External Loads???
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scubasteve
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The stern or square end on my Grumman Sport boats and Grumman square stern freighter canoes has always faced forward on the Beavers a Norsemans. In one case we sandwitched two Grummans together and ratchet strapped them together so like looked like a big bomb or drop tank. That was on a Norseman and the pilot didn't care for the result. He much more preferred the boats one on each side stern forward. I have also seen 14' Lunds tied with the keel inwards and the open area facing out. Lots of strokes for different folks.
Athabascan Quote: "Know one knows the ways of the wind or the Caribou".
Cat, I will answer that one for you. Bow first for a big boat under a Beech 18!!
Some day I will tell you about what happens or doesn't happen when you tie 2 canoes on a Beech 18 then throw about 1800lbs into the cabin. You will only try that once!!
The most memorable external load for me was when I was new on the Beech and only had a few hours on it, I was sent to fly a boat into a lodge. The company was told it was a wide 18' Lund which is no problem for the Beech. So being real stupid, off I go to our other base to pick it up and all I knew was that the Beech would handle it no problem. Well as it turns out, it is this fancy 18' fiberglass Bass Boat with all the bells and whistles. To this day I have no idea what that thing weighed nor do I care to know. We ended up using chunks of pipe on the boat rack cranks to get better leverage so we could actually lift this thing up under the aircraft. It took 4 of us to get it loaded and then we man handled the 150hp engine that powered it into the cabin.
We got airborne and over the trees fairly well considering but that was about it. I did the entire 15 minute trip at Meto Power. Everytime I tried to pull the power back to climb we started a descent. I thought things were a little bit weird but the company said no problem. I got it into the lake alright and the Chief Pilot went into the same lake later in the day. When we saw the boat I had hauled in, well lets just say it wasn't pretty. I suspect that boat is still there today unless they figured a way to portage it out.
Some day I will tell you about what happens or doesn't happen when you tie 2 canoes on a Beech 18 then throw about 1800lbs into the cabin. You will only try that once!!
The most memorable external load for me was when I was new on the Beech and only had a few hours on it, I was sent to fly a boat into a lodge. The company was told it was a wide 18' Lund which is no problem for the Beech. So being real stupid, off I go to our other base to pick it up and all I knew was that the Beech would handle it no problem. Well as it turns out, it is this fancy 18' fiberglass Bass Boat with all the bells and whistles. To this day I have no idea what that thing weighed nor do I care to know. We ended up using chunks of pipe on the boat rack cranks to get better leverage so we could actually lift this thing up under the aircraft. It took 4 of us to get it loaded and then we man handled the 150hp engine that powered it into the cabin.
We got airborne and over the trees fairly well considering but that was about it. I did the entire 15 minute trip at Meto Power. Everytime I tried to pull the power back to climb we started a descent. I thought things were a little bit weird but the company said no problem. I got it into the lake alright and the Chief Pilot went into the same lake later in the day. When we saw the boat I had hauled in, well lets just say it wasn't pretty. I suspect that boat is still there today unless they figured a way to portage it out.
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Cat Driver
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Actually the first time I strapped the thing under the Beech on the rack we put it bow first, well I mangage to get the thing high enough to get over the RR bridge in chapelau ( about 25 feet ) then it was full power down river until I got enough room to turn it around and geo iot back to where I started from...
We turned the boat around and put it stern first and it flew sort of normal, at least I could climb up and fly to whatever lake I was taking it to.
Even though we did not have big brother killin all the trees in Canada to supply the paper for the rules they write isn't it strange how we managed to open up the North and actually get things done.
If you wish to become either suidicidal or homicidal try having a conversation about this stuff with your local TC guru...
Cat
We turned the boat around and put it stern first and it flew sort of normal, at least I could climb up and fly to whatever lake I was taking it to.
Even though we did not have big brother killin all the trees in Canada to supply the paper for the rules they write isn't it strange how we managed to open up the North and actually get things done.
If you wish to become either suidicidal or homicidal try having a conversation about this stuff with your local TC guru...
