I don't know how to fly an airplane huh? I captain a Brasilia for a large regional airline. Try again.
There is no such thing as an "Advanced Instrument Rating", there is only an "Instrument Rating", unless you're referring to the ATP, which replaces the instrument rating, and is actually easier to get.
If you are in the clouds, and you lose all your instruments, you are dead. It's that simple. If you are not in the clouds, and you have the fuel to make it somewhere that does not have low ceilings, then you should be fine. Whether you have a GPS or not.
I don't own a portable GPS, let alone keep it in my flight bag. My airplane has two VOR receivers, six channels to receive DME on, GPS, and VPU. If all of that fails, I can use the radar to make sure I don't hit anything, wait, you do know how to do that don't you? After all, you're the uber pilot. You should be able to navigate with nothing but a weather radar.
While LORAN is good (I've used it), it requres a specific receiver, which most airplanes do not have, thus rendering it useless for all but the few that have the necessary equipment.
Go jump in an airplane and find your way to an airport, without crashing, using no instruments and having an overcast cloud layer at 200 feet with the tops at 20k. When you accomplish that, you can come back here and repeat your statement. You'll die first though.
Either either three or four is my favorite. Three is a delightfully dark and gritty story of the last part of the decades long war. By the end of it all, billions have died, three planets have been utterly destroyed, two have been laid to waste, and countless others have been devestated.
Four is a less dark story, but equally horrifying, with astonishing acts of aggression to provoke all out war, including the development and deployement of a bioweapon that causes skin to melt off in the later stages of the disease (they even give you a glimpse of the effects in one of the live action scenes).
They have never made a game to equal this series.
Its biggest problem is that it is that it's so bulky and heavy. It can't go everywhere, and when you get to a place where it can't go, you can't fold it up and put it in your pocket. Had they made it so you could collapse it and easily carry it with you, it would enjoy more success I think.
A type rating can be obtained with a limitation to VFR only if instrument proficiency is not demonstrated.
The FAQ performance section seems to indicate to me a single jet engine. If they have two jet engines, then yes, a multi-engine rating would be required. However, the land drive would not class it as a multi-engine aircraft. Also, the stall speed they indicate in the FAQ is 61 knots, significant because this is the upper limit for single engine airplanes. If it were multi-engine, there would be no need to keep the stall speed that low. Granted, it could very well be multi-engine anyway, but it all just reinforces my thoughts that it will never come to be.
It definatly could be a vehicle for a non-career private pilot. Holding a commercial certificate does not make you a better pilot, neither does making a career out of it. Granted career pilots are generally more proficient, but there is nothing preventing a private pilot from learning to handle such an aircraft.
To fly this jet, you would need a medical, a private pilot certificate, and a type rating. That's it. 100 hours would probably more than do it, except perhaps for insurance requirements.
There are no federal regulations requiring airplanes to utilize airports or runways for takeoff and landing.
You only need to maintain contact with ATC in certain kinds of controlled airspace, and you can fly IFR without a clearance or talking to anyone in uncontrolled airspace (I.E. above 18000 feet or in low visibility).
You're missing most of the "great investment" part of the equation. I'm working my way to some sort of decent paying flying job and am currently a flight instructor. I'll give you a quick rundown of what it's like.
Though this may read like someone who doesn't like their job, I absolutely love my job. If I were doing this for the money, I'd have gone the route of computer engineering like my college degree says. So please don't infer that I'm complaining, I'm just trying to give you a look at one of the steps on the way to flying the "big iron".
As far as monetary investment into my pilot and CFI certificates, it's probably somewhere between $20,000 and $30,000. That doesn't count money I'm still spending to remain current. This is on top of my four year college degree. Granted, doctors and lawyers have invested as much or more in their schooling, I'm not arguing that.
I get paid (on average) $15 per hour of instruction given. If I'm not teaching, I'm not getting paid. When I get paid for 8 hours in one day (which is rare), it generally means I was at the airport doing work related to teaching for 16 hours that day.
