Any pilots here

[ls99]

Speaking of my favorite flight mode, (wishful thinking nowadays)

Yes, I am drooling.

The actual flight starts at 1 min 40 sec in the clip.

Control of flight done with a handheld remote control.
World's first manned flight with an electric multicopter (HD 720p) - YouTube#!

 

[JPatrick]

Speaking of my favorite flight mode, (wishful thinking nowadays)

Yes, I am drooling.

The actual flight starts at 1 min 40 sec in the clip.

Control of flight done with a handheld remote control.
World's first manned flight with an electric multicopter (HD 720p) - YouTube#!

Well, if it happens to not work out, that baby could cut some serious grass in the inverted position....

 

[ls99]

Look ma, no tracks!

 

[Koolau]

I'll admit to watching a little GA porn in response to this thread. The Cirrus SR22 is a sweet airplane:

Early '70s, I shot my own "video" from the right seat of our plane as one of my partners piloted the aircraft. I documented take off/landing, cornfields - and a SPIN. It is an interesting perspective as I always lost the feeling of motion of the aircraft during a spin. Instead, it appeared that the "world" was spinning in front of the nose. That is exactly what the film looks like as well. When recovering from the spin, you are suddenly "back" in the cockpit feeling 3 - 4 g's as you pull out. Miss those days once in a while.

Here is someone else's take on a spin:

Spin Cessna 172 - YouTube

I need to find that 8mm spool and get it transferred to tape.

 

[Texas Proud]

55% Pitts Challenger - Watch this! - YouTube


Hey...it works...

Go to 2:19 and then watch something that you will not believe...

 

[Avalon]

Hey...it works...

Go to 2:19 and then watch something that you will not believe...

I'm pretty sure I've seen that guy fly before at Bomber field in Monaville. He was flying an Extra at the time and doing tail stands.

Kids are getting darn good at freestyle these days. The end of this vid is one of the crazier things I've seen in a while.

Tucson Aerobatic Shootout 2009 - Todd Bridges One Wing Landing - Presented By Model Airplane News - YouTube

 

[clifp]

That is a beautiful airplane. Anybody that finishes building a Falco has really accomplished something, your dad built a work of art. I'm sure if the airplane market was in better shape this seller would be asking much more for this plane.
Everyone reports that Falcos are sweet fliers, but you've got to avoid letting the airspeed get low.

Thanks Sam, it is almost tempting to buy it back but it is completely impracticable for Hawaii, and even more for a low time pilot like myself.
The panel was particularly gorgeous.

Also important not to run out of altitude...

I believe it is the combo of low airspeed and low altitude, which leads to being S out of luck. One time over the Bad Lands of South Dakota, (almost no signs of humanity as far the eye can see) the engine quit when we accidentally drained one tank. The engine was not restarting quickly, so I was real glad that we had plenty of airspeed and altitude and respectable glide ratio.

 

[Rustward]

55% Pitts Challenger - Watch this! - YouTube


Hey...it works...

Go to 2:19 and then watch something that you will not believe...

This so much reminds me of Jim Leroy and Bulldog.

 

[JPatrick]

Early '70s, I shot my own "video" from the right seat of our plane as one of my partners piloted the aircraft. I documented take off/landing, cornfields - and a SPIN. It is an interesting perspective as I always lost the feeling of motion of the aircraft during a spin. Instead, it appeared that the "world" was spinning in front of the nose. That is exactly what the film looks like as well. When recovering from the spin, you are suddenly "back" in the cockpit feeling 3 - 4 g's as you pull out. Miss those days once in a while.

Here is someone else's take on a spin:

Spin Cessna 172 - YouTube

I need to find that 8mm spool and get it transferred to tape.

Yup, stall warning, left pedal, and before you know it your cheeks (facial) are touching your shoulders..

 

[Koolau]

Yup, stall warning, left pedal, and before you know it your cheeks (facial) are touching your shoulders..

Yeah, if it's the other set of cheeks, you definitely did something wrong!

Speaking of left pedal, I always had to talk myself into doing a right-hand spin as it meant you went "over the top" and lost sight of everything for a split second. I'm sure aerobatic pilots think nothing of such maneuvers, but the first couple of times, it requires a mental adjustment.

 

[clifp]

I am curious when I was learning to fly they conventional wisdom was that pilots got in more trouble practicing spins and spin recovery, then they actually got in day to day flying with stable planes like C152 or C172. The FAA was recommending not teaching spin and spin recovery other than have the instructor demonstrate what it looked like.

My instructor wasn't a big fan of this approach. Is this still the case or has the FAA changed their recommendations now.

 

[Koolau]

I am curious when I was learning to fly they conventional wisdom was that pilots got in more trouble practicing spins and spin recovery, then they actually got in day to day flying with stable planes like C152 or C172. The FAA was recommending not teaching spin and spin recovery other than have the instructor demonstrate what it looked like.

My instructor wasn't a big fan of this approach. Is this still the case or has the FAA changed their recommendations now.

