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Posts posted by aeroscout

  1. The Administrator has consistently long held that instrument privileges are particular to the category of aircraft. The regulation has always been clear on that subject, and the interpretation thereof reflects no ambiguity or change.


    • Like 1
  2. I think the George thing came from the commonwealth. I thought it referred to a member of parliament, but it might be from the eponymous WWII-era movie.



    You are on the right track.

    When autopilot controls came into use by Britain, King George and the monarchy officially owned the aircraft the autopilots were installed in.

    So the banter amongst the pilots was "let George fly it", or "give it to George".

    Hence the autopilot became referred to as "George".

  3. My father and uncle were airline pilots, older brother was chopper pilot, brother-in-law was bomber pilot, I asked for choppers or fighters, and got choppers.


    Still ended up doing about 1500 hrs flying jets, but stayed in choppers in the civilian world. Probably because I was too bone-lazy to sit for the ATPL exams.


    Avbug said:


    Yes, but the plane is stable and wants to fly, and it will only crash if the pilot interferes with it. A helicopter is unstable, and designed to crash, and it is only the amazing co-ordinated skills of the intelligent, good-looking dude holding the cyclic that stops it from crashing. Unless he relaxes too much...

    That's why there aren't any mirrors in helicopters.

  4. Not for nothing, but it has been openly stated that the FARs/CFRs are purposely written to be vague enough to be interpreted any way the FAA wants to.

    Instrument procedures are identical with few exceptions between the categories.

    Especially when being flown on autopilot.

    Another example of a lack of common sense regulations.

  5. Great discussion question by OP "my controls".

    No engine failures, but some eye opening system failures.

    Fire light no secondaries, had to land immediately at abandoned strip.

    2 complete electrical failures(day).

    Numerous gear issues.

    Pressurization failure.

    Numerous birdstrikes, the worst of them was a shattered windscreen.

    I remember one of the electrical failures left me a little maudlin, but my instructor complimented me, so I got over that quickly.

    I just try to be mentally prepared for what may come my way, and handle what comes up without too much panic or emotion.

    I only lost it once and tried to track down the culprit later, only to get shut out.

    I suppose if I had kept my cool the guilty party may have come forward for detente.

    I think some people's temperament, disposition, and character make them more suitable for handling situations where the chips are down, while others are great during ops normal.

    Great discussion to my fellow forum members.

  6. I don't know how to say it tactfully or diplomatically, but let's just say I strongly agree with Astro on his Orwellian comment.

    I think I could make some constructive comments, but in the final analysis it's Lyn's forum and he can do what he thinks is best.

    I have furtively lurked for awhile seemingly inactive.

    Maybe other non military are doing the same as others in this thread have suggested.

    • Like 1
  7. I hope you're joking. I had a colleague and also a family member pass away from pancreatic cancer in the last couple years. It took about a year from hale and hearty but somethings wrong to the end of all earthly suffering.

    Get it checked out.



    Not pancreatic cancer, panacea ...creatic...

    Oh, never mind , my attempt at a humorous method to define panacea fell sadly short.

  8. One of my fellow VertRef poster mentioned compensation and security.

    I hope you aren't using my experience as an example.

    I have had 3 fixed wing and 4 rotary wing jobs since my start in commercial aviation over 20 years ago.

    That's not including side jobs and contracting to help make ends meet.

    As for compensation fixed wing was marginal and rotary was worse.

    Living the dream.

  9. Sooooo, most asked for Wednesday night, works for me. I'll contact the proprietors and set it up. So far about 40 are coming Spike... :-)



    Can't make Wednesday night.


    Everyone please come by and say hi at Rotors and Ribs booth.

    Section 12300.

    Leave a note if you don't find me there, and I'll get back to you.

    I'll be around the booth most of Wednesday.

  10. Again I am forced to piggyback on and iChris reply.

    I have said it before, I consider iChris posts to be the gold standard.

    It should come as no surprise when peak power output is being approached.

    The closer you get to it, the more you can count on insufficient power pedal.

    If you are already close to peak power at a (no wind) hover, your low level flying options are markedly diminished.

    I can't say I have never heard of the screwing technique for reducing power required, but this is a first as a recovery technique.

    I would consider it in a last ditch effort.




    Great thread by the way.


  11. I hate to try to piggyback on anything iChris posts.

    His replies are the gold standard to my way of thinking at least.

    But I have an almost irresistable urge to add, downwind operations require no more power than no wind operations under the same loading and atmospherics.

    It does however require additional logistics and considerations.

    Lengthened takeoff and landing distances for instance.

    Another consideration is engine out operations which are complicated greatly by downwind operations.

    Also ETL backwards should be given very careful consideration.

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