pay them <20 grand, they teach you how to fly and pass your check ride in 2 weeks. That’s how I did it. I’m not a great pilot by any stretch of the imagination, but languishing doing a couple flights a week for several months would not have worked for me.
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Mar 10, 2021 18:15
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Maybe you're just trying to be universally objective and you mean "I'm no Jimmy Doolittle" but "I'm did it this way and I'm not a great pilot" is not really a ringing endorsement. I took over two years to get my license because I have a full time job and covid happened just before my checkride was supposed to happen and everything still worked out fine. I didn't do it in the minimum possible hours but who cares. I like flying and don't regret the extra 30 hours of solo buzzing around with a smile on my face that I had before I got my license. Also just personally I don't think I could handle 5+ hours of training a day for two weeks alongside all the studying. It's physically and mentally exhausting, and being under a time crunch like that would just be ugh and also poo poo happens that you can't do anything about like the weather is bad or the plane is broken. More power to you if you did it but I don't think that's realistic for a lot of people.
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Mar 10, 2021 19:33
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IMO fly twice a week and get it done at your own pace, you’ll learn more and it wont be as stressful or tiring. It might take you a little longer but you will be a better pilot at the other end of it. Accelerated training is like cramming for a test the night before, sure you might pass but you won’t have absorbed the information as well as if you had just taken your time. Don’t ascribe a timeline to your training, that just makes it all the more frustrating when you hit a plateau or aren’t progressing as fast as you think you should be, or need to be if it’s a set timeline with a pilot mill. The most difficult students to work with were almost always the ones that had it set in their minds they were going to do it as quickly as possible and at the minimum required hours. Everyone learns differently. e: also flying is supposed to be fun, and accelerated training is anything but that. e.pilot fucked around with this message at 19:47 on Mar 10, 2021 |
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Mar 10, 2021 19:44
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I definitely recommend doing it a concentrated course, but 2 weeks is stupid...I hope that was an exageration. I did my fixed wing PPL over 18 months, with a couple of breaks, etc, but skill retention is much slower and it probably added 10 hours to the total. I did my helicopter CPL over a 4 month full time course, with 4-6 flying sessions per week, the rest filled out with studying and ground classes. I tested before hitting the required hours. Progression was very obvious and I had very few bad flights, compared to my PPL, where I was trying to remember what I learned 3 weeks ago. The only real downside of doing a concentrated course, is that you may not get that much weather variation. We had 5 weeks of perfect weather leading up to my test, only to have 1000' ceiling, rain and 18g28kts on test day.
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Mar 10, 2021 19:46
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Agreed, you will be mentally exhausted and a lot of the things you learn won't properly enter your long-term memory unless you make a point of reviewing them yourself afterward. It's doable, but I'd think long and hard before committing to a program like that. I would recommend, at most, one lesson per day, five days per week. That's still going to get you done pretty efficiently, without the disadvantages of a super-fast-paced program where it's essentially a full-time job. And e.pilot is right that three to four bookings per week (which, depending on weather will probably mean 2-3 flights on average) is going to be more enjoyable as a training experience. Remember: training is a lot of work, but ultimately it should be something you actually enjoy doing. I enjoyed all my training, indeed sometimes more than I enjoy my actual flying job. PT6A fucked around with this message at 19:51 on Mar 10, 2021 |
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Mar 10, 2021 19:48
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ImplicitAssembler posted:I did my helicopter CPL over a 4 month full time course, with 4-6 flying sessions per week, the rest filled out with studying and ground classes. I tested before hitting the required hours.
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Mar 10, 2021 19:49
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Man I want to get a license but man do I have utterly no reason to do so. Also all the planes I like are apparently death traps so that may be for the best.
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Mar 10, 2021 19:56
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Warbird posted:Man I want to get a license but man do I have utterly no reason to do so. Also all the planes I like are apparently death traps so that may be for the best. All planes are death traps, hth
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Mar 10, 2021 19:57
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Warbird posted:Man I want to get a license but man do I have utterly no reason to do so. Also all the planes I like are apparently death traps so that may be for the best. Do it. I got my license after fifteen years of wanting to do it. I got to fly for one glorious summer before life got in the way and I haven't flown in... six years. Still, absolutely 100% worth it.
