The Differences Between PPLicensing And Learning

In article ,
WJRFlyBoy wrote:

On Thu, 28 Feb 2008 11:36:53 -0800, Steve Hix wrote:

In article ,
WJRFlyBoy wrote:

On Thu, 28 Feb 2008 13:56:26 GMT, Steve Foley wrote:

"WJRFlyBoy" wrote in message
...

1) I passed on answering your questions that honestly aren't worth my
effort or the Usenet space.

And I will to the same

plonk

lol Touchy I would say.

Well, you *were* pretty rude. Unless you think that blowing off someone
because they're too stupid to deal with is good manners.

Think about it.

I never mention Foley being stupid,

No, maybe you didn't state it explicitly, but you certain implied it.

Whether or not it was your intent, what you said could reasonably be
expected to generate that inference to a lot of readers.

I expressed my opinion as you can see
above. He took offense which is his perfect prerogative.

And you really don't understand why, do you? Or perhaps you're just
playing dumb...

In your case, either purposefully or not, you have mistated my response to
him, time will tell if you have an agenda or honestly mistaken.

I have been on and around Usenet since the Deja News days.

And that's supposed to be important why, exactly?

Think about it.

It's clear that in this you didn't exercise much consideration. You
can't really believe that calling someone worthless is a neutral act.

On Fri, 29 Feb 2008 00:13:24 -0800, Steve Hix wrote:

In article ,
WJRFlyBoy wrote:

On Thu, 28 Feb 2008 11:36:53 -0800, Steve Hix wrote:


Thanks for your comments.
--
Remove numbers for gmail and for God's sake it ain't "gee" either!

On Feb 28, 4:11 am, WJRFlyBoy wrote:
I have been reading the various threads about spins, forced landings, etc
and talking with CFIs. The road to a PPL is preset in requirements by FAA.
I see that most people are happy to do nothing more than that. Outside of
the cost factors, I find this much more than curious considering the
consequences. You can get killed, that one keeps jumping out at me

I am asking the group for assistance in developing a list of instructional
and solo experiences, testing, mandatory reading.....if you ran the FAA,
what would you require in a near-perfect world that a PPL would require? I
am a zero-hour wannabe pilot FYI

For a start, I won't begin my first instruction until I can do the
following:

Pass all tests with a 95% minimum
Handle with ease all traffic control and similar commo
Dissect the anatomy of my training aircraft
Understand what and how the instrumentation works (shortcomings included)
Own all the fundamentally necessary flight gear (i.e carry-ons in flight
bag or on person)
Obtain hours in flight simulation
More...enough for now.

TIA. The group is an extremely valuable resource; I sincerely doubt I would
be so focused and confident without your past, present and future work
here.
--
Remove numbers for gmail and for God's sake it ain't "gee" either!

Poor judgment kills far more than an 89% on a written...

Take the good advice here and learn from a competent CFI.

Own all the fundamentally necessary flight gear (i.e carry-ons in flight
bag or on person)

This one takes years...

During my primary training the biggest difficulty I had was sensing the
proper hight above runway where to begin the flare. I was really stuck there
for almost a month, either flaring too high, or landing flat. My instructor
was pretty much desperate, and I started thinking that I'm perhaps lacking
some physical ability to do that right.
What I did was, I set up MSFS with a projector and a wall-mounted screen in
my room, put the projector far enough to get the image of the exact 1:1
scale of what I see out of cockpit, and set up the plane on a very short
final, perhaps 10-12 seconds before touchdown. I was then practicing
the flare with this setup; I did around fifteen hundred flares in one week.
That helped me tremendously. I'm pretty sure that probably there were
other ways to break this plateau I had, but this one worked for me. I hardly
ever fired MSFS ever since, I got so sick of it

Andrey


In rec.aviation.piloting Dudley Henriques wrote:
[...]
part of that opinion by not including that I see no objection at all to
the sim being used BEFORE dual commences as well as after solo, so the
actual envelope I have always stressed constitutes ommission of the
simulator between the first hour of dual instruction and solo. After
solo, the sim can again be used and has specific advantages.
[...]

In rec.aviation.student WJRFlyBoy wrote:
On Thu, 28 Feb 2008 21:29:35 -0600, Michael Ash wrote:

I am asking the group for assistance in developing a list of instructional
and solo experiences, testing, mandatory reading.....if you ran the FAA,
what would you require in a near-perfect world that a PPL would require? I
am a zero-hour wannabe pilot FYI

Outlandings and assembly/disassembly. The PTS covers both in extremely
light detail. I would like to see much greater detail applied to both. In
particular, I had never assembled or disassembled a glider, aside from
helping to hold up wingtips and such, until after my checkride. I think
every student should be taken to the point where he can be the lead on
assembly or disassembly, at least for one particular type. He should also
be able to walk through an outlanding from start to finish, including
dealing with locals and police and handling the retrieve crew.

Of course this is pretty glider-specific. The equivalent for "normal"
flying would, I imagine, be how to travel with a plane, how to deal with
courtesy cars and arrange transportation at the destination and so forth,
which I've seen talked about here as lamentably un-discussed during
training.

lol

I am told this is "glider-boy" downspeak.

I can assure you that it is no such thing. I merely related some things
which I thought were lacking in my training, and compared them to
deficiencies I'd seen talked about in here.

