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Message
re: O-T aviators, recommend me a basic airplane
Posted on 2/8/17 at 3:31 pm to Paul Allen
Posted on 2/8/17 at 3:31 pm to Paul Allen
quote:
How hard is it to get ifr rated?
On average not any more difficult that getting the initial rating, but just like initially learning to fly some people will find it more difficult than others. The big concern is maintaining the skills to be competent when you have to do it for real. I think some of the avionics available today have taken a lot of the work and hazards out of flying IFR, but I only know what I read, and see on the Web, I gave up flying about 20 years ago and have never even flown a plane using GPS, always got where I was going with a just couple of Nav/com radios, basic flight instruments and paper charts.
0
Posted on 2/8/17 at 3:52 pm to meauxjeaux2
I trained in a 172 and fly a Cherokee now. I find low-wing planes in general to be easier to land and they seem faster. Definitely easier on crosswinds. Plus, if you are comfortable in a low-wing, that opens up the door to so many other types of planes than high-wing.
Posted on 2/8/17 at 5:06 pm to TrueTiger
Is there such thing as time shares or club memebership for planes? Seems like I have seen that before. Maybe not enough hour avalabilty if you need to fly that often but surely less expensive than owning.
Posted on 2/8/17 at 5:09 pm to DevilDogTiger
quote:
ETA the sirus can be equipped with a parachute if you or the plane fricks up
Wrong, I fly an SR-22 and the plane must be equipped with a parachute because it cannot recover from a spin...
Posted on 2/8/17 at 5:11 pm to TrueTiger
Posted on 2/8/17 at 6:43 pm to Napoleon
quote:
Safety my arse, it's regulations that go too far in many ways.
Those regulations are in place because Maverick and Goose were going to Radio Shack, Home Depot & NAPA to try and fix or redesign their airframe without bothering to read any current maintenance publications.
If you want to fly and work on your own aircraft, get a homebuilt, plaster "Experimental" on the side of it and go for it.
This post was edited on 2/8/17 at 6:47 pm
Posted on 2/8/17 at 6:56 pm to boutgrfanrx
quote:
Is there such thing as time shares or club memebership for planes? Seems like I have seen that before. Maybe not enough hour avalabilty if you need to fly that often but surely less expensive than owning.
I will speculate that most planes are owned in a partnership of some type, I was once in a partnership with 2 other people, it made the expenses manageable, and rarely was scheduling conflict an issue. If you have a situation where you absolutely have to fly and get some where on short notice you probably need to fly commercial, or have a large enough bank roll to have a well equipped multiengine plane with a pilot on call that flys in IMC on a regular basis. "Got to get there syndrome" has killed a lot of pilots.
Posted on 2/8/17 at 6:59 pm to TrueTiger
quote:
I'm looking at used entry level planes and have narrowed it down to Piper Cherokee or Cessna 172.
Leaning to Piper, but interested in any experienced thoughts.
Both are good aeroplanes. It comes down to whether you want the high-wing or low-wing design. If you like to sightsee and don't want an overwing entry, I'd go with the 172. If you like a little more speed and a tad bit more authority when landing, go with the Cherokee.
Posted on 2/8/17 at 7:02 pm to EA6B
quote:
"Got to get there syndrome" has killed a lot of pilots.
Way too many, including a close friend of mine.
Posted on 2/8/17 at 7:05 pm to TrueTiger
Trump Force One should be for sale.
Posted on 2/8/17 at 7:20 pm to Traveler
I'm not talking airframe, I'm talking about old planes and shite interiors and how you can't just haul the seats to some mexicans to get refitted. As if the weight of that alone is going to make a difference.
They have to measure from datum and mark the logs and sign it off, and you pay $5000 for a $500 job.
I get not being allowed to hook up avionics or to change major engine components, but a lot of the limits are crazy.
That really keeps the plane out of Joe Schmo's reach. Then $18,000 to overhaul an engine?
We are talking Lycoming here. These engines are simpler than anything Detroit built going back to the forties or fifties. Fuel injection is the only real advancement. Spark is handled by magnetos.
Why is this ...
more than this?
They have to measure from datum and mark the logs and sign it off, and you pay $5000 for a $500 job.
I get not being allowed to hook up avionics or to change major engine components, but a lot of the limits are crazy.
That really keeps the plane out of Joe Schmo's reach. Then $18,000 to overhaul an engine?
