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ben87r

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Everything posted by ben87r

  1. ben87r
    Autopilot will do all the stick and rudder you can ask of it....it won't deal with traffic, rx, IALs and all of the other pressures of flying that don't really get coverd in RA, ild like to think being CPs they would know what would best suit charter flying. Might help with isnstructing
  2. ben87r
    Still doesn't make sense always with maintaining 500' or 1000' AGL
  3. ben87r
    Not that that's always what I would do.
  4. ben87r
    Clear of cloud is all that is required below 1k' AGL so correct cruising alt and clear of cloud would be the answer I would think.
  5. ben87r
    I like " you always come across the oddballs first" but sounds more like relationship advice then aviation jargon
  6. ben87r
    But, the hours from RA did poke my head a little in front of the 200 and sub hour guys! :)
  7. ben87r
    Recommend a new log book when starting GA with a record of your hours in the front from RA, and just list the RA AC types flown on the resume. That's what I did and no questions asked but I still had 200 +GA hours and MECIR so don't think it would have been an issue anyways.
  8. ben87r
    Your friend will still find allot of new information and procedures on the GA Route so it's not quite a simple transfer as he will need to meet the standard, it's one like one step backwards rather then wasted time and in the long run it all counts!
  9. ben87r

    J230 with Lycoming

    ben87r replied to quentas's topic in Jabiru

    Sounds like a winner!
  10. ben87r
    Hey frank, (and others in the game) I've been taught to hold cruise power I. Descent, and with that if your at a095 and you only get say 21" (CIO520) then maintain that if low maintain SOPcruisr setting and gradually reduce power towards the bottome of descent, say reduce from 23- 21" with 3k' to run and 21-19" entering the circuit or 5ish miles then continue on to base power settings and what not. But, on a short sector when you only get to say A025 it would be top of descent, entering and base. Question is, is that "normal?" IE is that how most operators will perform it? I hope that came across ok
  11. ben87r
    It was AF447.
  12. ben87r
    Well hopefully I don't hear it too often... I don't think it helps pay the mortgage
  13. ben87r
    Oh! That's a new one!
  14. ben87r
    DCM Frank?
  15. ben87r
    Ild argue that gilder towing isn't in the above and that the old wives tale (or one of them) being an " per k are on the extreme ends of the argument. Also I would think the amount of time spent at climb power per hr flown would be more of a consideration for TBO
  16. ben87r
    Non turboed engines with normal use (GA) shouldn't have an issue if used with reasonable care. With a power on descent, the temp difference is marginal. Highest being in cruise after the cowl flaps are closed. It takes a long time for the CHT to come down and a gradual reduction of power throughout descent will be enough all old wife's tales aside. And by that I mean if you reduce power by say 2-3 " per thousand the world won't implode. Just have some consideration of the engine and care that any pilot worth his name should.
  17. ben87r
    I can't remember the last time I pulled out any hard copy! But I spend a thousand $ a year having to keep it up to date! Second ipad starting to look cheap
  18. ben87r
    One of my most enjoyable flights through training was simulated elevator and aileron failure circuits, was tricky but allot of fun! Ended up doing 3 circuits from memory, using rudder, trim and power
  19. ben87r
    I would imagine that it would have burnt. If it has there will be a large chunk of metal up the front remaining and at a minimum I would think the bell crank from the elevator so the magnet thingy might not be to bad
  20. ben87r
    Only caught the end of it but didn't seem to come up with much?
  21. ben87r
    What sorts of things did he do?
  22. ben87r
    "who wants to pay $300/hr to hire a 40 y.o " 40yr old 210 is the best AC I've ever flown. And did my training on brand new (under 200hr) aircraft.
  23. ben87r
    Hmm. I do try not to comment on threads relating to GA vs RA traing standards but here goes. I did my RA certificate between 2 schools before achieving my cert. a few years later I did my CPL and did a small amount of training with one school before the rest at one of the larger schools and, there is a difference, and a large one. The RA syllabus vs the GA is where I see most of it. The instructors are no more or less dedicated not the effort any less but the "bar" and the knowledge base of the regs etc are much higher. I got quite a shock after thinking that I was a capable pilot then entering a GA school. But they have different purposes to serve, and both mostly do a good job. Just my experiences but are spread over different schools
  24. ben87r
    Thanks RG. Half the issue is that people don't want to move to where the work is.. Want to be a pilot?? Don't want to do instructing??? Move to the NT, all of us who have moved up here have scored jobs (some better then others) in weeks, there are 100's of under 30s here working and moving up in their career. I've never flown in busier airspace then Arnhem Land! It's mental.
  25. ben87r
    "Some kids will still want to learn to fly, as will some of those older people who never had the opportunity before" The kids are still flying, but, doing full time type CPL courses and then straight off to get a job, never to be seen at "the local" airstrip. Growth in the smaller sectors will have to come from the "more experienced gentleman."
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