DeanoI have, if they can create an affordable Flight Plan package based on the results of the survey it’ll only be a good thing. But the price has to be right.
DeanoNot sure really as you can only do so much in the flight simulator. Normally there are restrictions on the number of sim hours you can log. I believe similators are very expensive to run too.
If training it’s probably easier to do most, if not all, the training under one company, that way you haven’t got to worry about getting to know a new instructor etc To do that you’d need decent weather for continuation of the flying part.
EGTC
The face of flight training in the UK, and Europe now that we are changing to EASA (Sept 17th) is changing. The days of modular training will be a distant memory in a few years time so things like weather/instructors etc will count for nothing. As for commercial training, the weather is largely irrelevant because once you start your CPL/IR you will be flying in all weathers anyway. With the IR you can use an approved simulator (FNPTII or better) for the majority of your training, so the sim time is not necessarily a restriction.
The advent of the MPL (or Multi Crew Pilot’s License), along with the sausage factories that is CTC, along with flexicrew contracts, along with the never ending supply of hypnotic ( http://www.youtube.com/watch?v=8AOfbnGkuGc ) starry eyed students who will stop at nothing to sit in the right seat of an airliner will render the modular route a no go. My guess is you will see alot of modular flight schools either going under, or not offering commercial training any more. Also remember the MPL is predominantly simulator training geared towards airline S.O.Ps. I have seen first hand the by-product of MPL courses and some of it is quite scary.
As for the UK picking up some of this expansion, I am not sure we are in a position to do so. This will require regulatory approval to teach the required training to overseas standards, how many FTO’s will go down this road? It all costs money to gain this approval. How many FTO’s in this country provides FAA training? I can’t name one, so maybe the answer to blackberry’s question is already answered.
DeanoIndustry forecasts should be taken with a large pinch of salt. The growth figures predicted by Boeing et al may well be close to the mark, but what they fail to mention is that most of this growth will be in the Middle East and Far East. There isn’t too much room for expansion within Europe as it stands, and the forecasts for Europe in particular will come up well short of the stated figures. If you want to embark on flight training I would look long and hard at the industry at the moment, and where it is heading in the future. Do your research, and when you think you have researched it to death, do some more research. I am not sure the industry will see the booms it did regarding pilot recruitment in the mid 2000’s again, the face of flight training as we know it is rapidly changing, and not necessarily for the better. Just be careful before you invest £120k for the privilege to sit in the right hand seat. No job on the planet is worth that sort of debt to be “employed” (I use that term loosely) on the ghastly flexi contracts on offer today.
DeanoDon’t forgive them just yet, you have to get there and back 😉
DeanoChaps & Chapettes
I have reinstated this thread minus the insults etc. Please can we not let it degenerate into an anti Iran/America political thread please, I know politics is hard to steer clear from in a subject such as this, but if we want to discuss Iran/American politics then we have a General Chat forum for that.
Matt-100, is it a fact that Iran have a “nuclear weapons program” or is it just your opinion? If you are saying it’s a fact then please back it up with sources (with a new thread on the GD forum), if it’s your opinion then please make that clear.
As a side note, I have received alot of PMs regarding the moderation. May I remind you all that our bible is the Code of Conduct posted on each forum. Personal opinions and healthy discussion that fall within this CoC is welcome here. It is not the job of the moderators to take sides, even if we like/dislike people’s personal opinions.
Deanowilag
I did a “double” Manchester and back on Wednesday, and they had Single Runway Ops annotated on the ATIS to happen at 19:00z. We pushed back at 18:44z and Ground informed us of a runway change with immediate effect, so you can expect SRO on R23R from about 19:45 local time.
Hope this helps a little.
DeanoNice photos. I had the pleasure of flying a Warrior to Lelystad a couple of years ago because the flying club where I do some instructing sold a couple of warriors there. To say it was an adventure to fly from Gloucestershire Airport to Lelystad was an understatement.
Any more pics?
DeanoI am a pilot, but that’s irrelevant. It’ll only disconnect on it’s own if the control loadings resist the movement of the AP actuators in moderate/heavy turbulence to a set level. This doesn’t mean to say you cannot re-engage it. No human can fly as accurately as an AP, and a pilot induced pitch moment can induce mach stall if you are flying near coffin corner. There are various tables used to determine speeds & altitudes to fly in known turbulence to prevent mach stall, so it “shouldn’t” happen, but we all know what Murphy’s Law says hey.
DeanoWell thats a pretty important time isn’t it!?
I cited the AF447 reference. How about when encountering a mountain wave? How about drifting down after an engine failure?
No more important than hitting a mountain wave up high when you are in the realms of Coffin Corner. When you are up high taking the AP out in wave activity can induce Mach stall near coffin corner, so the autopilot stays in for obvious reasons. Mountain wave activity does not dictate you take out the AP.