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
That Bass Boat, I had it tied on stern first, but some of the guys used to like tieing the big wide Lunds on bow first as they seemed to fly better that way.
Your right though try and have a conversation with some of the TC guys about this stuff and you will probably get the same arguments from them as we used to get about why wind socks were mandatory at float bases. Of course I read a previous post somewhere about the Thunder Bay guys. I have to agree. I know them personally and they have more bush time than most guys have time living. Obviously a rare few!!
Your right though try and have a conversation with some of the TC guys about this stuff and you will probably get the same arguments from them as we used to get about why wind socks were mandatory at float bases. Of course I read a previous post somewhere about the Thunder Bay guys. I have to agree. I know them personally and they have more bush time than most guys have time living. Obviously a rare few!!
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Driving Rain
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It's the stupid things that'll get you, or is it?
A good friend of mine and CL 's aka "Tommy Goose" showed me just what to do with Beech 18 boat racks. After spending an hour removing them from his assigned Beech he tossed them in Rainy Lake. They're still there as far as I know. The Queen is probably still wondering what happened to them.
Was almost killed flying a canoe.
I was taught to fly the boat on the right side. My instructor a veteran and well respected dean of bush ways mumbled something about "asymmetric thrust" and propeller rotation???? 'Besides' he said 'you're going to tie this thing on so well you can forget about it. I followed that advice for years.
One day some guys came down to the dock carrying two of them ultra lite kevlar canoes. They proudly showed me how the guts like seat and brace could be removed so it was extra lite.
I loaded one inside the Beech and being the lazy ba$tard I am tied the other on the left side because I was too lazy to turn the plane around to tie it on the right side. A lucky move that saved my life!
I stupidly tied on the canoe in it''s dismantled state on the vertical struts under the left engine. I'd flown canoes there before you just couldn't use your flaps which is no big deal in a Beech on floats.
Long story short , we took off and set course at about 2500 feet, cruising along enjoying the veiw. I glanced down at the canoe, it looked fine but wait a minute did it move? I looked again real hard and holy shit it was moving back and the ropes were starting to come loose!!
I had to land and right now. A canoe flying off from where it was tied would more than likely take the tail with it.
I chopped the power and slowed the aircraft and the canoe was still inching back. Stupidly I added full flap, another stupid mistake that luckily saved my life that day. Turns out the flap wedged the canoe to the float and it stooped it's rearward journey.
I got her stopped and surveyed the damage. To my relief the Beech was fine. The flap trailing edge put a nice V dent in the canoe and left some hairline fractures in the kevlar. It's owner wasn't impressed to say the least! Turns out the kevlar canoe deforms under pressure and was squirming out of the ropes like tooth paste out of the tube. I know the canoe should have been fully assembled .
Years later I got a job working with the OPAS. They gave me a course in tying baots on their way. Was well worth it. I never used ropes after that , herc straps only for this guy and guess what? Tie it on so you can observe it. Even with this advice shit happens boats have come off in flight. Luckily the guys I know that it has happend to are still alive to recount their stories.
One guy I know flew a Lund on a Beech on a windy day . Taxiiing across Sand Bay he picked up a jag of water in the boat. On his approach the water sloshed forward and he damed near ran out of trim. When he got to the dock to remove the boat it was gone. He looked out in the lake and there it was half sunk and bent to shit.
Be carefull is all I got to say. I use herc straps and dog collers and have nomore stories to tell on this subject.
Cheers
A good friend of mine and CL 's aka "Tommy Goose" showed me just what to do with Beech 18 boat racks. After spending an hour removing them from his assigned Beech he tossed them in Rainy Lake. They're still there as far as I know. The Queen is probably still wondering what happened to them.
Was almost killed flying a canoe.
I was taught to fly the boat on the right side. My instructor a veteran and well respected dean of bush ways mumbled something about "asymmetric thrust" and propeller rotation???? 'Besides' he said 'you're going to tie this thing on so well you can forget about it. I followed that advice for years.