Took my training/check ride in early '70s. By that time, spins and recovery were no longer a requirement. I believe you are right that, due to the stability of "modern" aircraft, it was considered more risk than benefit to learn spins. Still, a 20+ year old kid wants to push the envelope. I actually learned spins after I got my PPC - not during normal training. I actually tried it on my own first, but chickened out. I got an instructor to show me how to do it and was then able to do it with only pink (not white) knuckles.

 

[CalTex]

I owned a real sweet 172 for about 10 years. Sold it about 10 years ago and still miss it. I loved every minute of flying, but it was seriously incompatible with LBYM mode in my case.

 

[samclem]

Is this still the case or has the FAA changed their recommendations now.

There's now no requirement for students to practice spin recovery. You have to be able to describe the steps in spin recovery, but that's not the same (IMO) as doing them. I think students should learn to recover from a standard upright spin, but I'll admit that it's unlikely the typical GA pilot will ever be in a situation where it's useful unless he's practicing acro (in which case spins should >>definitely<< be practiced extensively). I'd guess the place a typical Sunday pilot is most likely to spin is on the turn to final, and there's no recovery technique that will make a difference at 300 feet.

Better that students learn to know when the plane is getting near the stall (control feel, airspeed in the crosscheck, the feel of the buffet, the blaring stall horn (if available).

If I ran the FAA, all new aircraft would have angle of attack (AoA) gauges and they'd be worked in to the fleet over time (maybe through discounts on insurance?). We talk about "stall speed" but (as you know) there's no such thing. Knowing the AoA is the best way to avoid a stall/spin, and virtually no cheap light aircraft have an AoA readout. They are simple and should be common (they are in the military). (The Cub pilots and other "pure" pilots will hate this suggestion!)

 

[dm]

Ive been gone for a couple of weeks, went on a cruise. But I signed up today for lessons, I start December 5 and go Monday, Wednesday, and Fridays to start. Weather permitting of coarse. And I'm going south a few weeks in January, but I'm starting!!!

Now I need to figure out what plane to buy.

 

[Rustward]

Now I need to figure out what plane to buy.

I suggest you ease into a purchase decision slowly after fully researching the costs and accumulating at least a few dozen hours, preferably more.

And take a toothbrush and change of underwear on every cross-country, no matter how short -- helps to fend off get-home-itis when the weather unexpectedly gets bad.

Oh yeah: Have fun!

 

[check6]

Now I need to figure out what plane to buy.

That will come in time once you decide what kind of flying you enjoy. I am kicking the tires myself.

Great start btw. If you can keep that pace you will have your license in no time.

 

[dm]

That will come in time once you decide what kind of flying you enjoy. I am kicking the tires myself.

Great start btw. If you can keep that pace you will have your license in no time.

I have a few more trips planned, but other than that I plan on getting this done by summer. I'm not planning much winter golf and the good thing about being ER is I have plenty of time.

 

[samclem]

I have a few more trips planned, but other than that I plan on getting this done by summer. I'm not planning much winter golf and the good thing about being ER is I have plenty of time.

You and I both live inthe midwest, and the weather is about to get cold. Don't let that stop you--the airplanes fly (and especially climb) just fine when it is cold out. You'll also have sometimes extended periods when the winds are out of limits or the ceilings/viz are not good enough. Luckily, you are retired, so you can fly when the weather gets good, but you might not have much notice. See if your instructor can/is willing to consider going to fly when a favorable weather window pops up. Also, after you get the hang of things, offer to do lessons back-to-back if you think you can make full use of the flight time (you're not too beat up/tired, you've already got your studying done for the next lesson, etc.) This can really speed things up--IF you have an instructor who is hungry for flight time and flexible.

 

[check6]

I have a few more trips planned, but other than that I plan on getting this done by summer. I'm not planning much winter golf and the good thing about being ER is I have plenty of time.

If your completion deadline is summer starting now will be dragging it out too long and will cost more. Ideally you want to block out month or more so you can fly three or more times a week. I would consider delaying your training until you can set up a tighter syllabus. You do have a syllabus right? Carrying it to the extreme, I always planned on having no life for a month for every upgrade I did with the airlines.

My brother started his flight program in Wash DC but ended up completing it in AZ due to better training consistency because of wx, a/c and instructor availability.

 

[dm]

You and I both live inthe midwest, and the weather is about to get cold. Don't let that stop you--the airplanes fly (and especially climb) just fine when it is cold out. You'll also have sometimes extended periods when the winds are out of limits or the ceilings/viz are not good enough. Luckily, you are retired, so you can fly when the weather gets good, but you might not have much notice. See if your instructor can/is willing to consider going to fly when a favorable weather window pops up. Also, after you get the hang of things, offer to do lessons back-to-back if you think you can make full use of the flight time (you're not too beat up/tired, you've already got your studying done for the next lesson, etc.) This can really speed things up--IF you have an instructor who is hungry for flight time and flexible.

