I do not know any simulators just for "rent" that are designed for the 777.  There are several schools that have simulators that can be set up for multiple generic aircraft.  You could check with some of the flight training facilities, such as Flight Safety International for what they offer. 

I work for a company that is contracted by FedEx to fly the FedEx C208 Caravans.  I fly 4 nights a week out of MEM and home about 5 hours later.  Very, very good job.  Not many pilots out there can be home with their family everyday, and I consider myself blessed in this situation.

What do you fly out of the UAE?

Brian

There is not a lot of information that the NTSB has released yet on this particular crash.  It will probably be 1-2 years before they release a final investigation of this magnatude.  I too read as many accident reports as I can to increase my knowledge.

I am going to guess you are not a member of AOPA.  They are a very good organization in the US that support GA quit heavily.  Anyway, they are a good source for instrument charts.  Also, airnav.com will allow you to download them.  This may help out with IAP's for your flight sim game.  For more detailed terrain information, try Google Earth.

As far as Canada, I have only landed in their great country once.  They were almost no different than the US ATC, as far as I could tell.  It took a little extra planning to coordinate customs on both sides, but that was it.  Even the FBO when I ordered fuel was very, very courteous.  I went in with my fuel order in gallons as well as litres and asked them which they needed.  Either one she said.  Great folks, even ran an extension cord so we could utilize our engine block heater.

Brian

I think that the accident, any accident, is tragic.  I do not want to pass judgement or assign blame to anyone, but I have a very good idea of how the NTSB final report will read.

I have operated out of LEX a few times.  Something you may not know about RWY 26/4 it is a DAY only runway.  The runway lights have not worked for quite a while.  Another thing is it is limited to 12,500#.  So anything larger than a King Air, is not allowed. 

Now, I know that an RJ does not have a DG, but you should always check heading alignment.  And when at an unfamiliar airport, no matter how expeirenced you are or how small the airport is, you should use a taxi way diagram at ALL times.

Brian

I could have added this to the last post, but it was getting too long anyway.  I strongly discourage anyone from getting primary training in a turbocharged aircraft.  There would be, IMHO, too much wear and tear on the turbos and engine.  Turbocharged engines, as well as, the 6 cylinder engines, need more care (cooling off/down properly) than what primary training usually involves. 

Again, my two cents, but I have learned alot from personal experience and from A&P mechanics.  For instance, I flew a PA46-310P (Malibu) for about a year and put about 750 hours on it (TSIO-550 engine; 550 cu. in., turbocharged 6 cylinder engine).  I let the engine warm up properly and did proper "let downs" and cool downs.  Never had an engine problem.  After 6 months with a new pilot and 150 additional hours on the plane they needed 3 new cylinders (the owner spoke to me about this, and I and the mechanic doing the MX came to the same conclusion of not being flown properly); OBTW, when I left, it was getting an annual and everything was OK.

Brian

I am going to preface this statement with the fact that I have nearly 1000 hours of dual instruction given, the last flight school I worked for/through was 61 and 141, and I have had a few students that got there licenses in 6-8 weeks.  One student was instrument rated in about 3 months time (all, part 61), so it is possible if you are dedicated and disciplined.

Hopefully I can give some helpful advice on both of your questions.  As far as doing the accelerated flight training with your 'normal' CFI, it should not be a problem.  First and foremost, however, you should ask the instructor a few basic questions that will help you make a decision.  One, how many students has he trained and passed; what is his pass rate first time around.  Next, is he willing to tie up his schedule with you that much.  More than likely yes, but if he already has 5-6 students, he may not be able to (instructors, as well as most other professional pilots, are limited in FLYING only 8 hours in a 24 hour period).  Usually, not a problem, but there are a few times you must cut a flight short due to heavy flying loads.  I am glad that you like/get along with the CFI, but try to remember, it should be more of a business relationship; money for services rendered.  Do not get me wrong, I still speak with and go out with several of my former students (football games, drinks, etc) even after I moved 200 miles away, but while instructing, it was all business.

Now then to dive into your next question about purchasing an aircraft.  Again, ask your instructor some questions.  The planes you are inquiring about are great GA aircraft, but the insurance company (which REALLY dictate what we fly) will require you to get at least 25 if not more dual instruction in with your limited time/experience.  Question one in this regards should be the instructors own complex time and high performance time.  Complex is generally not a problem, it is the high performance that a lot of new instructors have a problem with.  Another is time in type (PA32, PA32R, C182, C206, etc) that again, the insurance company WILL require for the person you get your required dual instruction from.