I work 7 days a week (taking random days off, but far far less than one per week), at any time of day my students want to fly. That means that I sometimes get back at midnight, and have to fly again at 6am.
On top of the hours put in, it's not an easy job. I have to always be alert in the airplane and know where we are, what were are supposed to be doing, what we are actually doing, where other aircraft in the area are, and every little thing the student does. Students will frequently make mistakes that would at best damage the airplane without my quick intervention.
Contrary to popular belief, there is no technology in most general aviation airplanes to help you find other traffic. It's all up to the pilot looking out the window. Even while looking dilligently out the window for conflicts, I've come within a fraction of a second of being hit by another airplane once, and had numerous other close calls.
Additionally, if something happens to one of my students while I'm not with them (i.e. they are flying solo), it's my responsibility. If they crash, I'm the one who gets just about all of the heat. I can even get sued for situations with former students from years ago and I'll need to carry insurance against that.
Um, no. They're only tracked on radar if they want to be. Turn off the transponder and you're just a blip on the screen. There's no way to be sure that it's a plane, let alone who it belongs to.
If your only experience is on a PC flight simulator, the chances of you successfully getting an airliner on the ground are somewhere between "none", and "you're fucked". Die hard flight simmers will argue this point until they turn blue in the face, but the sad truth is that PC flight simulators are not as realistic as they claim to be, and the differences between them and real flying are huge.
It's a game. The FAA has very specific definitions of simulators, and neither X-Plane, nor MSFS meet the requirements. They are both classified as games.
With the right accessories, they can be classified as PC Aviation Training Devices (PCATD), but they are still not simulators.
First off, the primary reason for the use of cell phones in an aircraft being a felony is because it royally screws with the cell networks. Thus the FCC has banned it.
Second, it's quite apparent that you don't know jack shit about airplanes and you shouldn't have opened your mouth.
To "upgrade" ILS (there are many other nav aid types for approaches by the way) to frequency hop would require the THOUSANDS of aircraft to change their radios. At $4-5,000 per radio (imagine how much that would go up for freq. hopping), Joe Airplane-Owner is NOT going to be happy with that.
Another point, Nav aids and cell phones aren't even close to the same frequency, so frequency hopping wouldn't help anyway. Not to mention the dangers of frequency hopping.
Why is interference dangerous on an (for sake of example) ILS CAT III approach? Because (we'll assume a smallish airliner) the airplane needs to fly through a "hole" that is roughly 70 feet wide and 20 feet high. This needs to be done in an airplane weighing 100 tons or more and moving at about 150 mph. You don't want that signal to twitch at all.
Finally, your closing, and monumentally retarded statement about "grab the big dealy between your legs and look out the shiny thing infront of you". First, airliners don't have a stick between your legs, it's either a yoke infront of you or a stick to the side. Second, if you're in the clouds, looking out the front isn't going to do you a damn bit of good now is it?
Explain to my why an online voting system should be "feature intensive"?
There shouldn't be any preferences, no options aside from the actual voting. You log in, cast your votes, and log off. That's it. It doesn't need, and shouldn't have, any more functionality.
My issue with this, and perhaps other people's as well, is that the government is spending so much time, money, and effort on this sort of thing while letting the rapers and killers run wild.
The government's attitude seems to be that since a corporation can't be raped or killed, those aren't issues to be concerned with.
I posted a response about airplane noise already, here's the short version. Inside a general aviation airplane it is LOUD. It's not nice loud, it's not beautiful loud, it's not pretty loud, it's obnoxious, invading, fatiguing, LOUD. Trust me, you do not want to accuratly simulate it.
Slashdot Mirror
I don't know how to fly an airplane huh? I captain a Brasilia for a large regional airline. Try again. There is no such thing as an "Advanced Instrument Rating", there is only an "Instrument Rating", unless you're referring to the ATP, which replaces the instrument rating, and is actually easier to get. If you are in the clouds, and you lose all your instruments, you are dead. It's that simple. If you are not in the clouds, and you have the fuel to make it somewhere that does not have low ceilings, then you should be fine. Whether you have a GPS or not. I don't own a portable GPS, let alone keep it in my flight bag. My airplane has two VOR receivers, six channels to receive DME on, GPS, and VPU. If all of that fails, I can use the radar to make sure I don't hit anything, wait, you do know how to do that don't you? After all, you're the uber pilot. You should be able to navigate with nothing but a weather radar.