One day some guys came down to the dock carrying two of them ultra lite kevlar canoes. They proudly showed me how the guts like seat and brace could be removed so it was extra lite.
I loaded one inside the Beech and being the lazy ba$tard I am tied the other on the left side because I was too lazy to turn the plane around to tie it on the right side. A lucky move that saved my life!
I stupidly tied on the canoe in it''s dismantled state on the vertical struts under the left engine. I'd flown canoes there before you just couldn't use your flaps which is no big deal in a Beech on floats.
Long story short , we took off and set course at about 2500 feet, cruising along enjoying the veiw. I glanced down at the canoe, it looked fine but wait a minute did it move? I looked again real hard and holy shit it was moving back and the ropes were starting to come loose!!
I had to land and right now. A canoe flying off from where it was tied would more than likely take the tail with it.
I chopped the power and slowed the aircraft and the canoe was still inching back. Stupidly I added full flap, another stupid mistake that luckily saved my life that day. Turns out the flap wedged the canoe to the float and it stooped it's rearward journey.
I got her stopped and surveyed the damage. To my relief the Beech was fine. The flap trailing edge put a nice V dent in the canoe and left some hairline fractures in the kevlar. It's owner wasn't impressed to say the least! Turns out the kevlar canoe deforms under pressure and was squirming out of the ropes like tooth paste out of the tube. I know the canoe should have been fully assembled .
Years later I got a job working with the OPAS. They gave me a course in tying baots on their way. Was well worth it. I never used ropes after that , herc straps only for this guy and guess what? Tie it on so you can observe it. Even with this advice shit happens boats have come off in flight. Luckily the guys I know that it has happend to are still alive to recount their stories.
One guy I know flew a Lund on a Beech on a windy day . Taxiiing across Sand Bay he picked up a jag of water in the boat. On his approach the water sloshed forward and he damed near ran out of trim. When he got to the dock to remove the boat it was gone. He looked out in the lake and there it was half sunk and bent to shit.
Be carefull is all I got to say. I use herc straps and dog collers and have nomore stories to tell on this subject.
Cheers
squawk 1276
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Driving Rain
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Joke all you want.
Herc Strap = a ratchet strap only not those little ones like crappy tire sells the big ones like Locheed supplies for the C130 cargo straps called by Locheed Herc Straps.
Dog collar = Dog collar something a dog wears only I use em to buckel around the seats and the boat rack to safety the boat.
Cheers
Pete
Herc Strap = a ratchet strap only not those little ones like crappy tire sells the big ones like Locheed supplies for the C130 cargo straps called by Locheed Herc Straps.
Dog collar = Dog collar something a dog wears only I use em to buckel around the seats and the boat rack to safety the boat.
Cheers
Pete
squawk 1276
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just curious
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just curious
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Herc Straps for sale:
http://cgi.ebay.com/ws/eBayISAPI.dll?Vi ... otohosting
http://cgi.ebay.com/ws/eBayISAPI.dll?Vi ... otohosting
Here is a little bit of info to all the people wishing to get seaplane training in Canada.
I have learned from experience that there are very few, if any operators in the country that actually allow the students to be the sole occupant of the aircraft. even though this a requirement by TC, in the regulations for the issuance of a seaplane rating it states that the student must complete at least five take offs and landings as the sole occupant of the aircraft.
However here at Gander Flight Training, I have been following these regulations and when I train a student I always get out onto the beach and let the student do the required 5 touch and goes. also I have never had a student exceed the minimum of seven hours training. when a student does his 50 hr training with me all the time after the seven hours is logged as PIC.
I have learned from experience that there are very few, if any operators in the country that actually allow the students to be the sole occupant of the aircraft. even though this a requirement by TC, in the regulations for the issuance of a seaplane rating it states that the student must complete at least five take offs and landings as the sole occupant of the aircraft.
However here at Gander Flight Training, I have been following these regulations and when I train a student I always get out onto the beach and let the student do the required 5 touch and goes. also I have never had a student exceed the minimum of seven hours training. when a student does his 50 hr training with me all the time after the seven hours is logged as PIC.