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Mar 10, 2021 19:59
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Warbird posted:Man I want to get a license but man do I have utterly no reason to do so. Also all the planes I like are apparently death traps so that may be for the best. well in training at least you won't be flying the death traps. you are only about eight times as likely to die crashing a small cessna as crashing your car, per hour of operation, which makes it almost twice as safe as riding a motorcycle!
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Mar 10, 2021 20:02
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Thanks for the advice in regards to training. I'm not fully comitted to any plan of attack yet. The closest flight school is unfortunately almost one hour away. The one I'll be going to is about 90 minutes away. The trial lesson with briefing and chat afterwards comes about to approximately $180 (converted). It's both the cheapest option as it's across the border where prices are a bit lower; it was also recommended to me by pilot group, but I would like to try out the closer, more expensive options as well. Because the commute is kinda long I'm thinking that if I go for it, I'll probably try to schedule block days. Like going there every other week for a full afternoon or something. On the off-weeks, I'd study at home and do what can be done in simulators (that did in fact help a lot with sail planes). I don't know what they think of that. I was also asked to consider a training vacation in the US or Eastern Europe. That'd enable more affordable pricing and a more intensive training blocks. But with the added cost of accomodation and travel I can't imagine that it'd be cheaper (for a PPL at least).
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Mar 10, 2021 20:24
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I would love to do instrument in one dedicated block, but I'm glad I did PPL over 13-14 months. I suspect instrument is gonna take a while flying once or twice a week if and when the weather is good. Anybody have experience partnering on a plane? (maybe I should post this in the other thread, but there's lots of overlap) I've found a good partner, and we're shopping 180s and older 182s. We're going to go all out with a legal entity and bylaws and a lawyer, even though for now it's just the two of us and we're aligned on what kind of plane we want, and what type of flying we'll be doing over the next 10 or so years.
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Mar 10, 2021 20:40
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e.pilot posted:You were also already a pilot and understood the basic physics of flying, as well as all the regulations and weather and talking on the radios and such, so you could solely focus on the differences of operating a helicopter. That makes a massive difference. Sorta. My PPL had been unused for 15+ years..I had a couple of fixed wing flights beforehand to convert my UK PPL to a Canadian, but that got cut short by Covid. So, sure I could handle an aircraft, had a general idea of airmanship, but regs, radio, etc almost all different or forgotten  .My point remains, though, that a concentrated course will make you learn faster and better and I think is much less frustrating than dragging it out over a couple of years. The downside, however, is that it's often taught by freshly minted CFI's, who's main focus is not on teaching but building hours so they can go fly airliners.
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Mar 10, 2021 20:45
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Warbird posted:apparently death traps so that may be for the best. 
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Mar 10, 2021 20:50
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Mao Zedong Thot posted:Anybody have experience partnering on a plane? (maybe I should post this in the other thread, but there's lots of overlap) I've found a good partner, and we're shopping 180s and older 182s. We're going to go all out with a legal entity and bylaws and a lawyer, even though for now it's just the two of us and we're aligned on what kind of plane we want, and what type of flying we'll be doing over the next 10 or so years. I don't have any advice on partnering, but when I was looking at planes a few years ago 205/6/7s were almost in the price range of a lot of 180/2/5s which seem to have a premium. Might be worth opening your search a little in case a screaming deal comes up.
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Mar 10, 2021 22:58
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SNiPER_Magnum posted:I don't have any advice on partnering, but when I was looking at planes a few years ago 205/6/7s were almost in the price range of a lot of 180/2/5s which seem to have a premium. Might be worth opening your search a little in case a screaming deal comes up. I was looking at similar things... one thing you'll want to consider is difference in operating costs. If you're going to be flying by yourself for fun most of the time, the extra fuel costs from the 206 are going to build up reasonably quickly, and if you're never planning to use the extra capability... it might not be the best choice, even if it's a lot more plane for the money. See also: the plight of the Navajo, a twin that's amazingly cheap to buy for what you get, but impossibly expensive to operate. On the other hand, if the 180/182/185s look like too much of a premium for what you get, and you don't need the extra space in a 206... have you considered a Mooney? I came fairly close to buying one before I realized I'd be back to work and probably not so interested in flying on my days off once the pandemic ends. It seems like a really nice set of compromises.
