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fordan posted:I'm not sure I would be jumping off the back of a WSC trike without the pilot killing the engine first. Well, I personally wouldn't choose to jump, but if I was going to, I'd prefer to eliminate the risk that my big billowy wing suit wouldn't catch and toss me back into the spinning pusher prop. They seem like fun. Dual is hilariously expensive for some reason though.
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Sep 22, 2014 19:40
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| # ¿ Apr 27, 2024 07:42 |
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I never saw this particular marking described in the AIM
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Sep 25, 2014 01:01
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There was a mid-air collision back home this morning. News is sparse so far but apparently one of the planes was a young eagles flight; pilot and child are dead. The other plane was apparently a Searay amphibian. edit: C172 crashed with 2 fatalities including a young boy; the Searay landed hard but pilot and 9 year old girl will be ok. sleepy gary fucked around with this message at 19:10 on Sep 27, 2014 |
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Sep 27, 2014 18:47
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Tide posted:Thank you! Easily fixed.
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Sep 29, 2014 04:47
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tenaciousvigilance posted:Hey there - was a lurker of this thread for a while; used it to get a kickstart on my aviation education and have been dutifully flying since April w/over 70 hours. I just needed to do my solo cross country, night training and some under the hood work and I'd be ready for my check ride. Hello. We probably know a lot of the same people, and we certainly know a lot of the same airports. I soloed at KIAG and I know some of the people at the WNYFC which is who I am assuming you're training with. Most of my flying has been out of 0G0 (formerly; that place is very unfortunately beyond usefulness now and should be notam'd closed), 9G3 and 9G5 (I have a 172 there now!). I don't blame you for being shaken. I was a bit shaken by the news, myself, despite the fact that I wasn't there and have nothing invested in the situation emotionally or physically. It's lovely when this happens, especially when kids are involved, and double especially when it's a young eagles event. Take a short break from flying if you want to. You don't have to make any big decisions right away. The accident was just a few days ago. It has been a bad year for GA in the WNY area. There have been at least 6 crashes, 2 of which fatal, just that I can recall off the top of my head. This may not be therapeutic for you (in fact it could be the opposite, but it works for me) but maybe spend some time reading NTSB accident reports and AOPA's "Never Again" series (or whatever it's called). The NTSB reports are dry and straight to the point, and you can learn from them some common mistakes that cost people their lives. Never Again is usually about pilots who survived some ordeal and they often also make common GA mistakes. VFR into IMC is a very common way to kill yourself in GA. Mid-air collisions are pretty rare. It's almost always pilot error, and almost always something that is so simple, at least in hindsight. Don't be afraid of the radios, or of ATC. VFR flight following is a nice way to get some extra eyes on your situation. KBUF approach are all really nice guys! Don't stop using checklists because you've done it a thousand times and you know an airplane really well. Don't relax your visual scan when flying under VFR -- separation is still your responsibility. Simple stuff, but a lot of the older guys I know refuse to talk on the radio, even CTAF for position reporting. I've heard plenty of stories of guys flying in IMC when they're not rated for it. The guy who crashed and died at 9G5 this summer most likely didn't set his trim for take-off (checklist item!). There are lots of ways to significantly reduce your risk when you fly, just like you do when you drive (seatbelts, turn signals, checking blind spots, safe following distance, etc). Anyways, just relax for a bit. Don't pressure yourself. If you want to talk privately, buy yourself platinum and send a PM anytime.
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Sep 29, 2014 19:03
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tenaciousvigilance posted:What do you guys think about buying something like this? http://www.sportys.com/pilotshop/product/9194 I got to play with one for a few flights. It doesn't work very well, and is not comprehensive.
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Sep 30, 2014 02:18
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Used Sunlight sales posted:Student pilot checking in. As of today I have 22.9 hours in my book. 5-point harness in a 150? Is it an aerobat? edit: No, it's not. Missed that you specified the model, sorry. My 172 only has lap belts :P
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Oct 2, 2014 05:38
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Tide posted:Out of curiosity, how long after getting your PPL did anyone wait before taking someone up with you? I am pretty sure it was the same day for me, but I'd have to check my logbook to be sure. First passenger was my Dad. He made me promise he could be the first passenger I take when I told him I started lessons  .
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Oct 6, 2014 23:07
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Used Sunlight sales posted:Sometimes you just don't click with an instructor. You don't have to rationalize basic truths 
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Oct 8, 2014 04:48
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Jon Von Anchovi posted:I'm in Australia so take the below with a grain of salt - I was just interested to see how different requirements are. You do not need that permit for (US) domestic airband usage. edit: it's right on the page you linked: NOT needed for Aircraft stations which operate only on VHF frequencies and do not make foreign flights. Aircraft radar sets, radio altimeters, transponders or other aircraft automatic radionavigation transmitters.
