Search results

I am curious why this is. If the CFI is IR, why not take a student into IMC and let them try to maintain the vector?

Someone computes W&B very accurately for the airlines. Also, if they calculate it wrongly, or they overload a plane, the consequences are going to be great. This is why it does not happen.

The conclusion is not assumed. GA has a much higher rate of accidents than commercial ops, and a lot of that has to do with training. Ignorance is not bliss in this case.

By the "system", I mean CFI training, syllabi, lesson plans, flight school ops... all parts of pilot training. I don't have time to do this as I am busy trying to fix bigger societal problems. Hopefully the Gold Seal program addresses these issues.

I think the evidence is clear from all the accident reports we see.

I am not arguing they are not taught; I argue they are not emphasized enough, such that they do not stick out as the fundamentals that pilots pay special attention to.

Here are things that I think the system should extra emphasize to the private pilots. Extra emphasis would mean multiple times, using videos, articles, real examples of accidents, and actual flying. I think someone should write an article about these topics, which we (CFIs, this forum, AOPA...

Sorry, I did not mean to blame either the CFI or the DPE. I am questioning the training system, where priority is given to the questions on the checkride. In addition to that, I think they need to emphasize more fundamentals.

There are too many scenarios to cover by the CFI and examine by the DPE. However, I am talking about the most basic things here, like W&B, DA, and climb rates near the GW. My hope is that the CFIs emphasize these (and some other) aspects of flying as grave danger for the pilot and their families.

I really like that. If real consequences are not highlighted, some people will not realize the importance.

Later on you can forget or get complacent.

You are saying that every CFi emphasizes (mentions it multiple times with clarity) the importance of not being over gross, especially when combined with aft CG, high DA, and/or the need to climb over a mountain? I don't believe that.

I agree with the part that you have to know how to calculate it (and I don't doubt that he could). I also think that somewhere it says that the plane will not perform as well when over gross. What lacks is 1. emphasizing this last point many times, 2. flying at gross and different CGs during...

I am not sure this pilot had a dangerous trait. Do you have one in mind?

I am really shocked that this can happen right after receiving a pilot's license (his plane was over gross, out of CG, and he tried to outclimb a mountain at a high DA). Who else thinks we do not emphasize the fundamentals of flying well enough during training? I think the training for the PP...

I live in WA and have done that route both ways multiple times in a C182 (all VFR). We have also done 2 multi-day trips to KOTH. Like any other long XC, each evening plan your route based on the weather forecast. Call ahead to confirm 100LL is available and the pumps are working/charging. Your...

Another company doing way better than Lillium: https://www.flyingmag.com/modern/electric-aircraft-manufacturer-beta-lands-300m-qatar-led-investment/

Overflying Zion NP would be a treat. You could do T&Gs at St George potentially.

I have two PLBs and decided to sell my InReach, since I dont want to pay the monthly subscription.

- It should be about $10K less. But to me there are other advantages beyond that. The annual subscriptions are free on Dynon, vs a lot of money on Garmin. The IFD has an app that mirrors its screen on an ipad - a fantastic user interface. - Dynon may have better customer support and reliability...