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Cat Driver
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Ian :
Are you saying that all the fifty hours in your bush course is logged as PIC after the seaplane rating is issued?
Is Pat still flying the water bombers?
Cat
Are you saying that all the fifty hours in your bush course is logged as PIC after the seaplane rating is issued?
Is Pat still flying the water bombers?
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Cat Driver,
yes after the rating all the time towards the fifty hours is logged as pic, the instructor is still on board but just as a passenger.
Pat is still her and is flying the bombers, he is in St Johns at the moment relieving another pilot. next week he and I are taking the Beaver to Goose Bay and he will be there for a few weeks on the CL215. he says he will do it as long as they let him.
so how do you know pat?
yes after the rating all the time towards the fifty hours is logged as pic, the instructor is still on board but just as a passenger.
Pat is still her and is flying the bombers, he is in St Johns at the moment relieving another pilot. next week he and I are taking the Beaver to Goose Bay and he will be there for a few weeks on the CL215. he says he will do it as long as they let him.
so how do you know pat?
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Cat Driver
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Ummm.... you're proud that you've stuck every single student into the plane alone after 6 hours of dual. Maybe you should rethink your training philosophies and incorporate safety into them. I've had individuals that I wouldn't let fly solo after 15 hours. Also, virtually every school that conducts float ratings offers a true solo flight. There were several that were trying to get away with supervised solo for lower insurance rates but they've since been shutdown.ianwhite wrote:Here is a little bit of info to all the people wishing to get seaplane training in Canada.
I have learned from experience that there are very few, if any operators in the country that actually allow the students to be the sole occupant of the aircraft. even though this a requirement by TC, in the regulations for the issuance of a seaplane rating it states that the student must complete at least five take offs and landings as the sole occupant of the aircraft.
However here at Gander Flight Training, I have been following these regulations and when I train a student I always get out onto the beach and let the student do the required 5 touch and goes. also I have never had a student exceed the minimum of seven hours training. when a student does his 50 hr training with me all the time after the seven hours is logged as PIC.
Another point that you might want to reconsider. If your insurance policy stipulates that the pilot must have more than six hours dual before he can fly solo (excluding the one hour solo for the seaplane rating), allowing the pilots to log all of their remaining fifty hours as solo could really come back to bite you in the ass if you ever have an incident/accident. Not only are you telling your students to falsify their log book entries but the insurance company would never consider it dual time just because you're on board. You have to determine previously who's the PIC, if everything goes to shit and you have to take over, which I imagine occurs quite regularly on a bush course with 7 hour pilots, then you are the PIC and the student is flying Dual. If they pull out the journey log and discover that they've been logging PIC, this flight also will be considered PIC and you won't be covered. Another thing, do you log time yourself while instructing or "supervising"? You better switch things up and pray you never get audited otherwise you'll end up as bitter as ..
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Cat Driver
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Smartass :
Why do you think I'm bitter?
There is a big, big difference between being bitter and knowing that one does not want to be involved in ab-initio flight instructing with all the crap you have to put up with from TC.
I am leaving for Amsterdam at noon tomorrow to do type rating training on a Dutch PBY, the Dutch CAA has given me authorization to teach with my Canadian license.
What I do is free lance advanced flight instruction and I make more in one hour than a lot of TC licensed instructors make in a week.
Bitter, naw just realistic.
By the way what advantage is there to the five solo take offs and landings for the sea plane rating??
.
Why do you think I'm bitter?
There is a big, big difference between being bitter and knowing that one does not want to be involved in ab-initio flight instructing with all the crap you have to put up with from TC.
I am leaving for Amsterdam at noon tomorrow to do type rating training on a Dutch PBY, the Dutch CAA has given me authorization to teach with my Canadian license.
What I do is free lance advanced flight instruction and I make more in one hour than a lot of TC licensed instructors make in a week.
Bitter, naw just realistic.
By the way what advantage is there to the five solo take offs and landings for the sea plane rating??
.
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
.... very, very, bitter yes.
