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Guys! I passed my DA-50 type ride today. I was being monitored by the FAA in the back of the sim, so I was antsy as all hell. He told me I did a great job! Hey OP, can a dude get DA-50 added to the list?!  Nothing beats that new type feeling.
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Jun 29, 2018 18:32
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Wait the DA-50 requires a type?
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Jun 29, 2018 18:33
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This kind does  
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Jun 29, 2018 18:39
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Ah that makes more sense
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Jun 29, 2018 18:40
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Rolo posted:Guys! Congrats! Freaking French airplanes. lol
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Jun 29, 2018 20:35
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Poise posted:Whoah I haven't been on SA much in the past few years but if u guys wanna update my info in the intro I've since gotten my ATP as well as graduated from the Navy's Test Pilot School. I can't believe this thread is still here. Updated
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Jun 29, 2018 20:39
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AWSEFT posted:Congrats! Freaking French airplanes. lol The memory items and checklists are insane. Max brake energy is 10,841,169 kJ. Vmca is 82.5 knots.
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Jun 29, 2018 20:44
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Rolo posted:The memory items and checklists are insane. Is max brake energy ever required anywhere in the procedures?
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Jun 29, 2018 20:55
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hobbesmaster posted:Is max brake energy ever required anywhere in the procedures? It never comes up and there’s absolutely no way to monitor or measure it, no.
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Jun 29, 2018 21:42
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Is memorizing the brake energy a Dassault requirement, or something from the operator? Every takeoff and landing performance chart I'm familiar with uses a combination of temperature, weight, and altitude to automatically stay within the brake energy limits, so I'm really struggling to figure out what possible use there is for memorizing that number. It kind of reminds me of one of the questions on the old ATP written exam, which was basically a word problem that assumes pilots are going to pull a calculator out and do a bunch of math in the middle of an aborted landing after touching down.
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Jun 29, 2018 21:51
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Yeah so there’s a basic performance chart to calculate a speed that you can’t exceed while using the brakes but Dassault apparently wants you to know what that specific energy is, because whatever. My examiner made a joke that you can gauge it by grabbing it and your hand melting vs bursting into flames.
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Jun 30, 2018 01:22
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Rolo posted:The memory items and checklists are insane. My buddy at the taxi cab yellow Airbus operator makes them memorize all sorts of t/o and landing weights by serial number. You have to think like an Airbus to get it to do what you want. AWSEFT fucked around with this message at 02:59 on Mar 20, 2019 |
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Jun 30, 2018 15:37
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AWSEFT posted:you have to think like an Airbus to get it to do what you want. F/CTL ALTN LAW (PROT LOST) -ADD COFFEE
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Jun 30, 2018 16:34
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ALTN LAW. Also know as "almost flys like a normal plane now."
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Jun 30, 2018 20:23
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KodiakRS posted:ALTN LAW. Also know as "almost flys like a normal plane now." Just fly a 737. A man's airplane! AWSEFT fucked around with this message at 02:59 on Mar 20, 2019 |
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Jul 1, 2018 23:54
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AWSEFT posted:Til the gear come down, it goes into Direct Law, and it REALLY becomes a normal airplane and you have to remember how to trim again. What is this "trim" you speak of? Have been flying the 7X for eight years.
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Jul 2, 2018 07:26
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ausgezeichnet posted:What is this "trim" you speak of? AWSEFT fucked around with this message at 02:58 on Mar 20, 2019 |
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Jul 2, 2018 16:12
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AWSEFT posted:I dunno. I've only read of its existence in the manual. I'm sure its somewhere up there. Maybe on the floor? The actual manual trim switches (which only get used when the aircraft is in direct laws) are on the pedestal right where they get accidentally activated by poo poo placed on top of them after dumb shits are told not to put poo poo there because they’ll activate the manual trim and gently caress up auto trimming of the elevator. Yeah, this happens pretty frequently because the frog engineers designed the manual trim paddles to protrude about 1/8th of an inch (5mm to frog engineers) above the surrounding panel. After the electrically-related trim runaway that grounded the whole fleet back in 2010, the FE’s added a Trim Emergency switch to the Emergency Box in the pedestal. This box houses the “no poo poo, don’t touch these unless directed by the checklist” switches and the mechanic gotcha switch (RAT Auto Inhibit) which when left activated will utterly and completely gently caress up initialization of the aircraft - requiring a complete reboot if missed on the preflight by hapless pilots. The Trim Emergency switch allows you to force the release of auto trimming and activate manual trim while still in Normal Law. It’s a BandAid approach to the runaway trim issue, but you can bet your rear end I can find the switch and get it activated in about .3 seconds without looking.
