This drivers strike ?
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From: NM on 20 Jun 2008 17:10 On 18 Jun, 18:29, Eeyore <rabbitsfriendsandrelati...(a)hotmail.com> wrote: > Hiram wrote: > > Conor <conor_tur...(a)hotmail.com> wrote: > > > > > Now describe a DME approach when the ILS isn't working? > > > > Why? Anyone can find it on Google so its a pointless question. More > > > important though is does it stop the plane from flying if I don't know? > > > Yes it would, at least with you flying it - if you don't have the > > instrument rating, you wouldn't be able to fly IFR rules. > > > Like me saying I can drive a truck but I don't have an LGV licence. > > > The point I'm trying to make is - flying an aircraft is harder than > > driving a truck. Much harder. > > How about VERY much harder (and then some more). > > Graham I can drive a heavy truck and fly an aircraft. IMO the level of mauual dexterity required is very similar, there are aspects of heavy trucks that are an aquired knack, reversing for example and similarly in flying, the flare on touchdown as another example. The levels of education required are vastly different because aircraft incidents have a much higher possibility of death or injury and of course the obvious you can't stop a plane on the side of the airway to resolve the problem. Also because things can happen so much faster responses for a pilot need extensive education training and practice of set procedures. Flying VFR in a light plane on a sunny summer afternoon is worlds away from a windy rainy mid winter ILS approach in something heavier. NM
From: NM on 20 Jun 2008 17:12 On 18 Jun, 18:36, Eeyore <rabbitsfriendsandrelati...(a)hotmail.com> wrote: > > Incidentally, got a nice appraisal from him. He said I flew like a natural. Thats what they say to all the boys.
From: NM on 20 Jun 2008 17:17 On 18 Jun, 19:12, Eeyore <rabbitsfriendsandrelati...(a)hotmail.com> wrote: > Hiram wrote: > > "Mike G" <met...(a)largefoot.com> wrote: > > > > I would agree that flying a passenger jet is harder than driving > > > a truck, but flying a light aircraft is relatively easy. > > > Yeah, I think we can agree on that. > > Yup. The phisical act of flying it is no more difficult, the time one has to spend learning and proving one understands the rules and systems is the hard bit. NM
From: Mike G on 20 Jun 2008 18:04 "Eeyore" <rabbitsfriendsandrelations(a)hotmail.com> wrote in message news:485BF1A1.9A8B120B(a)hotmail.com... >> I'll tell you what I think probably happened. In normal flight >> you need very little rudder to make neat turns. > > Sure. Just to keep the trim nice. > >> A lot too much rudder causes the inside wing to lose lift or >> it can >> even even >> stall. > > Hopes not ! Stalling is a 'bad thing'. > > Tell me more about that btw. > >> At the same time the lift of the outside wing is increased. > > EXACTLY. Differential airspeed, hence lift. > >> The nose then dips and the plane starts to roll. The >> beginnings of a spin. The elevator on it's own is not enough >> to >> stop the nose dipping, as at that point you've already lost >> airspeed. Take all rudder off, > > At the instructor's request (first lesson) I wasn't even > touching the > rudder pedals. > >> and you can possibly recover after >> a short shallow dive to regain airspeed. You might need a >> little >> opposite aileron as well. Not much as too much will cause even >> more loss of speed, amd more loss of hight before recovery. > > I dare say you're right but I was an utter newbie that day. It > all makes > sense NOW of course ! I was more fortunate, as I was already flying large-ish radio control power models when I had my first lesson. I was quite familiar with all the flight controls, and had no difficulty in transferring that knowledge to the real thing. If anything though I found the 'real thing' less demanding than flying a model. Seemed easier to control a plane sitting inside it, than controlling one from a distance, but the reaction to the controls are exactly the same for both. I still have an 8ft wingspan biplane, and a 10ft wingspan Fournier RF4 powered glider, as well as several smaller models, so most of the mistakes that can be made, I'd already made on a smaller scale as I learned to fly models. >> >> There's much more of a challenge to keeping a glider in the >> >> air, and being in close proximity to several gliders all >> >> doing >> >> tight turns in the same thermal can certainly get the >> >> adrenaline >> >> flowing. > > I could try it but I doubt it would do the same for me. Yes, I > appreciate the skill involved but nothing to me substiutes for > having > your own power source. > Do you fly from Dunstable now btw ? As I said. I've given up, but when I was flying gliders, I was a member of the Southdown Gliding Club, near Pulborough W Sussex, with occasional forays to Lasham, where a friend had a partshare in a glider. Sailing > looks too complicated to me. That's the appeal. Who want's it to be easy. >> You should try gliding. >> A bit cheaper and more difficult to do >> well than power IMO. I think you'd like it. > > You know I might, but you know I'd like to really properly > master > powered flight first ? Chicken. :-) Mike.
From: Eeyore on 20 Jun 2008 19:18
NM wrote: > Eeyore wrote: > > > > Incidentally, got a nice appraisal from him. He said I flew like a natural. > > Thats what they say to all the boys. I had pax he said the same in front of, plus I totally trusted Quentin. Sure, say what you like. Talk is cheap. BTW, about half my mother's side of the family (from which I am clearly descended from ) flew for the RAF, from Lancs to Vulcans. Graham |