You can go to Alaska for your Cub, they're everywhere.... you'll just pay through the nose for one.
Had a cabbie in Vancouver tell me his insurance for a year is $15,000... Now that's insane.
STL
Cycles VS Hours
Moderators: lilfssister, North Shore, sky's the limit, sepia, Sulako, I WAS Birddog
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sky's the limit
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2milefinal
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Cat Driver
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" With a comment like that I would say this thread has maybe..... "degenerated"
Yeh, I suppose one could describe that as degenerating a subject.
But it is my thread and I couldn't think of any other way to express my feelings.
You see, I'm a pilot whos only real objective was to earn a living flying and teaching same.
TC for their own reasons decided they would not allow me to.
So for me it is quite simple, I will exercise the privelages of the licenses I hold and TC can go fu.k themselves.....
...see I did it again..degenerated my own thread.
Cat
Yeh, I suppose one could describe that as degenerating a subject.
But it is my thread and I couldn't think of any other way to express my feelings.
You see, I'm a pilot whos only real objective was to earn a living flying and teaching same.
TC for their own reasons decided they would not allow me to.
So for me it is quite simple, I will exercise the privelages of the licenses I hold and TC can go fu.k themselves.....
...see I did it again..degenerated my own thread.
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.
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Hotel Tango
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Instructing is great, but by itself it is somewhat inadequate in terms of pilot development.
Let's say you fly floats in the summer, and instruct in the winter down south. Hey, great.
Let's say you fly corporate a whole 300 hours a year, and instruct part time. Great.
Let's say you fly airshows and instruct part time, like Sean Tucker or Mike Goulian. Great.
Let's say you're retired from a major airline, and instruct. Fantastic. I'm doing a class 4 with a guy just like this right now. Great.
But let's say that all you've ever done since you got your commercial licence was VFR instruction on single-engine nosewheel. Not great.
See? Breadth of experience is everything. Flying is like sex. You want to get as much of it as you can, with as many different ones as you can.
Let's say you fly floats in the summer, and instruct in the winter down south. Hey, great.
Let's say you fly corporate a whole 300 hours a year, and instruct part time. Great.
Let's say you fly airshows and instruct part time, like Sean Tucker or Mike Goulian. Great.
Let's say you're retired from a major airline, and instruct. Fantastic. I'm doing a class 4 with a guy just like this right now. Great.
But let's say that all you've ever done since you got your commercial licence was VFR instruction on single-engine nosewheel. Not great.
See? Breadth of experience is everything. Flying is like sex. You want to get as much of it as you can, with as many different ones as you can.
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Cat Driver
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" Let's say you fly airshows and instruct part time, like Sean Tucker or Mike Goulian. Great. "
Jeeses Hedley you forgot to mention me.....thats what I do..
..Or rather did 
Cat
Jeeses Hedley you forgot to mention me.....thats what I do..
..Or rather did 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.
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Cat Driver
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" I don't believe Cat is putting down the transatlantic IFR flying at all, just realises that it is different ( i guess he has some sort of "flying" experience...not really sure "
Yeh, water wings I have had some sort of flying experience.
As to transatlantic flying experience having flown both the north and south atlantic roututes in airplanes that cruised at 120 knots and 500 knots, the only difference was the length of boredom, but I would sure appreciate some advice or tips on how to better do it from some of our more clued in experts here on Avcanada..
I spent some time with Clunkdriver and found we have a lot in common.
Both of us have the wrong kind of flying experience and sadly we are just to dumb to learn from these new age know it alls.
Cat.
Yeh, water wings I have had some sort of flying experience.
As to transatlantic flying experience having flown both the north and south atlantic roututes in airplanes that cruised at 120 knots and 500 knots, the only difference was the length of boredom, but I would sure appreciate some advice or tips on how to better do it from some of our more clued in experts here on Avcanada..
I spent some time with Clunkdriver and found we have a lot in common.
Both of us have the wrong kind of flying experience and sadly we are just to dumb to learn from these new age know it alls.
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.
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water wings
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haaaa...sighanyhoo, gotta go and think of my next clever attack... 
How about we do this:
Take the number of hours you have multiply it by the number of cycles you have done, then (if talking about employment) multiply that number by a decimal scale between 0-1 of how relevant that type of flying is to the type of job you are applying for.
