DavidWhite
Final Approach
I didn't sign up for this magazine. I got it last month too, where is my regular AOPA pilot magazine? I want the old one back.
It's to convince you to buy a King Air and join the PoA turbine club.
It is the same magazine....they just are trying to pander to the turbine crowd, so they added a turbine section to the rag and changed the name.I didn't sign up for this magazine. I got it last month too, where is my regular AOPA pilot magazine? I want the old one back.
I didn't sign up for this magazine. I got it last month too, where is my regular AOPA pilot magazine? I want the old one back.
I haven't the cash nor swagger.
David- get the jet instead of the Cirrus
I changed address so much that I never did get the magazine. I remember when I renewed from Aus it was $149. "Yeah look, I don't need you to mail me the magazine..."
They always sent me emails with links to the online stuff, it was never an issue for me, save the paper and printing costs as well as the postage. That's all one of the reasons I didn't renew. Like Greenpeace, it's a grassroots gone gone wrong. I'm not insinuating anything nefarious either, just general human nature taking course; there just isn't much spirited leadership looking out for others, and when they come along they get shouted down by those who will lose profit.If you go the the Web site, it looks like you can switch to the digital edition for free. Then you don't have to worry about the paper copies tracking you down.
They always sent me emails with links to the online stuff, it was never an issue for me, save the paper and printing costs as well as the postage. That's all one of the reasons I didn't renew. Like Greenpeace, it's a grassroots gone gone wrong. I'm not insinuating anything nefarious either, just general human nature taking course; there just isn't much spirited leadership looking out for others, and when they come along they get shouted down by those who will lose profit.
A lot of the Turbine Pilot section consists of flight training articles. Really.I go with the Flight Training magazine instead.
I go with the Flight Training magazine instead.
Me too and I still find it very interesting. I don't think the other one will ever be for me, since I think it is good for me to keep learning. As they say, I should be able to - as a private pilot now - pass the written, oral, and practical at any time. Not everyone can between BFR's (me included). So, I'll keep my "flight training" coming.
If you feel you need remedial work you need to step up your level of effort.
Very well put. Those at the top of the aviation food chain (often with tens of thousands of hours) have to train every six months. And those with just a few hours, every two years Think about that.If you don't feel you need remedial training, you may be overestimating yourself.
I'd like to think that at this stage in my career I wouldn't need it, but that's not the case. I need regular retraining, recurrent training, review and training on basics, advanced material, and new material.
There's no such thing as holding the status quo when it comes to training and proficiency in aviation. You're either falling backward, or making progress. Usually a lot of give and take.
If you think you've got it down cold, you don't.
Very well put. Those at the top of the aviation food train (often with tens of thousands of hours) have to train every six months. And those with just a few hours, every two years Think about that.
If you don't feel you need remedial training, you may be overestimating yourself.
I'd like to think that at this stage in my career I wouldn't need it, but that's not the case. I need regular retraining, recurrent training, review and training on basics, advanced material, and new material.
There's no such thing as holding the status quo when it comes to training and proficiency in aviation. You're either falling backward, or making progress. Usually a lot of give and take.
If you think you've got it down cold, you don't.
We need to take checkrides in the sim every six months. On top of that, we have ground school, computer-based training, line checks, and other kinds of training that comes up. We don't just get the checkrides at the simulator. A check airman may get on board any time, anywhere, and give us a checkride. Last month, a check airman gave me three legs of observation and a checkride in Afghanistan. One just can't go far enough to get away from that; training, examination, and ongoing checking and instruction is constant.
This year and last, we've had other additional training that's come up several times, so I've been back training in the sim almost every three months, as well as the line checks. We've also had home study with various tests to take, courses to do, and other ongoing continuing education. Many of us fly in our spare time as well, some go out and seek additional training or type ratings or category/class ratings, such as seaplane training, glider ratings, etc. Others do aerobatics in their spare time, build or restore airplanes, give instruction, and so forth.
I never take a Biennial flight Review, because my training is far more frequent and regular; I have no need to do a BFR because much of the training exceeds it. In addition, I typically fly about 80 hours a month with numerous actual instrument approaches in rain, fog, snow, sand, ice, strong crosswinds, in the daylight and at night. I operate an older airplane and handle the regular abnormal occurrences and even emergencies that come with it.
There's no way to do this and study once every couple of years. There's no way to do this and not fall back to basics, studying regulations, manuals, procedures, limitations, and even the most inherently remedial elementary things. One can't take anything for granted.
Periodically throughout one's career, one swaps aircraft, upgrading to a new type, or changing to a new job. This always involves starting over with systems, limits, and practices and techniques. It's like re-learning to fly all over again. I've flown some airplanes that I wore like a glove: I thought about it and the airplane did it. I then got in another airplane and I thought one thing and the airplane did another. Take nothing for granted. If you're above the remedial, you're not long for this world. Arrogance kills.
Whether one is well into one's professional career as an aviator, in the early stages, or flies for pleasure, the need to keep studying, keep training, and to keep revisiting the basics does not go away.
When we do our checkrides, we still do the basics, including steep turns. We do stalls, accelerate into and out of slow flight, all kinds of landings, and train for a lot of different kinds of emergencies. Procedures change; we constantly review these changes.
I've met very few professionals who consider training to be beneath them. Those that do, don't last long.
Good call, Kimberly. While not necessary, it's a responsible decision on your part.
I've done that before when I haven't been jumping regularly, on a visit tothe drop zone. I'll go through the harness training, then get with someone for a skydive, run through the emergency procedures, get some 1 on 1 instruction, before going back out. It's always a good idea.
I think it's beneficial for people to seek continuing training and education, too. It's all too common for people to be really gung-ho during their training toward a pilot certificate, but to hardly fly again after that and eventually drop out. The numbers of people who go on for advanced certificates or training are relatively low. A big part of that is cost, of course. A big part of it, however, is that people aren't feeling challenged like they were when everything they did was working toward the higher goal of achieving certification.
It's harder to justify the 100 dollar hamburger when the hours aren't counting toward a certificate or the prize and the end of the logbook.
Going after a commercial, or instrument, or seaplane rating, or glider rating (or balloon, or helicopter, etc) are ways to revitalize the desire to fly, justify spending the money, and to put some fun and challenge back into flying. One may have no desire doing it for a living, but since when has that been a prerequisite to go train? Just seeking the certificate or training for its own sake is good enough.
I used to fly with a few pilots who didn't need me to be legal, but who always sought me to come fly second seat with them for some local pleasure flying. They knew they didn't fly enough to stay proficient, and they felt it was a safety decision. They were right, and that was the correct thing to do. It was also a very responsible call on their part.
I was just talking to an individual who does ferry work in his spare time. Two individuals just put a new King Air in the water because they were out of their element, had no experience, and made some bad decisions, all because the owner decided to use inexperience rather than a qualified pilot. If one of those two had been replaced by someone with some experience in the operation, it might have turned out very differently, but no body went for the instruction, the training, the experience, and it's been a very costly mistake. Six and a half million for the airplane, a million and a half for the recovery get get it off the bottom of the sea, plus the expensive avionics and the engines that were on board, and now none of it will be usable...all throw away. Far better to spend a few dollars for safety and peace of mind. Same for seeking some ongoing training.
Good call.
I guess you could draw such a distinction, but if the training and maneuvers are the same, does it really matter?