--
Michael Ash
Rogue Amoeba Software

Andrey Serbinenko wrote:
During my primary training the biggest difficulty I had was sensing the
proper hight above runway where to begin the flare. I was really stuck there
for almost a month, either flaring too high, or landing flat. My instructor
was pretty much desperate, and I started thinking that I'm perhaps lacking
some physical ability to do that right.
What I did was, I set up MSFS with a projector and a wall-mounted screen in
my room, put the projector far enough to get the image of the exact 1:1
scale of what I see out of cockpit, and set up the plane on a very short
final, perhaps 10-12 seconds before touchdown. I was then practicing
the flare with this setup; I did around fifteen hundred flares in one week.
That helped me tremendously. I'm pretty sure that probably there were
other ways to break this plateau I had, but this one worked for me. I hardly
ever fired MSFS ever since, I got so sick of it

Andrey


In rec.aviation.piloting Dudley Henriques wrote:
[...]
part of that opinion by not including that I see no objection at all to
the sim being used BEFORE dual commences as well as after solo, so the
actual envelope I have always stressed constitutes ommission of the
simulator between the first hour of dual instruction and solo. After
solo, the sim can again be used and has specific advantages.
[...]

A very simple instructor technique for a student having the problem you
had is for the instructor to "fly" the airplane up the runway holding it
in the landing attitude just inches off the ground. By doing this, the
student gets a long look at the correct visual cue both over the nose
and peripherally for the airplane in a landing attitude.
Also, as the airplane is positioned for takeoff and before the throttle
is opened, the student should be told to look over the nose and remember
that visual cue. This is the cue that will be seen as the aircraft
touches down again.
There are many ways in the airplane to solve the problem you had. I
would never in a million years allow any student of mine to use MSFS to
solve the issue you were having.


--
Dudley Henriques

On Fri, 29 Feb 2008 11:10:07 -0600, Michael Ash wrote:

Outlandings and assembly/disassembly. The PTS covers both in extremely
light detail. I would like to see much greater detail applied to both. In
particular, I had never assembled or disassembled a glider, aside from
helping to hold up wingtips and such, until after my checkride. I think
every student should be taken to the point where he can be the lead on
assembly or disassembly, at least for one particular type. He should also
be able to walk through an outlanding from start to finish, including
dealing with locals and police and handling the retrieve crew.

Of course this is pretty glider-specific. The equivalent for "normal"
flying would, I imagine, be how to travel with a plane, how to deal with
courtesy cars and arrange transportation at the destination and so forth,
which I've seen talked about here as lamentably un-discussed during
training.

lol

I am told this is "glider-boy" downspeak.

I can assure you that it is no such thing. I merely related some things
which I thought were lacking in my training, and compared them to
deficiencies I'd seen talked about in here.

--
Michael Ash
Rogue Amoeba Software

Maybe I misunderstood. You are relating the advanced disassembly of a
glider with post flight travel arrangements of motorized aircraft as
comparable deficiencies in training?
--
Remove numbers for gmail and for God's sake it ain't "gee" either!

On Fri, 29 Feb 2008 06:38:46 -0800 (PST), wrote:

TIA. The group is an extremely valuable resource; I sincerely doubt I would
be so focused and confident without your past, present and future work
here.
--
Remove numbers for gmail and for God's sake it ain't "gee" either!

Poor judgment kills far more than an 89% on a written...

Take the good advice here and learn from a competent CFI.


Looking for a couple...

Own all the fundamentally necessary flight gear (i.e carry-ons in flight
bag or on person)

This one takes years...

No list to post
--
Remove numbers for gmail and for God's sake it ain't "gee" either!

In rec.aviation.student WJRFlyBoy wrote:
On Fri, 29 Feb 2008 11:10:07 -0600, Michael Ash wrote:

Outlandings and assembly/disassembly. The PTS covers both in extremely
light detail. I would like to see much greater detail applied to both. In
particular, I had never assembled or disassembled a glider, aside from
helping to hold up wingtips and such, until after my checkride. I think
every student should be taken to the point where he can be the lead on
assembly or disassembly, at least for one particular type. He should also
be able to walk through an outlanding from start to finish, including
dealing with locals and police and handling the retrieve crew.

Of course this is pretty glider-specific. The equivalent for "normal"
flying would, I imagine, be how to travel with a plane, how to deal with
courtesy cars and arrange transportation at the destination and so forth,
which I've seen talked about here as lamentably un-discussed during
training.

lol

I am told this is "glider-boy" downspeak.

I can assure you that it is no such thing. I merely related some things
which I thought were lacking in my training, and compared them to
deficiencies I'd seen talked about in here.

Maybe I misunderstood. You are relating the advanced disassembly of a
glider with post flight travel arrangements of motorized aircraft as
comparable deficiencies in training?

Sounds like you are unfamiliar with glider assembly/disassembly. There is
nothing "advanced" about it. It's something that all glider pilots are
allowed to do and all should be able to do. On the average day when my
club operates with good soaring conditions, there are several gliders
assembled in the morning and disassembled in the afternoon after the day's
flying is done. The average glider takes two or three people 15-20 minutes
to assemble or disassemble.

And yes, I am comparing it to the non-flying portions of traveling using a
powered aircraft. If you feel the comparison is not apt, perhaps you could
elaborate.

--
Michael Ash
Rogue Amoeba Software

WJRFlyBoy schrieb:

You are relating the advanced disassembly of a glider

There is nothing advanced in assembling and disassembling a glider. Most
glider pilots are doing this before and after each flight.