@JayCarr flight training device. ground based sim with or without visuals, with a realistic panel and avionics modeled after a specific airplane. non-motion. with an instructor station.
that is the model we had where I instructed. Frasca 142.
(that isn't a picture of ours, I just image searched for one)
I wonder how much it costs to get those 100 hours (including instruction and all) and if there might be any reason to get a CPL if you didn't plane on becoming a commercial pilot eventually.
unless you have a goal to fly professionally, the only motivation to get a CPL might be reduced insurance premiums
and there is no time limit to get all that time. only a few hours need to be recent
so you could spend a couple years getting that time doing whatever you wanted to be doing, then when you get the numbers find a CFI, practice for the ride, learn the commercial maneuvers and take the checkride.
commercial checkride is pretty similar to the private checkride
just less tolerance to screw up, more precision in your flying and a bunch of commercial questions on the oral.
and you need to take at least part of it in a complex airplane
to demonstrate you know what the blue lever does and you can remember to put the gear down before you land
That doesn't sound too bad, given enough time. At least it would make it so I could have friends cover the costs for places they want to fly to (without me having to put any money towards it. Fair trade, my skills for the travel expenses.)
@JayCarr As with everything else in FAA-land, it's not quite that simple... you'd need commercial insurance, and have to be very careful to not be holding out.
A pilot with a new commercial certificate is excited at the new world of getting-paid-to-fly they have opened up. That is, until their instructor or good friend reminds them of 14 CFR 119 and the grey line that separates operations that do or do not require an operating certificate.
It is cut a...
I was figuring my insurance company would care. I mean, if I have a plane but don't intend to use it for commercial purposes I'm supposing that having a CPL won't make any difference to my insurance rates. But if I do want to use it for any sort of commercial purpose, I'd have to have it insured that way, right?
@JayCarr As I understand it, some insurers will reduce your rates when you get your commercial rating, because you've demonstrated a higher level of proficiency.
Although I've also heard that the effect on rates is much higher when you get your instrument rating than when you get your CPL.
And you're basically right - you'd need your airplane insured for the mission, lest the insurance company refuse to pay out if there's a claim.
@JayCarr the instrument rating is the biggest game changer.
access to the IFR system, not having to resort to scud running, less pressure for get-there-itis. Also introduces different problems though -- ice in clouds, thunderstorms still need to be avoided, weather can still ground you.
but if you live in a place where you have a lot strato-cu overcast deck half of the year, an IR is the difference between not flying and finding out that layer is only a few hundred feet thick and there is sunny blue sky on the other side.
@JayCarr -- the main underlying issue with that Jeep issue (CAN lets anyone pretend to be anyone else) isn't a problem on FBW airplanes -- AFDX switches will give any box that tries such hijinks the cold shoulder
@casey -- on the topic of icing, how much ice would it take to overwhelm a "hot leading edge" a/ice system, for instance the EMB-135's?
Jeb finally arrives to AirVenture 2015 and he joins Jack and Dave for the spicy festivities at Camp Bacon. They chat about the restored Mosquito, the Spitfire, and other activities from Day Two of the fly-in. All this and more on the Uncontrolled Airspace General Aviation Podcast. Recorded July 21, 2015.
@Shalvenay A lot of this depends on how old the dragon is & how they want to fly (a dragon born after 1957 would need to have appropriate anti-collison lights, and if it wants to fly at night it would need position/nav lights)
There's a question on the stack right now about how to properly use the Boeing 707. Granted, the pilot is doing this in a home simulator, but the questions is still about operating an aircraft. If it were a real airplane, I don't think anyone would question if it should be on our stack.
This g...
As you make a turn, an airplane does not naturally straighten itself out (like a car does to some extent). Are ailerons engineered to stay in whatever position they are placed, or is this simply a byproduct of aerodynamics?
None of the answers even mention "yoke", and especially Peter's answer seems to contradict what the title suggests. So I'm not really sure what the answer to this question is supposed to be.
@JayCarr Meh, next time I go up I'll just fling the yoke over and see how long it takes to center (or at what point my passenger starts screaming and clawing at the door)
@voretaq7 There we go, psuedoscience, I like it! Make sure you report back on how many rolls you do before it centers itself (or you hit the ground, which ever comes first).
@voretaq7 Hmm, I haven't paid attention to that either, I'm more occupied with making sure I'm holding it down cause the darn thing just always wants to fly level :P
A pilot with a new commercial certificate is excited at the new world of getting-paid-to-fly they have opened up. That is, until their instructor or good friend reminds them of 14 CFR 119 and the grey line that separates operations that do or do not require an operating certificate.
It is cut a...
There's a question on the stack right now about how to properly use the Boeing 707. Granted, the pilot is doing this in a home simulator, but the questions is still about operating an aircraft. If it were a real airplane, I don't think anyone would question if it should be on our stack.
This g...
As you make a turn, an airplane does not naturally straighten itself out (like a car does to some extent). Are ailerons engineered to stay in whatever position they are placed, or is this simply a byproduct of aerodynamics?
The Hangar
The Hangar