Ive talked with a couple of instructors and the one Im going with is probably not that hungry for flight time. He was showing me his collection of vintage airplanes today, he had 4 or 5 inside and I don't know how many outside. He restores them. He said he still enjoyed flying them all and he will be turning 77 soon. He started his buisness in 1966. I feel like he has been giving me some good advise and said I should be done in the spring. He has other instructors there but Im going with him. I don't think he is the ER type, he seams to really enjoy his work.

 

[dm]

If your completion deadline is summer starting now will be dragging it out too long and will cost more. Ideally you want to block out month or more so you can fly three or more times a week. I would consider delaying your training until you can set up a tighter syllabus. You do have a syllabus right? Carrying it to the extreme, I always planned on having no life for a month for every upgrade I did with the airlines.

My brother started his flight program in Wash DC but ended up completing it in AZ due to better training consistency because of wx, a/c and instructor availability.

I was going to wait till I got back from my trip in January, I'll be gone from the 1st, till about the 15th, but I'm eager to start. I'm just going to Florida for a few weeks to relax, I figure I may study up a bit while I'm down there. I am starting out with the three times a week, I'll let the working guys have the weekends. After I get past some of the duals we can look at the schedule. The instuctor mentioned a syllabus, I really am new to this, the instructor actually said I should be done by spring. I'm going to get my physical out of the way now and see how it goes.

I'll probably pick up a few books for now and get ready as I start on Dec. 5th.

 

[samclem]

I'm going to get my physical out of the way now and see how it goes.

Assuming you won't be going on to be a commercial pilot, you'll want a Class 3 physical, not a Class 1 or 2. You don't want to give the medical examiner any reason to go digging around any more than necessary.

Some instructors require their students to pass the FAA knowledge test (AKA "written test") before they are allowed to solo. In any event, it's best to get it done early so it doesn't impede your progress in your flight training. And, because the FAA is about to change the test. You'll be happier to get that done quickly.

 

[dm]

Assuming you won't be going on to be a commercial pilot, you'll want a Class 3 physical, not a Class 1 or 2. You don't want to give the medical examiner any reason to go digging around any more than necessary.

Some instructors require their students to pass the FAA knowledge test (AKA "written test") before they are allowed to solo. In any event, it's best to get it done early so it doesn't impede your progress in your flight training. And, because the FAA is about to change the test. You'll be happier to get that done quickly.[/QUOTE

Yes, the Class 3 physical is what I need. Any idea on when the FAA is planning on changing the test? He didn't mention that he required me to pass the written test before I solo. He did mention that I have several options on studying for it. They have a night school, or I could just use various books or DVD's or computer programs available. And they would help with any questions I have. Any suggestions there?

 

[samclem]

Any idea on when the FAA is planning on changing the test?

Nope, I don't think they announce it in advance. In the cases of several previous knowledge tests, students found out when they showed up and saw 80% of the questions were ones that they'd never seen before. Here's the thing: Every question on the present Private Pilot knowledge test is already contained in study materials you can buy. As I mentioned previously, if you wait and they expand the question bank 500%, you'll have much more studying to do.

He didn't mention that he required me to pass the written test before I solo. He did mention that I have several options on studying for it. They have a night school, or I could just use various books or DVD's or computer programs available. And they would help with any questions I have. Any suggestions there?

I took a class through my local community college (10 weeks), but you could do it in MUCH less time. You really need to do more than pass the test, to be safe in the air you need to know the rules, principles and material. If I were in your boots and wanted t do this painlessly and at reasonable cost, I'd check into the cost and schedule of the ground school course offered by your FBO. Having a live instructor can be handy, but it's typically the most expensive way to do this. You don't absolutely need one if you are motivated and can learn well on your own.
1) Check out some of the good ground school textbooks from your library and use them as the basis of your study plan. The Jeppeson textbooks are good (if expensive).
2) Buy reprints of two FAA books: "Airplane Flying Handbook" and "Pilots Handbook of Aeronautical Knowledge." They aren't exciting, but they do have lots of color illustrations and are cheap. Use these to amplify and explain any info that's unclear from your textbook.
3) Buy a copy of the 2012 FAR/AIM manual. This has every reg that you'll care about and will be a reference you'll need throughout your training.
4) Get the latest copy of ASA's Private Pilot Written Test Preparation Manual. You can get by with just the book (every possible question is there), but I bought the CD-ROM with the questions and found it worthwhile (you can make handy practice tests and re-drill yourself on questions you missed). The book is about $16, but the book and CD are about $40. ( Private Pilot Prepware (CD-ROM - ASA) - Sporty's Pilot Shop )

There are also complete online courses that bundle all this stuff together, teaching you the concepts and footstomping the questions on the FAA written test as you go. I've never used these and can't comment on them. I do know that some FBOs lean heavily on them for their "ground school": You show up with the other students, they pop in the DVD, you watch it for an hour, the instructor comes in and asks if there are questions.