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Oct 9, 2014 04:24
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Bob A Feet posted:I turned on the auto pilot and sat there for half an hour Man, how awful that must have been, to sit in a machine held by its own power stationary in the sky like some kind of a wizard king for half an hour.
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Dec 17, 2014 16:18
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I really want an inflatable Otto to stick in the plane when I'm parked at fly-ins or whatever.
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Dec 23, 2014 00:18
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He had soooooooooo much room to abort after settling the first time.
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Dec 29, 2014 19:15
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Kilonum posted:Have any of you professional pilots tried job hunting in Asia? Too soon.
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Dec 31, 2014 04:06
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sleepy gary fucked around with this message at 12:17 on Jan 5, 2015 |
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Dec 31, 2014 12:33
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I've never heard of this before.
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Jan 4, 2015 15:27
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I really want to hear more about the WO program, personally. I had never heard of it and it sounds interesting. I already aged out for Navy pilot school. What are the odds of getting in and actually becoming a pilot? If I understand correctly, the obligation would be 6 years of service. What is actually involved with getting in, and what is the training and duty like? The army's documentation of the program kind of sucks.
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Jan 5, 2015 00:35
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Captain Apollo posted:and a (almost) PHD! What field?
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Jan 5, 2015 04:19
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Rekinom posted:I'm going to regret interrupting this circlejerk, but... You make it sound like a sure thing, which is pretty far from the truth. According to this guy, for example, only 10% of applicants will even make it to the first interview: http://www.wantscheck.com/PilotSlotResources/ANGPilotSlot/tabid/63/Default.aspx It's also apparently extremely advantageous to come in with flight experience already, which cuts into your training value proposition significantly. All that said, it is definitely something to consider (and another of these paths to flight I had never heard of until recently in this thread). Unfortunately, like naval pilot school, I'm aged out for UPT.
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Jan 5, 2015 11:20
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If you are replying to me, you are taking extreme license in how you interpreted my post.
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Jan 5, 2015 11:59
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Animal posted:I am more interested in finding out the process of becoming a WO, there doesn't seem to be enough information out there on how to go about doing it, what they want, and if being a pilot already will help or hurt. I will probably get in touch with a recruiter but you know how full of poo poo they can be. It needs to happen soon though cause I turn 33 in June. Same here. I couldn't find much in the way of real details.
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Jan 5, 2015 14:35
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Butt Reactor posted:Am I going to need to worry about eAPIS at all? I just need a passport and possibly the FCC radio license right? You need the FCC restricted radiotelephone operator license, the airplane itself needs an FCC station license, the airplane needs a valid 2015 customs decal, and you need to file with eapis for the US side and can-pass for the Canadian side. edit: and your passport, FAA pilot cert, and medical.
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Jan 6, 2015 06:11
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Butt Reactor posted:Oh good. I sincerely hope this guy I'm flying with tomorrow has some of this in order since I have no clue how to handle eAPIS...isn't that what dispatchers are for? eAPIS really sucks. Also remember you have to land at an international airport on the way back. And you have to tell them your arrival time in a 15 minute (iirc) window. He will need your passport info to file. Can-Pass is easier to deal with but still one more thing to worry about. Just make sure he files everything and verify that he has a 2015 customs decal. They look like this:  But it should be a 5 for 2015 They definitely checked mine out when I arrived back in the country. They also checked my plane for radioactive substances and looked at our donuts (but didn't want any).
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Jan 6, 2015 06:22
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Here's a cool video. https://www.youtube.com/watch?v=lP35ULU6IcQ
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Jan 19, 2015 21:55
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CBJSprague24 posted:I took off as a passenger on a Delta 757 on Reagan's Runway 33 (5204 ft) once because of strong winds making Runway 1 unusable. I think being a GA pilot has some disadvantages when flying commercially. I tend to be a little bit too aware of what is going on with the airplane and I get concerned about things like (what I perceive to be) low airspeed and high angle of attack (3407 was in my neck of the woods) for example. Recently I was on a flight departing Catania, Italy and we took off to the east, putting us over the sea almost immediately. We were at maybe 1500 or 2000 feet when the engines were suddenly throttled back alarmingly low, and you could feel the deceleration resulting from the change. At the same time the plane banked hard to the left and was no longer climbing. I've never in my life thought something was wrong with a plane on takeoff but that time I really did. I thought we were making the impossible 180, and it looked like we'd be making a water landing for sure. But we just sort of held our altitude for a little while, the turn leveling out on a northerly track, and eventually the engines throttled back up and the flight progressed like any other. I am still not sure what that was about, but I am guessing it is some sort of very aggressive noise abatement routine.