We are talking Lycoming here. These engines are simpler than anything Detroit built going back to the forties or fifties. Fuel injection is the only real advancement. Spark is handled by magnetos.
Why is this ...
more than this?
Posted on 2/8/17 at 7:43 pm to Napoleon
I understand the frustrations many owners have with not being able to perform basic maintenance on their aircraft.
Here's where the problem starts, You bring me your aircraft for an annual inspection. Two weeks after I have certified that your aircraft conforms to the type certificate that your aircraft was certified under and deemed it airworthy, you decide to pull the seats and carpet out and have the local car upholstery put in seat covers, carpet and seat belts out of Chevy truck.
A week after you pick up the seats and interior pieces and install it yourself with hardware you got at Home Depot, you crash and kill yourself and the NTSB, the FAA and your family's lawyers are knocking on my door with a lot of questions about the interior that burned out of control after I signed off your airplane.
This is not a made up story. I knew the AP/IA that was involved and it drained his resources and almost destroyed his business fighting it for years.
Speaking of seat covers,
Seat Covers
Here's where the problem starts, You bring me your aircraft for an annual inspection. Two weeks after I have certified that your aircraft conforms to the type certificate that your aircraft was certified under and deemed it airworthy, you decide to pull the seats and carpet out and have the local car upholstery put in seat covers, carpet and seat belts out of Chevy truck.
A week after you pick up the seats and interior pieces and install it yourself with hardware you got at Home Depot, you crash and kill yourself and the NTSB, the FAA and your family's lawyers are knocking on my door with a lot of questions about the interior that burned out of control after I signed off your airplane.
This is not a made up story. I knew the AP/IA that was involved and it drained his resources and almost destroyed his business fighting it for years.
Speaking of seat covers,
Seat Covers
This post was edited on 2/8/17 at 7:59 pm
Posted on 2/8/17 at 8:28 pm to Napoleon
quote:
We are talking Lycoming here. These engines are simpler than anything Detroit built going back to the forties or fifties. Fuel injection is the only real advancement. Spark is handled by magnetos.
Why is this ...
Insurance reasons, and because reciprocating airplane engines are designed to produce enormous amounts of torque at lower rpms, thus run a lot harder than automobile engines. Recips in airplanes run at over 70% power for most of its operational life. Automobile engines run at a fraction of that in the same span of hours.
Posted on 2/8/17 at 8:47 pm to Napoleon
And the engine prices and overhaul prices just keep going up. What kills me is he number of people with used aircraft that have done 'field' overhauls but price their aircraft for sale as if it had been done by a major engine shop.
When you coming to Jack Brown's for that seaplane rating?
When you coming to Jack Brown's for that seaplane rating?
Posted on 2/8/17 at 8:55 pm to Koach K
quote:
When you coming to Jack Brown's for that seaplane rating?
I read something talking about how hard it is to get a seaplane rating without owning a seaplane.
The reason being insurance costs were high for schools because you had a lot of pilots trying to land the seaplane in water without retracting the amphibious wheels in the floats and the plane just noses into the water on contact.
Do you find this to be the case? I'd like to get my seaplane rating.
Posted on 2/8/17 at 9:04 pm to RedFoxx
Take care of your plane. Take care of your engine- lean of peak. Treat it and protect it like a child. And get a Cirrus in case your engine still fails. And fly your arse off to keep current. Skills and a parachute. Skills and a parachute.
Posted on 2/8/17 at 9:09 pm to RedFoxx
Posted on 2/8/17 at 9:13 pm to TrueTiger
depends on the deal. very comparable planes in performance. Both easy to fly. Seems like you can get a little more with a cherokee for the same money. I like the cabin of the Cherokee a little more. The 172 is super stable, you get in trouble you can pretty much let go of the controls and let it right itself. If you like seeing what's on the ground get the 172. If you like the open sky get the cherokee.
I flew a 172rg a few times with retractable gear and adjustable prop. That thing was the tits, could cruise at 140.
I flew a 172rg a few times with retractable gear and adjustable prop. That thing was the tits, could cruise at 140.
Posted on 2/8/17 at 9:37 pm to RedFoxx
I think the floats aspect is all you need to worry about.
Are you an airplane owner?
Are you an airplane owner?
This post was edited on 2/8/17 at 9:38 pm
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