Every other post you put up involves a rant about TC. I'm not saying that its unjustified but it definately conveys a very bitter attitude. The fact is, about 90% of the people on this board realise that ianwhite is completely ignoring the rules. Ignore the rules and you'll eventually get burnt. Every business venture has its share of BS that goes along with it, aviation isn't the exception. The thing is, you can spend every waking moment fighting the system or you can acknowledge that the system as a whole is there for a valid reason and go with it.
As for the advantage of having 6 solo landings and take-offs, I guess that could be answered by pondering the reason for having a solo section in your log book, or do you?
Every other post you put up involves a rant about TC. I'm not saying that its unjustified but it definately conveys a very bitter attitude. The fact is, about 90% of the people on this board realise that ianwhite is completely ignoring the rules. Ignore the rules and you'll eventually get burnt. Every business venture has its share of BS that goes along with it, aviation isn't the exception. The thing is, you can spend every waking moment fighting the system or you can acknowledge that the system as a whole is there for a valid reason and go with it.
As for the advantage of having 6 solo landings and take-offs, I guess that could be answered by pondering the reason for having a solo section in your log book, or do you?
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Cat Driver
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Well Smartass, I normally do not bother to reply to insulting remarks but in this case I shall make an exception.
If I am bitter about aviation it sure is not due to the segment of aviation that I work in, as an example here is what I have done since I left Canada on June 16 th, all paid for by the people who retain me to teach them how to fly their aircraft.
There were some delays in the paper work and finishing of the annual inspection on the Cat so they told me I could tour around Europe for ten days and if they needed me they would call me on the cell phone that they gave me.
So my wife and I drove to DiJon France and spent three days with another of my employers helping with an annual on his B 25.
We also spent an evening going over the next project that we will be doing, which is a trip around the world visiting dozens of countries over a year long ecology and good will tour sponsored by several countries.
He also talked me into flying the Paris to St Lewis Senegal rally in his Stearman because he does not have enough time on it, that gig is just a freeby I will do with him because he wants to have some fun.
We then drove to Como Italy and spent two days with the vice president of the Aero Club Como, that also was connected to the round the world project. Remember I have to put up with eating in the exclusive yacht club of Como and stay in a top notch hotel to sleep.
After Como we visited Switzerland, Germany, luxembourg and Belgium before returning to Liden Holland.
For the past week we have roamed around Holland sight seeing and spent a total of about eight hours at the hangar with the airplane.
Now you must remember I have yet to turn a prop, and the people who own the airplane are only worried that I may become bored and not hang around to train them.
To day they had a meeting and decided I should go home for a week and return around the 15 th of the month to finish up.
Then when this is finished I have to go to the USA and train another crew.
Right now I am waiting for conformation on a quick two day movie shoot in Italy with another PBY that I will try and get done somewhere inbetween the other stuff because flying for the movie industry is real, real good money.
So you can better understand just how bitter I am my fee for a two day movie shoot is ten thousand dollars U.S. plus all expenses.
My so called rants about TC that seem to irritate you are because I get real pissed when some no mind idiot working for TC is allowed to abuse their position by those above them, you should be happy that I care enough about the industry to take the time to try and bring about some very badly needed overhaul of the regulator to bring it back to a system that we can be proud to work in.
Hope this clairifys my so called bitterness.................
I bet you would like a few months of putting up with my working conditions so you too can be bitter, Huh?
P.S.
The solo for a sea plane rating is of no real value to anyone other than the insurance companies.
I don't keep a log book so logging time has no meaning to me anymore, I probably have more time on the top of loops than you have flying straight and level...
Hope you chill out smartass, why someday you might even get to like me.
Cat Driver
If I am bitter about aviation it sure is not due to the segment of aviation that I work in, as an example here is what I have done since I left Canada on June 16 th, all paid for by the people who retain me to teach them how to fly their aircraft.
There were some delays in the paper work and finishing of the annual inspection on the Cat so they told me I could tour around Europe for ten days and if they needed me they would call me on the cell phone that they gave me.