While LORAN is good (I've used it), it requres a specific receiver, which most airplanes do not have, thus rendering it useless for all but the few that have the necessary equipment.
Go jump in an airplane and find your way to an airport, without crashing, using no instruments and having an overcast cloud layer at 200 feet with the tops at 20k. When you accomplish that, you can come back here and repeat your statement. You'll die first though.
- Wing Commander: Prophecy
Either either three or four is my favorite. Three is a delightfully dark and gritty story of the last part of the decades long war. By the end of it all, billions have died, three planets have been utterly destroyed, two have been laid to waste, and countless others have been devestated. Four is a less dark story, but equally horrifying, with astonishing acts of aggression to provoke all out war, including the development and deployement of a bioweapon that causes skin to melt off in the later stages of the disease (they even give you a glimpse of the effects in one of the live action scenes). They have never made a game to equal this series.Its biggest problem is that it is that it's so bulky and heavy. It can't go everywhere, and when you get to a place where it can't go, you can't fold it up and put it in your pocket. Had they made it so you could collapse it and easily carry it with you, it would enjoy more success I think.
It should have become invisible if it retained all its energy. If you could still see the light when it was stopped then it wasn't stopped.
Notice I said it would require a type rating.
A type rating can be obtained with a limitation to VFR only if instrument proficiency is not demonstrated.
The FAQ performance section seems to indicate to me a single jet engine. If they have two jet engines, then yes, a multi-engine rating would be required. However, the land drive would not class it as a multi-engine aircraft. Also, the stall speed they indicate in the FAQ is 61 knots, significant because this is the upper limit for single engine airplanes. If it were multi-engine, there would be no need to keep the stall speed that low. Granted, it could very well be multi-engine anyway, but it all just reinforces my thoughts that it will never come to be.
It definatly could be a vehicle for a non-career private pilot. Holding a commercial certificate does not make you a better pilot, neither does making a career out of it. Granted career pilots are generally more proficient, but there is nothing preventing a private pilot from learning to handle such an aircraft.
Wrong.
To fly this jet, you would need a medical, a private pilot certificate, and a type rating. That's it. 100 hours would probably more than do it, except perhaps for insurance requirements.
There are no federal regulations requiring airplanes to utilize airports or runways for takeoff and landing.
You only need to maintain contact with ATC in certain kinds of controlled airspace, and you can fly IFR without a clearance or talking to anyone in uncontrolled airspace (I.E. above 18000 feet or in low visibility).
CFII-MEI
An aircraft only needs a 100 hour inspection if it's for hire.
You're missing most of the "great investment" part of the equation. I'm working my way to some sort of decent paying flying job and am currently a flight instructor. I'll give you a quick rundown of what it's like.
Though this may read like someone who doesn't like their job, I absolutely love my job. If I were doing this for the money, I'd have gone the route of computer engineering like my college degree says. So please don't infer that I'm complaining, I'm just trying to give you a look at one of the steps on the way to flying the "big iron".
As far as monetary investment into my pilot and CFI certificates, it's probably somewhere between $20,000 and $30,000. That doesn't count money I'm still spending to remain current. This is on top of my four year college degree. Granted, doctors and lawyers have invested as much or more in their schooling, I'm not arguing that.
I get paid (on average) $15 per hour of instruction given. If I'm not teaching, I'm not getting paid. When I get paid for 8 hours in one day (which is rare), it generally means I was at the airport doing work related to teaching for 16 hours that day.
I work 7 days a week (taking random days off, but far far less than one per week), at any time of day my students want to fly. That means that I sometimes get back at midnight, and have to fly again at 6am.
