What will a 600hr CFI get you..
04-05-2007, 09:36 AM
#31
Gets Weekends Off
Joined APC: Oct 2006
Position: Home with my family playing with my daughter as much as possible
Posts: 591
sorry guys...i didnt mean to ramp off on cruiseclimb...(didnt have my sugar for the day)...but can you REALLY put every low time pilot in the same category? Yeah you may be able to put most of them in that category...but there are some really sharp men and women out there that I would fly with anyday. Not just because they are good stick and rudder pilots, but because they sharp individuals with good CRM skills, aeronautical knowledge and all around fun to fly with.
Side note: Boiler Up good comment
Side note: Boiler Up good comment
04-05-2007, 09:37 AM
#32
The NeverEnding Story
Joined APC: Sep 2005
Posts: 7,609
When I got my instrument rating I had about 250 hours, and the very next day I rented a plane and flew a solo cross-country on a day with layered stratus and 600-1000' ceilings pretty much over the entire midwest. I did a VOR approach to minimums at KCMI, landed, then took back off and did the ILS to KLAF.
My instructor and many friends thought I was NUTS for doing that but I knew I wouldn't be able to get any practical real-world experience sticking to the syllabus at Purdue and I would never be sharper than right after the checkride. I had to take it upon myself to gain the experience (and confidence) I knew I would need for my future and after that have never been wary about single-engine IFR.
Not saying such an approach is for everybody...but it worked for me.
My instructor and many friends thought I was NUTS for doing that but I knew I wouldn't be able to get any practical real-world experience sticking to the syllabus at Purdue and I would never be sharper than right after the checkride. I had to take it upon myself to gain the experience (and confidence) I knew I would need for my future and after that have never been wary about single-engine IFR.
Not saying such an approach is for everybody...but it worked for me.
04-05-2007, 09:39 AM
#33
Gets Weekends Off
Joined APC: Oct 2006
Position: Home with my family playing with my daughter as much as possible
Posts: 591
While not approved for the 172, it's hard to operate in the real world without picking up a little non-forecast light rime on occasion. No cause for panic, just monitor the accumulation and leave icing conditions by the most expeditious means. Severe accumulation might be cause to drop below the deck and land on a road or something, but 172's can carry a pretty good load of even clear ice in a crisis, just keep the power and speed up.
I doubt they departed into known or forcast icing.
I doubt they departed into known or forcast icing.
Ah boy rickair just when I calmed down you had to say something...just playing...LOL...I know point taken and received
04-05-2007, 09:41 AM
#34
Gets Weekends Off
Joined APC: Mar 2007
Position: RC-3 Seabee. Skipper of the A21 cutter.
Posts: 897
Panic in IMC? I love flying in the clouds. I need to experience a little icing though. I don't have a deathwish but I'd like to know how the plane feels with a bit of rime. TSA hiring at 250TT, eh? Holy crap! That's loooow time there, but hey, they were hiring private pilots back in the 60's at UAL.
04-05-2007, 09:43 AM
#35
Moderator
Joined APC: May 2006
Position: ATP, CFI etc.
Posts: 6,056
Ok, glad we have that settled.
Now, may I ask why it is that thousand hour professional pilots are routinely required to do complete checkouts to simply rent a 172?
That 9-letter word you're thinking I shall not accept without sufficient explanation!
Now, may I ask why it is that thousand hour professional pilots are routinely required to do complete checkouts to simply rent a 172?
That 9-letter word you're thinking I shall not accept without sufficient explanation!
Last edited by Cubdriver; 04-05-2007 at 09:49 AM.
04-05-2007, 09:45 AM
#36
The NeverEnding Story
Joined APC: Sep 2005
Posts: 7,609
04-05-2007, 09:46 AM
#37
Gets Weekends Off
Joined APC: Oct 2006
Position: Home with my family playing with my daughter as much as possible
Posts: 591
Maybe because the flare is 5 feet off the ground rather than 500. Just a guess...LOL
04-05-2007, 10:44 AM
#39
Gets Weekends Off
Joined APC: May 2006
Position: Bug Smasher Captain, CFI
Posts: 220
I guess it depends on the part of the country that he did his training in. I am friends with a CFII here in my area and I dont think he's ever had an icing encounter while training. He's the type that isnt shy to go find some actual to do training in and has a couple of thousand hours of dual given.
04-05-2007, 10:45 AM
#40
Gets Weekends Off
Joined APC: Jan 2006
Posts: 222
When I got my instrument rating I had about 250 hours, and the very next day I rented a plane and flew a solo cross-country on a day with layered stratus and 600-1000' ceilings pretty much over the entire midwest. I did a VOR approach to minimums at KCMI, landed, then took back off and did the ILS to KLAF.
My instructor and many friends thought I was NUTS for doing that but I knew I wouldn't be able to get any practical real-world experience sticking to the syllabus at Purdue and I would never be sharper than right after the checkride. I had to take it upon myself to gain the experience (and confidence) I knew I would need for my future and after that have never been wary about single-engine IFR.
Not saying such an approach is for everybody...but it worked for me.
My instructor and many friends thought I was NUTS for doing that but I knew I wouldn't be able to get any practical real-world experience sticking to the syllabus at Purdue and I would never be sharper than right after the checkride. I had to take it upon myself to gain the experience (and confidence) I knew I would need for my future and after that have never been wary about single-engine IFR.
Not saying such an approach is for everybody...but it worked for me.
The point is everyone is different and gets to the same place eventually, though in different ways.
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