Excellent wessex boy, glad it all went ok, if you ever head to Gloucester give me a shout, the warrior is a nice forgiving bird to fly, not sure what the cessnas are like but you will find with the warrior you have to nail the Vref speed, or she’ll float forever in ground effect, lovely coefficient of lift of those nice long wings gives fairly decent climb performance for a trainer as well

Keep us informed how it all goes

Welcome back Ben

I think the point here is that it would be totally unfair, why should our airlines be subject to this kind of legislation when foreign carriers are getting away with it, what I’d also like to see is the government stop being so hypocritical, they use every darn plane train & automobile to get from A to B, why don’t they slug it out and start using public transport? see the double standards? Also the airline industry only accounts for about 2% of the world carbon emissions, and it grates a bit when you see the mighty US of A not even coming to consultation over global warming, lets see other countries make an impact as well then we’ll be a bit more forgiving when our government “think tank” comes up with no brainers because they have nothing better to do 😡

Trim shouldn’t cause you to stall during take off, but merely make you over-rotate or make it extremely hard to rotate, but yes as Pte says it’s always best to have it “just below centre”.
My betting is that Sam has hit the nail on the head, if you are flying the basic models make sure the flight director is on, then bring up the throttle quadrant, set flaps 15 for takeoff in the 737 or flaps 20 for the 744, then advance the throttles to 50%, then hit the TO/GA button on the throttle quadrant, this will set auto thrust, make sure your autothrust button is switched on in the MCP, then follow the flight director, basically pitching up to the flight director will make you rotate normally, then when you see a positive rate of climb hit the gear up, then when passing 185kts go to flap 10, then when you hit about 200kts go to flap 5, then flap 1 about 220kts, then flap 0 by 235-240kts.
The key to it is not to have too high a nose attitude, keep it below 18deg, if you follow the flight director you won’t have a problem, and don’t retract your flaps if you think you are going to stall

Let us know how you got on

Dean

The only oldie I’ve been on was a Qantas 747-SP, lovely aircraft to fly in, if a tad cold sat near the window, in fact it was friggin freezing haha

Michael

Simply hold down ALT & hit ENTER

Hope this helps

Dean

I guess you could say that there is little evidence to back this up, or is there? I have no idea, but considering alot of accidents are with experienced pilots at the controls and alot of the time they are airline captains (choosing to fly something else rather than the big iron), to be honest it would open a can of worms, where I did my PPL they stipulated a 28 day currency validity period or it’s up with an instructor, my club right now it’s 3 months, i think this is insurance driven, maybe that’s the way to go, but in reality, once in 3 months, or once in a month, does it really matter? because to be really current you need to be flying once a week? again just playing devil’s advocate, but worth a discussion none the less

Comments?