So my wife and I drove to DiJon France and spent three days with another of my employers helping with an annual on his B 25.
We also spent an evening going over the next project that we will be doing, which is a trip around the world visiting dozens of countries over a year long ecology and good will tour sponsored by several countries.
He also talked me into flying the Paris to St Lewis Senegal rally in his Stearman because he does not have enough time on it, that gig is just a freeby I will do with him because he wants to have some fun.
We then drove to Como Italy and spent two days with the vice president of the Aero Club Como, that also was connected to the round the world project. Remember I have to put up with eating in the exclusive yacht club of Como and stay in a top notch hotel to sleep.
After Como we visited Switzerland, Germany, luxembourg and Belgium before returning to Liden Holland.
For the past week we have roamed around Holland sight seeing and spent a total of about eight hours at the hangar with the airplane.
Now you must remember I have yet to turn a prop, and the people who own the airplane are only worried that I may become bored and not hang around to train them.
To day they had a meeting and decided I should go home for a week and return around the 15 th of the month to finish up.
Then when this is finished I have to go to the USA and train another crew.
Right now I am waiting for conformation on a quick two day movie shoot in Italy with another PBY that I will try and get done somewhere inbetween the other stuff because flying for the movie industry is real, real good money.
So you can better understand just how bitter I am my fee for a two day movie shoot is ten thousand dollars U.S. plus all expenses.
My so called rants about TC that seem to irritate you are because I get real pissed when some no mind idiot working for TC is allowed to abuse their position by those above them, you should be happy that I care enough about the industry to take the time to try and bring about some very badly needed overhaul of the regulator to bring it back to a system that we can be proud to work in.
Hope this clairifys my so called bitterness.................
I bet you would like a few months of putting up with my working conditions so you too can be bitter, Huh?
P.S.
The solo for a sea plane rating is of no real value to anyone other than the insurance companies.
I don't keep a log book so logging time has no meaning to me anymore, I probably have more time on the top of loops than you have flying straight and level...
Hope you chill out smartass, why someday you might even get to like me.
Cat Driver
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Okay .,
Let me be more specific than my last post.
If you want to let a person fly your plane while you're in the right or rear seat, how much faith do you have to have in that person. Now say you have the same situation but you're standing on the ground and that same person is now alone in your plane. Did your standards just jump?
If you get rid of the 1 hour solo, flight schools will exploit the fact that float endorsments are unregulated and promise 7 hour licences in order to provide more business. With ensuring that the 1 hour of solo has been completed you are also ensuring that the flight school is confident enough in their students to let them fly a seaplane by themselves prior to licencing them. Sounds pretty logical to me.
Yes . your life is pretty amazing, just can't believe that someone living that life can bitch so much on here.
Let me be more specific than my last post.
If you want to let a person fly your plane while you're in the right or rear seat, how much faith do you have to have in that person. Now say you have the same situation but you're standing on the ground and that same person is now alone in your plane. Did your standards just jump?
If you get rid of the 1 hour solo, flight schools will exploit the fact that float endorsments are unregulated and promise 7 hour licences in order to provide more business. With ensuring that the 1 hour of solo has been completed you are also ensuring that the flight school is confident enough in their students to let them fly a seaplane by themselves prior to licencing them. Sounds pretty logical to me.
Yes . your life is pretty amazing, just can't believe that someone living that life can bitch so much on here.
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Cat Driver
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Smartass:
Well you call it bitching, to me it is just relating fascts, but you are free to take it any way you wish.
I can see what you are getting at with sending students solo being some proof that you have faith in your training...but on the other hand why not send them out solo in IMC weather before recommending them for an instrument rating? or send them solo in a twin before recommending them for a rating?
My argument is get rid of the solo requirements to reduce the insurance cost for the schools, then recommend them for a flight test with TC or a designated pilot. That would cover the question of how good the training was.
The seven hours is of course a bare minimum, but I guess we have to have a starting point.
By the way, have you not noticed that I make many contributions on the flight training part of this forum and I do not think it is all bitching.
Take care and fly safe.