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Jul 3, 2018 06:55
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The new bravo airspace going into effect around SFO on August 16th is...uh...something. Now:  New:  (there have been a few changes to the actual layout since that graphic was drawn, apparently...notably the floor has been raised a bit on the peninsula southeast of the airport to make it easier for traffic from KSQL and KPAO. But that's pretty close to what's going into effect next month). Initially I was like  but the more I look at it the more it looks like a general improvement for VFR traffic. The usual training areas are opened up a bit and the SFO airways are a little tighter. I like that they've aligned some of the borders with roadways and other landmarks where possible. It seems like it might be more complicated than the old concentric-circles layout for planes without GPS to fly in, but I suppose that just means you have to plan your flight that much more precisely. Maybe someone who flies commercially can give their opinions on what it'll mean for the airliner traffic because I have no idea. Not sure what it'll mean for the class C around SJC and OAK, either.It sure looks like a mess though e: it's also a little easier to do the sneaky under-the-radar bay tour now, too Sagebrush fucked around with this message at 09:15 on Jul 4, 2018 |
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Jul 4, 2018 09:08
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I fly 121, what’s airspace?
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Jul 4, 2018 10:46
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e.pilot posted:I fly 121, what’s airspace? This. The only time I really care about airspace is if we're departing in class C or D airspace because the 200 knot limit is a little too slow if we're heavy and clean.
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Jul 4, 2018 16:39
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Don't forget the 200 below B
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Jul 4, 2018 16:54
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I fly into SJC pretty often from the north, and it looks like the changes might help a bit with keeping us inside the Bravo (so we don't have to slow to 200) when approach sends us west of the bay before cutting us back east towards SJC. As far as departing SJC, it probably won't change too much, since they'll still need to use the LOUPE 4 (which takes traffic off the 30's and immediately swings it southeast to climb) until departures are high enough to avoid conflicts with SFO and OAK.
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Jul 5, 2018 00:23
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How superficial am I for wanting to train in the Archer instead of the 172 because the Archer has a proper throttle lever? (And not because it’s  cheaper)
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Jul 5, 2018 01:56
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Meh, whichever floats your boat.
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Jul 5, 2018 01:58
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dupersaurus posted:How superficial am I for wanting to train in the Archer instead of the 172 because the Archer has a proper throttle lever? (And not because it’s I have a new lady pilot friend training in both and honestly can't pick a favorite. Your mileage may vary.
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Jul 5, 2018 01:59
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dupersaurus posted:How superficial am I for wanting to train in the Archer instead of the 172 because the Archer has a proper throttle lever? (And not because it’s I own a Cherokee with a "proper" throttle quadrant. It sucks compared to a typical throttle and mixture knob. Leaning the mixture consists of making a very large movement and then doing your actual leaning in the 1/4" of travel that actually has an effect before hitting idle cutoff. On a normal mixture you would be rotating the knob and making use of the vernier fine tuning, this is not possible on a lever. Most of the time I hold the throttle by the base of the lever with my hand on the base to avoid inadvertent movement due to turbulence.
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Jul 5, 2018 02:13
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helno posted:
Are we the same person? Also 172s suck. Cherokees are such sweet little airplanes.