On top of the hours put in, it's not an easy job. I have to always be alert in the airplane and know where we are, what were are supposed to be doing, what we are actually doing, where other aircraft in the area are, and every little thing the student does. Students will frequently make mistakes that would at best damage the airplane without my quick intervention.
Contrary to popular belief, there is no technology in most general aviation airplanes to help you find other traffic. It's all up to the pilot looking out the window. Even while looking dilligently out the window for conflicts, I've come within a fraction of a second of being hit by another airplane once, and had numerous other close calls.
Additionally, if something happens to one of my students while I'm not with them (i.e. they are flying solo), it's my responsibility. If they crash, I'm the one who gets just about all of the heat. I can even get sued for situations with former students from years ago and I'll need to carry insurance against that.
My monthly pay is on average around $1,000.
No. Anything is possible, it's just the level of difficulty of doing so that is the limiting factor.
Actually only commercial aircraft have recorders. Private aircraft don't.
Private pilots are tracked by ATC radar, etc.
Um, no. They're only tracked on radar if they want to be. Turn off the transponder and you're just a blip on the screen. There's no way to be sure that it's a plane, let alone who it belongs to.
Bullshit. That is all.
If your only experience is on a PC flight simulator, the chances of you successfully getting an airliner on the ground are somewhere between "none", and "you're fucked". Die hard flight simmers will argue this point until they turn blue in the face, but the sad truth is that PC flight simulators are not as realistic as they claim to be, and the differences between them and real flying are huge.
It's a game. The FAA has very specific definitions of simulators, and neither X-Plane, nor MSFS meet the requirements. They are both classified as games. With the right accessories, they can be classified as PC Aviation Training Devices (PCATD), but they are still not simulators.
Troll or not, I'm not going to let a comment like that with a moderation of +5 stand without response. :-)
Not really. Cell phone band is so far away from aviation band that it won't happen.
First off, the primary reason for the use of cell phones in an aircraft being a felony is because it royally screws with the cell networks. Thus the FCC has banned it.
Second, it's quite apparent that you don't know jack shit about airplanes and you shouldn't have opened your mouth.
To "upgrade" ILS (there are many other nav aid types for approaches by the way) to frequency hop would require the THOUSANDS of aircraft to change their radios. At $4-5,000 per radio (imagine how much that would go up for freq. hopping), Joe Airplane-Owner is NOT going to be happy with that.
Another point, Nav aids and cell phones aren't even close to the same frequency, so frequency hopping wouldn't help anyway. Not to mention the dangers of frequency hopping.
Why is interference dangerous on an (for sake of example) ILS CAT III approach? Because (we'll assume a smallish airliner) the airplane needs to fly through a "hole" that is roughly 70 feet wide and 20 feet high. This needs to be done in an airplane weighing 100 tons or more and moving at about 150 mph. You don't want that signal to twitch at all.
Finally, your closing, and monumentally retarded statement about "grab the big dealy between your legs and look out the shiny thing infront of you". First, airliners don't have a stick between your legs, it's either a yoke infront of you or a stick to the side. Second, if you're in the clouds, looking out the front isn't going to do you a damn bit of good now is it?
Explain to my why an online voting system should be "feature intensive"? There shouldn't be any preferences, no options aside from the actual voting. You log in, cast your votes, and log off. That's it. It doesn't need, and shouldn't have, any more functionality.
Bluffing the attributes is part of the game. The true masters of poker can read a bluff. That's where the game becomes interesting.
My issue with this, and perhaps other people's as well, is that the government is spending so much time, money, and effort on this sort of thing while letting the rapers and killers run wild. The government's attitude seems to be that since a corporation can't be raped or killed, those aren't issues to be concerned with.
Good point, but I'd be very surprised if that was the only thing he flew with that sim.
Yes, but power pilots don't have the string, they have the turn-coordinator, and under IFR, we ignore all physical sensation. :-)
I posted a response about airplane noise already, here's the short version. Inside a general aviation airplane it is LOUD. It's not nice loud, it's not beautiful loud, it's not pretty loud, it's obnoxious, invading, fatiguing, LOUD. Trust me, you do not want to accuratly simulate it.