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Jan 31, 2015 18:06
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I don't think it had anything to do with Sigonella given the geography involved (taking off from Catania Fontanarossa eastward over the sea and then turning left towards the north and Milan). Sigonella is southwest of Catania Fontanarossa.
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Jan 31, 2015 18:53
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Arcella posted:This is on my GA bucket list. Same here. Courcheval would be awesome too but that's a lot less likely for me.
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Feb 2, 2015 04:48
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MJP posted:Has anyone gotten their PPL in northern NJ within the last couple of years? I've saved up enough that so long as my company meets performance goals and I get my bonus, I can finally start lessons - I'm just trying to get solid handles on total costs incurred to make sure I'll be in the right spot. There's no solid total cost. $8k-$14k is a reasonable range to assume, all in (including books, modest set of gear, and the written exam + checkride and medical).
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Feb 4, 2015 20:45
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The pilot is a hero though because his hand was still on the stick when they found his mangled body.
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Feb 7, 2015 19:40
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hjp766 posted:Morning or whatever it is... Are cockpit doors soundproof and insulated from airflow generally? If someone was having a loud freakout in first class, would you be able to hear it if you took off your headset? How do you contact the flight attendants? As a percentage, how much higher would your fuel burn be if you were flying at 10,000-14,000 feet and at cruise power, compared to flying in the normal flight levels?
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Feb 9, 2015 11:53
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MrYenko posted:Uncommanded engine shutdown, leading to unscheduled off-airport arrival. fixed
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Mar 7, 2015 06:53
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MrChips posted:Here's a garbagey little trick to flying DME arcs; once you establish on the arc, fly to keep the DME's speed readout at zero knots. Perfectly smooth DME arcs every time. Why is that a garbagey trick? That seems like a completely logical and foolproof way to fly an arc around a point. I'm not instrument rated so I don't know what is "proper" in this case.
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Mar 21, 2015 20:31
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hobbesmaster posted:All of this in response to an incident in which the captain, not the FO, was too busy talking to the FO about cold remedies to fly the drat plane. Well, they also actively fought against the plane's best efforts to keep them out of a stall, stalled, and nosedived into a house.
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Mar 23, 2015 22:20
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PT6A posted:How is requiring more experience going to help that? Stall prevention and recovery is already something that every pilot has practiced prior to their first solo, and then been tested on (presumably) at every level thereafter. We're not talking about situations that require vast amounts of experience, judgement and airmanship, but things that any pilot should know regardless of hours. I was only saying that those two were a particular kind of special. I don't agree with the new regulations either.
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Mar 23, 2015 23:48
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8 minute 3400 fpm descent with no radio contact before the crash.
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Mar 25, 2015 00:34
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PT6A posted:The fact is we just don't know. Maybe something incapacitated both people on the flight deck, either by accident or on purpose -- not outside the realm of possibility. Don't you think that a 2nd crewmember to enter the cockpit would say hello or something?
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Mar 26, 2015 01:47
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Does anyone have enough familiarity with the A320 cockpit to say whether a passed out person in the right seat could physically slump onto the stick or other controls in such a way to initiate a very stable 3,400 foot per minute descent? edit: I think the odds are slightly in favor of this being intentional, given what we know at the moment. That the co-pilot was suicidal/homicidal and waited for an opportunity which happened to present itself on this flight is a simple explanation. That the co-pilot passed out during the brief time the captain was out of the cockpit, and then somehow his body initiated a stable 8-minute descent into terrain seems more complicated and less likely. I wish I could work on investigations like these. sleepy gary fucked around with this message at 02:27 on Mar 26, 2015 |
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Mar 26, 2015 02:16
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Lockmart Lawndart posted:If you are hell bent on suicide, why not just nose dive straight into the ground? Granted, its an airbus so HAL is flying but it seems like there should be a faster way to kill yourself, especially with someone beating on the door. Of course a Mr. Lawndart would advocate this method.
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Mar 26, 2015 04:40
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The Slaughter posted:That's a huge conclusion to jump to, though. I don't think we know that at all based on what's known so far. This is mostly speculation; nobody is making statements of facts pertaining to the recent crash. Everyone understands we don't have much information yet.
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Mar 26, 2015 05:42
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| # ¿ Apr 27, 2024 07:42 |
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Germanwings Co-Pilot Deliberately Crashed Airbus Jet, French Prosecutor Says Who could have seen that coming!?
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Mar 26, 2015 13:18
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