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Jul 5, 2018 02:21
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I mean, I guess the real deciding factor is that the 172 is glass and the Archer is analog, which is probably better for learning in. Students probably can’t pick out any real differences between the planes (other than those levers feel cool)
dupersaurus fucked around with this message at 02:28 on Jul 5, 2018 |
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Jul 5, 2018 02:26
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It may be because it's how I learned, but I'm of the opinion that learning on a "six pack" airplane is preferable (at least initially) to a glass cockpit, since glass can be a bit of "information overload" at first, and my experience as a flight instructor was that it's generally easier to make the transition from analog instruments (where your scan has to move around a fair bit of the panel) to glass (where the scan is much simpler) than the other way around.
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Jul 5, 2018 02:56
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I say you should learn in what you want to learn in. You're paying for it, after all. I chose to train in an old 152 instead of the flight school's glass-cockpit 172s that they like to show off because I heard that the 152 (being lighter and a little more susceptible to crosswinds) is better for learning stick and rudder skills, and because I also thought I'd rather learn on the analog instruments. It's cheaper, too, and as a side bonus they're rarely all booked because everyone else is on the 172s. I don't regret it one bit.
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Jul 5, 2018 03:16
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dupersaurus posted:How superficial am I for wanting to train in the Archer instead of the 172 because the Archer has a proper throttle lever? (And not because it’s Fly whatever’s cheaper.
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Jul 5, 2018 04:07
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First week of instructing went pretty well, but so far I'm noticing a trend: flying with students or doing intro flights is good. Flying with older guys who haven't flown in years and aren't particularly committed to actually getting back to PPL standard is frightening, because they regard things like "having equipment," "using checklists*" and "staying moderately on the centreline while taxiing and taking off" to be unnecessary frivolities. I, uh, have some new theories about the Killing Zone. * To be fair, they usually recognize the checklist as an object of some importance, but do not seem overly committed to actually completing everything in order and communicating what they're doing as they're doing it.
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Jul 5, 2018 14:42
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Boeing just bought an 80% stake in Embraer.
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Jul 5, 2018 15:39
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PT6A posted:I, uh, have some new theories about the Killing Zone. "It's worked ok for me this long, why change now?" is a very dangerous mentality, absolutely. Especially when, as you say, they're coming back from a hiatus and probably are forgetting/skipping things that they wouldn't have previously.
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Jul 5, 2018 15:43
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shame on an IGA posted:Boeing just bought an 80% stake in Embraer. Holy poo poo. More things Boeing didn't design to put in Boeing commercials!
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Jul 5, 2018 15:57
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PT6A posted:First week of instructing went pretty well, but so far I'm noticing a trend: flying with students or doing intro flights is good. Flying with older guys who haven't flown in years and aren't particularly committed to actually getting back to PPL standard is frightening, because they regard things like "having equipment," "using checklists*" and "staying moderately on the centreline while taxiing and taking off" to be unnecessary frivolities. I, uh, have some new theories about the Killing Zone. Rusty pilots are literally the worst because they “already know” what they’re doing. Most likely they learned to fly at some podunk grass strip in the 60s/70s, never flew anywhere other than to different podunk grass strips, and have now decided to knock the rust off at a busy towered airport.
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Jul 5, 2018 19:45
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e.pilot posted:Rusty pilots are literally the worst because they “already know” what they’re doing. I assume if they'd learned to fly on grass strips they'd be less poo poo at making an acceptable landing, actually 
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Jul 5, 2018 22:10
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PT6A posted:I assume if they'd learned to fly on grass strips they'd be less poo poo at making an acceptable landing, actually I wish.
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Jul 5, 2018 22:14
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My instructor said that he once did a rental checkout for a guy who had learned to fly somewhere in the Florida panhandle decades ago. He said he's never been more terrified to be in a plane than flying with that guy. Not only did he apparently have terrible flying skills, couldn't hold a stabilized approach if his life depended on it, etc., but he completely froze up the first time he had to call for an airspace transition, which threw him off badly enough that he was unable to handle any of the calls for the rest of the flight. Apparently the airspace down in the Florida swamps is a leeetle less complicated than that over the Bay Area. (he did not sign the guy off)
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Jul 6, 2018 00:55
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