Drift Down after engine failure – AP stays in, period, there is no need to take out the AP after an engine failure. The only thing you cannot do in the event of an engine failure is couple the approach mode to the AP. By the way AF447 had no choice but to hand fly, the IAS mismatch etc they got due to icing would have hit it out anyway.
Deano…..there are numerous times when it is necessary to hand fly up high.
Ship, I can’t think of any, maybe you can enlighten us. We’re not allowed to handfly even in busy TMA airspace. The only time it is necessary to handfly in RVSM, or “high up” is if you are in trouble.
DeanoAnother classic quote from the same guy: “its the only plane i’ve ever flown that flies worse than the simulator!”
(For the non-pilots out there, the airplane is normally easier to fly than the sim)
He’s obviously never flown the Q400 then.
DeanoPhil
Something else to consider is do not just look at the cost of the license, it is the post license costs that causes most pilots to let their ratings and licenses lapse. The SEP rating is quite good because it is renewed every two years and you do not have to do any flying in the first year. The requirements are 12 hours in the previous 12 months, including 12 take off and landings, including 6 as pilot in command and an hour with an instructor. This is the absolute minimum required, and in my experience of instructing, the worst pilots to come through the system are those that have had their licenses for years, and airline pilots. Those that have had their licenses for years tend not to spend money on recurrent training, or any General Handing Practice, and airline pilots just can’t land the damn things 😉
If you hire out a club aircraft to include this minimum, then with the hour with an instructor, and landing fees etc it could set you back the best part of £2,000, so factor in about £1,000 per year and you’ll be somewhere handy should you stick with club aircraft. There are cheaper ways of course, like group ownership, or PFA type aircraft, but alot of PPLs just let their licenses lapse.
This by no means you are flying safely, this is the absolute minimum needed to keep ratings valid. It is hotly debated as to how much one needs to fly to keep “current & safe”, but we’ll leave that for another discussion.
Good luck
D.
DeanoPhil
Good luck with the training, you will enjoy it.
1. The general advice is try not to pay for too much up front. The question you have to ask is this; what are you getting from the club for paying up front? If the answer is nothing then don’t do it. If they will give you free landing fees, or a discount for paying up front then it could be worth it, but I would never consider paying for more than 5 or 6 lessons at a time. Try and pay it with a credit card too, this should give you some protection should the club go under with your money. Read your card’s terms and conditions to ensure they cover such eventualities.
2. The starter kits are generally pretty good. Sometimes a flying club will do just as good a kit, but at a reduced price. Ask your club if they do such a thing. If they don’t and you are interested in the kit, ask yourself if you really need the content of the kit. If not it might be cheaper to just buy the items you do need like a logbook, plotter, CRP-1 (get a CRp-5 if you are going to do commercial training) and the flying study books.
3. Personally I would buy a headset, but what I would do is wait until you are certain that flying training is for you. You will know this a few hours into your training, so to start with just borrow the club’s headset.
If you are looking at doing alot of flying then it’s worth paying a little more for a decent ANR headset. Look at David Clarkes, but steer clear of the cheaper models because some of them won’t be compatible with your instructor’s headset. I had this when I was training, and I also had it whilst teaching people to fly.
Good luck in your training, please keep us informed here as to your progression. This forum can be a good little resource should you want to ask questions you feel you cannot ask your instructor.
Dean
DeanoHey Ralph, (accepted your request on facebook)
Watched every ball, a few things I noticed, a great toss to win, the wicket is largely slowish and flat, but very dry. Get all our runs in the first innings and don’t bat again, here’s hoping.
SA didn’t really have a bowling strategy at all, they just ran in and bowled, there was no mixing it up, no bouncer barrage, no plans to unsettle us, they just seem to go through the motions which is quite odd considering their fire power. Cook & Trott, fantastic together again, dug us out of what could have been a bit of a hole considering we lost our captain to the 4th ball of the day. They played with patience and certainly seemed to have a plan against Morkel which worked.
Looking forward to day 2 tomorrow, but I’m playing in Devon myself so I’ll miss most of it, must catch the highlights on CH5 tomorrow evening.
DeanoHey Ralph, (accepted your request on facebook)
Watched every ball, a few things I noticed, a great toss to win, the wicket is largely slowish and flat, but very dry. Get all our runs in the first innings and don’t bat again, here’s hoping.
SA didn’t really have a bowling strategy at all, they just ran in and bowled, there was no mixing it up, no bouncer barrage, no plans to unsettle us, they just seem to go through the motions which is quite odd considering their fire power. Cook & Trott, fantastic together again, dug us out of what could have been a bit of a hole considering we lost our captain to the 4th ball of the day. They played with patience and certainly seemed to have a plan against Morkel which worked.
Looking forward to day 2 tomorrow, but I’m playing in Devon myself so I’ll miss most of it, must catch the highlights on CH5 tomorrow evening.
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