So a Transatlantic pilot applying for another transatlantic position would multiply by 1.
If that same pilot wanted to become a paragliding instructor he would multiply by i dunno say 0.2.
How can this fail?
(it would be nice though to have experience based on something other than JUST hours)
Take the number of hours you have multiply it by the number of cycles you have done, then (if talking about employment) multiply that number by a decimal scale between 0-1 of how relevant that type of flying is to the type of job you are applying for.
So a Transatlantic pilot applying for another transatlantic position would multiply by 1.
If that same pilot wanted to become a paragliding instructor he would multiply by i dunno say 0.2.
How can this fail?
(it would be nice though to have experience based on something other than JUST hours)
You guys need to start using the Pilot Experience Number Interpretation System, or PENIS, which is:
Number of years flying X Number of hours logged X Number of landings
divided by one million to make the numbers more tractable.
For example, a beginner pilot with 2 years experience and 250 hours and 500 landings, would have a PENIS of 0.25 which is not very impressive
An older pilot with 20 years experience and 15,000 hours and 8,000 landings would have a PENIS of 2400.
This simple system easily allows pilots to fairly compare their PENIS. How big is your PENIS?
Number of years flying X Number of hours logged X Number of landings
divided by one million to make the numbers more tractable.
For example, a beginner pilot with 2 years experience and 250 hours and 500 landings, would have a PENIS of 0.25 which is not very impressive
An older pilot with 20 years experience and 15,000 hours and 8,000 landings would have a PENIS of 2400.
This simple system easily allows pilots to fairly compare their PENIS. How big is your PENIS?
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just curious
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Okay, fair ball. I better have a look and see how my flying skills work out in all of this...This worship of logged hours is one of the most overated things in aviation.
Your definition of a skilled pilot is really narrow. Theres a lot more to flying than just handling.
Well, I teach our CRM course, and do most of the new captain line indoc...
Another issue is where these cycles take place, for instance a pilot landing and taking off from unprepared surfaces such as eskers in the High Arctic becomes far more skilled in airplane handling than a pilot landing on a long paved runway after an ILS approach.
These days, I do the esker/gravel bar, tundra stuff, and return home via the ILS to a long runway.
Yep, had 201 launches when I reached 10 hours. We logged flights to the nearest minute. Last time I looked, I had about 1500 launches.In gliding, we use the argument of airtow pilots and winch pilots...
for example, to be pax rated you have to have 10 hours AND so many flights. usually winch guys have far more flights when they reach the 10hr mark.
I was truly amazed at the level of experience and professionalism that these Captains possessed. ...
I think the measure of a qualified pilot should not be hours or cycles, but years of experience in the industry.
Works for me... been in it since 74.
Okay, that's me too. Didn't get no stinkin' certificate though...Would it make for a better all around pilot if all flight training for powered airplanes started by learning the actual flying skills in a Cub or Champ flying from a grass strip and once a set level of flying skills were attained they be issued certificate to progress into a FTU in controlled airspace?
Yep, scared people off of a lot of NWO docks from Thunder Bay to Big Trout, and all point in between. Started out with a wrench in my hand... (which makes it hard to grasp the control columnMaybe flying floats would be a good as well.
The other thing I have always thought that should be added to list of things that a new pilot should have to do, is take a good quality maintenance course.
)I didn't realize I was do darn talented experienced and desirable to hire! I shall immediately order a larger hat.
"Of course," says Just Curious modestly "I have a tobbogan load of logged hours..."
Naturally, I knew there'd be something to hang me with in all of this. Okay, you got me there. Then again, Mrs Curious pointed out that part B would have been bad for my continuing longevity.Flying is like sex. You want to get as much of it as you can, with as many different ones as you can.
Note, using the Hedley system, I am weighing in heavily with 7680
Last edited by just curious on Wed Aug 02, 2006 2:39 pm, edited 1 time in total.
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Cat Driver
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So after all this discussion the real answer is if you have a big dick just lay it on the table at your interview and your are hired?
What do the women do to qualifify?
Maybe be the interviwers?
Cat
What do the women do to qualifify?
Maybe be the interviwers?
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.