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Mar 10, 2021 23:43
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Absolutely, always crunch the numbers. It's just that when I did, the numbers were mostly "this could work, it's not out of the budget" and the planes are pretty similar. I was also looking at only 182s, so it was much more comparing like for like, complex HP and no tail wheel endorsement. I was also interested in good radios and avionics, which seemed more prevalent in the bigger planes. I talked to someone else at the time who was also shopping 182s, and their response to a 206 was "yeah, the numbers don't not work." I'm just saying don't rule them out completely. Also note I didn't buy any of the planes I looked at Salami Surgeon fucked around with this message at 00:48 on Mar 11, 2021 |
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Mar 11, 2021 00:43
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I'm really angling for a taildragger, and a 185 seems a bit too big for something I'd be flying with 0 or 1 pax most the time. A 180 seems perfect, but a straight tail 182 would be alright. We talked about 206's but I think it's more plane than we need.PT6A posted:I was looking at similar things... one thing you'll want to consider is difference in operating costs. If you're going to be flying by yourself for fun most of the time, the extra fuel costs from the 206 are going to build up reasonably quickly, and if you're never planning to use the extra capability... it might not be the best choice, even if it's a lot more plane for the money. See also: the plight of the Navajo, a twin that's amazingly cheap to buy for what you get, but impossibly expensive to operate. Yeah, quite a lot of twins are ridiculously cheap -- cheaper than whatever the comparable single is, but boy will you pay for it, both by the hour and at the mechanics. edit edit: I've looked at Mooneys, but I think they're too small, and I don't want to gently caress with retractable gear. Sharp looking plane though. Mao Zedong Thot fucked around with this message at 01:06 on Mar 11, 2021 |
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Mar 11, 2021 01:01
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Mao Zedong Thot posted:I'm really angling for a taildragger, and a 185 seems a bit too big for something I'd be flying with 0 or 1 pax most the time. A 180 seems perfect, but a straight tail 182 would be alright. We talked about 206's but I think it's more plane than we need. A lot of people put the c182, bonanza, and cherokee in the same bucket and just buy whichever is cheapest. I personally like the bonanzas better than any of the others; beech seems to have made a better product. Cessna has better parts availability (not that the others are bad in any way). Piper is Piper, I guess. Not a lot of them come through my neck of the woods. Don't worry about Bonanza gear, btw, it's incredibly stout.
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Mar 11, 2021 01:26
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Yeah Bonanza landing gear is sturdy as gently caress. I have about 1400 hours in a v-tail and I never had a problem with the landing gear. Consider a straight tail though as the ruddervators on the v-tails are skinned with magnesium and are almost impossible to find spares of and nobody makes new ones.
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Mar 11, 2021 01:49
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Bonanzas are great airplanes, but the prices generally reflect that. Not saying that they’re not worth the premium; More airplane more money. There’s also a ton of variation in “Bonanza.”
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Mar 11, 2021 02:10
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A 180/185 fetches a STOL tax, just like the high price on 240SXs. If you won't be putting big tires on whatever you get, and you want four seats, it might be worth watching barnstormers and trade-a-plane for a good Pacer or Bellanca Cruisemaster. The Cruisemaster runs the same O-470 as the early 180/182, cruises quick, and has a good useful load and a fair bit of range. Cruisemasters and Pacers are in the 25k to 35k range in the US. Similarly, a 170 with the right STCs can be a bargain over a 180/185. It's less of a working airplane, but that means fewer of them have been destroyed by Alaska. At the 100k+ that 180s are fetching, I'd also keep an eye on the market for 190/195s too. The maintenance costs will be higher, but what an airplane!
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Mar 11, 2021 02:41
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My issue whenever I consider retractable gear is: insurance and extra maintenance costs. I've flown retractable before, it's not particularly difficult to remember you need to land gear-down nor is it like landing on Faberge eggs, but it's a continuous and recurring cost in regards to maintenance and insurance.
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Mar 11, 2021 04:30
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My potential partner is a doctor, so vtails are out. (I jest).
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Mar 11, 2021 04:56
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I think Cirrus has taken over the job of turning doctors into smoking craters now, or maybe it's just tech-bros.
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Mar 11, 2021 05:20
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| # ? May 25, 2024 06:04 |
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More planes should have gear like the A‐10 that protrudes even when retracted.
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Mar 11, 2021 05:37
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