P.S :
There is not a one hour solo requirement, it is five take offs and landings.... and that could be done in a straight line one after the other never climbing above fifty feet and still meet the requirements...
Are you an instructor?
Cat
Well you call it bitching, to me it is just relating fascts, but you are free to take it any way you wish.
I can see what you are getting at with sending students solo being some proof that you have faith in your training...but on the other hand why not send them out solo in IMC weather before recommending them for an instrument rating? or send them solo in a twin before recommending them for a rating?
My argument is get rid of the solo requirements to reduce the insurance cost for the schools, then recommend them for a flight test with TC or a designated pilot. That would cover the question of how good the training was.
The seven hours is of course a bare minimum, but I guess we have to have a starting point.
By the way, have you not noticed that I make many contributions on the flight training part of this forum and I do not think it is all bitching.
Take care and fly safe.
P.S :
There is not a one hour solo requirement, it is five take offs and landings.... and that could be done in a straight line one after the other never climbing above fifty feet and still meet the requirements...
Are you an instructor?
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Hey Cat, glad to see you are still kicking! I agree with you about the flight test. I know of a float pilot who climbed into the back of a cub with a good book and after 7 hours of reading, climbed out, sent the student which was his buddy for his 5 take off and landings and signed him off. Of course the guy goes out and eventually scares the shit out of himself and never flies again. A flight test would have caught that and the student would have required more dual and hopefully he would have done it with someone else who had some interest in teaching him what he really needed to know.
I also never really understood the reasoning for the five T/O and Landings as sole occupant in the aircraft. Maybe it is suppose to be a confidence builder but I really don't see the need for it. As you know for the next 100 hours every trip is a real confidence builder.
Just my two cents!!
I also never really understood the reasoning for the five T/O and Landings as sole occupant in the aircraft. Maybe it is suppose to be a confidence builder but I really don't see the need for it. As you know for the next 100 hours every trip is a real confidence builder.
Just my two cents!!
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Cat Driver
- Top Poster
- Posts: 18921
- Joined: Sun Feb 15, 2004 8:31 pm
CLguy:
Before I had my little problem with TC I was actively engaged in trying to get some changes made to the flight training policies here in Canada, at the time I was on a fairly good working relationship with the top guy in flight training.
I believe that based on my background and knowledge that my suggestions should have sufficient weight to be worthy of serious consideration within the upper management of TC, as a matter of fact some of them should spend some time flying with me to learn something about the subject they are in charge of.
He agreed with me that the five solo take offs and landings were adding to the cost to flight schools through very high insurance costs.
Anyhow no matter how much I lobbied for change, in the final analysis TC stuck with their usual attitude...that is the way we set it up and that is the way it will be.
Their head in the sand approach only resulted in thousands of hours of training done with the instructor riding as passenger to protect their airplane from an insurance claim. And of course falsification of the paper work to cover it up.....wonderful, just wonderful.
Ever try and reason with TC?
Maybe one of TC's flight training gurus could enlighten us as to why they do not change the solo to a flight test. We know they read these forums so why don't they communicate?
Cat
Before I had my little problem with TC I was actively engaged in trying to get some changes made to the flight training policies here in Canada, at the time I was on a fairly good working relationship with the top guy in flight training.
I believe that based on my background and knowledge that my suggestions should have sufficient weight to be worthy of serious consideration within the upper management of TC, as a matter of fact some of them should spend some time flying with me to learn something about the subject they are in charge of.
He agreed with me that the five solo take offs and landings were adding to the cost to flight schools through very high insurance costs.
Anyhow no matter how much I lobbied for change, in the final analysis TC stuck with their usual attitude...that is the way we set it up and that is the way it will be.
Their head in the sand approach only resulted in thousands of hours of training done with the instructor riding as passenger to protect their airplane from an insurance claim. And of course falsification of the paper work to cover it up.....wonderful, just wonderful.
Ever try and reason with TC?
Maybe one of TC's flight training gurus could enlighten us as to why they do not change the solo to a flight test. We know they read these forums so why don't they communicate?
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
