http://forums.flyingmag.com Flying Magazine Forums - discuss piloting, flying, training and equipment en Sat, 21 Nov 2009 01:30:16 GMT vBulletin 60 http://forums.flyingmag.com/images/misc/rss.jpg http://forums.flyingmag.com http://forums.flyingmag.com/showthread.php?t=968&goto=newpost Sun, 07 Feb 2106 06:28:15 GMT I would start by getting the check out in the Skylane so you can enjoy the use of it. It shouldn't take long--5 to 10 hours--and then work on the IFR, which will take much longer. Good luck. ]]> Training Skywriter http://forums.flyingmag.com/showthread.php?t=968 http://forums.flyingmag.com/showthread.php?t=3300&goto=newpost Thu, 19 Nov 2009 17:48:01 GMT Hi,
I'm working on a project where i'm looking at flight training, and the perception that pilots and the public has on training on 'old' (30-40 years old) aircraft. At what point will the flight training school have to make the switch to new glass cockpit technology, and how much of a premium are pilots willing to pay to fly these new planes?

Anyone have any advice, or know where i could find some information/articles about this topic? What are large flight school's doing today?

Thanks!
Matt ]]> Flying Feedback matt http://forums.flyingmag.com/showthread.php?t=3300 http://forums.flyingmag.com/showthread.php?t=3299&goto=newpost Wed, 18 Nov 2009 11:45:11 GMT Hello,

My name's Ben Hewitt and I'm the news editor at a music website called The Quietus.

We've just published an interview with Gary Numan in which he talks about his secondary career as a leading stunt pilot, his love of flying, and near death experiences.

http://thequietus.com/articles/03240...lying-machines

Please take a look and let us know what you think!

Cheers

Ben ]]> General BenHewitt http://forums.flyingmag.com/showthread.php?t=3299 http://forums.flyingmag.com/showthread.php?t=3298&goto=newpost Sat, 07 Nov 2009 03:51:49 GMT I am just starting my instrument training and am a bit puzzled by Dick Karl's December article. Using the approach as a guide, it sounds like Dick was on an outbound leg at 007 degrees west on the localizer. If there is not other traffic at his altitude, could he not just turn towards 052 degrees, cross the localizer, start the timer and begin the procedure turn? On the return route the localizer, Dick could get town to 3900 ft , clearing the 1873 ft obstacle. But, then he would only have a couple of miles to lose 1000 more feet by the time he reached the outer marker, which seems like a difficult task at 140 knots. If the procedure was 3.5 minutes total in time, Dick could loose 2000 ft, putting him close to 3900. Seems like the choice to hold longer on the outbound leg to loose some altitude was the best choice. Please opine! ]]> Flying Feedback drummingpilot http://forums.flyingmag.com/showthread.php?t=3298 http://forums.flyingmag.com/showthread.php?t=3296&goto=newpost Wed, 04 Nov 2009 15:21:10 GMT Does anyone believe the story concocted by these two flying examples of bad judgment? Who believes they were engaged in schedule manipulations on... Does anyone believe the story concocted by these two flying examples of bad judgment?
Who believes they were engaged in schedule manipulations on the personal laptops?
I wonder if it is possible that they were distracted by some other factor, like a female flight attendant in the "cockpit" with them.;) ]]> Safety N714JG http://forums.flyingmag.com/showthread.php?t=3296 http://forums.flyingmag.com/showthread.php?t=3295&goto=newpost Sun, 01 Nov 2009 16:25:56 GMT Gentlemen, I reference Garrisons article on this subject. I was taking off from Show Low, Az on a cool morning at light weight, less than full... Gentlemen,

I reference Garrisons article on this subject.

I was taking off from Show Low, Az on a cool morning at light weight, less than full fuel and one passenger. I was in a Piper Cherokee with 160 hp, mixture properly leaned for the 6000 foot altitude and 10 degrees of flaps as was my custom.

The aircraft took off normally, climbed to 50 feet and simply stopped climbing. The power lines were over a mile away but they were not getting any lower and I was not getting any higher.

I grabbbed the flap handle between the seats and lowered the flaps and the aircraft instantly flew and climbed out normally.

Flaps, especially the simple hinged variety may increase lift but at the expense of drag. If you do not have excess horsepower, it can be a mistake to use them for takeoff.

This was one of the most important things that I learned about flying.

Ken ]]> Technical kenmod http://forums.flyingmag.com/showthread.php?t=3295 http://forums.flyingmag.com/showthread.php?t=3294&goto=newpost Fri, 30 Oct 2009 17:27:37 GMT Gentlemen, Last night Myth Busters did a great experiment on a Buick with smooth skin and then golf balled it with hundreds of dimples. The... Gentlemen,

Last night Myth Busters did a great experiment on a Buick with smooth skin and then golf balled it with hundreds of dimples. The result was a 15% decrease in fuel burn at 65 mph.

MB does good science so I believe the result.

Why are aircraft skins not dimpled?

Ken ]]> Technical kenmod http://forums.flyingmag.com/showthread.php?t=3294 http://forums.flyingmag.com/showthread.php?t=3292&goto=newpost Thu, 22 Oct 2009 20:26:46 GMT Hi!!! Would like to know how the oxygen system works on the Piper Matrix, when the plane is flying at high altitudes. :confused: Hi!!! Would like to know how the oxygen system works on the Piper Matrix, when the plane is flying at high altitudes. :confused: ]]> Technical Cool Pilot http://forums.flyingmag.com/showthread.php?t=3292