Now then suggestions on planes.  You have practically 0 time, so you are not biased towards any particular model.  I do not know your finances, but if your idea is to get time in a plane and fly you and your family/business partners in, I would suggest a fixed gear aircraft for now.  In this range you have several to choose from.  The four seat variants will be more easily insured by you (not to mention cheaper).  TRUE four seaters (four adults and decent range of fuel) would be C182 or Cherokee 180 or Dakota or Cirrus and Lancairs.  There are others, but I do not have 1st hand knowledge of loads, but I would think that the Grumman Tiger would fit the bill.

If you do decide that your mission, 80% of the time, you need 5-6 seats, you have fewer  fixed gear options.  C206 and Cherokee 6. 

I would suggest if you decide on a four seater, to go for the C182.  This plane has been known for decades as the best all around GA aircraft out there.  It is easy to fly, especially if you are used to flying C172's.  And if this or another four seater is your choice, I would seriously consider purchasing the plane and do all of your training in it.  Now, buying a plane is not like buying a car, it is more like buying a house.  I say this because, airplanes are more of an investment.  If one is not maintained well by the previous owner, you will have VERY high MX costs.  So, I strongly suggest a prebuy inspection and although maybe more expensive in the short run, an aircraft broker/dealer to assist in your search.

My two cents.  I hope this helps and that I have not confused you.

Brian

For instrument training the flight sims are invaluable; for the private license, they will only help you acclamate yourself with some of the instruments.  If you are 6 months or so out from starting your training, go ahead and invest in one. 

My 2 cents as an instructor for about 5 years and about 1000 dual.

Brian

Actually, no.  I am sorry, and you were correct, I was not clear.  I was trying to give people (mainly new student pilots) the knowledge of what overbanking can do to the stall characteristics of the airplane.  The scenario is more of a judgment call based on circumstances at that moment ONLY.  The 100% correct answer would be to initiate a Go-Around. 


Yes, cross-controlled and trim stalls should be demonstrated.  They, again, are required training only for CFI's.  It has been my experience, though, with the DPE's and FAA examiners in the Nashville, Bowling Green, KY and Louisville, KY area that they will not have CFI candidates demonstrate stalls to private pilot standards, but to commercial standards.  Commercial standards is the first indication of a stall or arguably the stall horn/light, not a "break" or full stall.

A stall demonstration should not end up in a spin.  The spin is caused by an uncoordinated form of flight.  But on your checkrides, if you do get into a spin, get out of it ASAP and the examiner may just have you demo again, or say, "At least you can get out of a spin" and pass you (in that phase).  But again, totally subjective.

Brian

We are not supposed to "practice" spins unless it is for a CFI tix.  Instructors should show or "allow" their students to enter a spin.  With the kind of altitude that most of us seem to use, 5000AGL, in the generic trainers that we use, spin recovery can 99% of the time be accomplished by power to idle and just letting go of everything.  As long as the plane is not in an "out of trim" condition, they want to fly!

I cannot speak of the instructor who got sick, but if an instructor is timid about a spin, HE/SHE should not be instructing.  The CFI who looks over at the student while in a spin and says "Do you want me to recover now?" or "During our ground lesson I told you to use more rudder." is the type you want.  With three rotations you will lose about 1,000 AGL.  After that, look out.

The most likely condition for one to inadvertantly stall an airplane is during takeoff or landing.  The spin is probably more likely during landing, while in a turn from base to final.  Say you overshoot final, you crank in close to 60 degrees of bank to recover.  Now, for those of you who know, a 60 degree bank is also a 2G turn (done coordinated, unaccelerated).  Your stall speed has nearly doubled as well.  Its in most POH/AFM, look it up for those who do not believe me.

Brian

Maybe they need to change it to "Learn to Land"!!!!  HA, I kill me!!

Could just be me, but I do not see any AIRPLANES!!!  I do, however, see the fox in the middle of all the hounds.

Brian

Boy, I tell you.  If Kubul is only 35KM from Corona, CA that is amazing.  I am not even sure which Kubul they are refering to (South America or the Middle East) but I am going to bet its the latter.

But yes, HA HA.  Almost as good as the Apache LongBow hovering over the sign that states, "Speed Enforced By Aircraft".

Brian

I am more than willing to help out in the Memphis, TN area.  Anyone visiting or that lives here that would like to get together let me know.  I am pretty well versed with the Class B, since I fly FedEx cargo out of MEM 4 times a week in a Caravan.  I have also flown in and out of OLV and the other local airports.

Brian

I will not say that I KNOW the area, but I have flown in there a few times.  My only advice is if you are doing any flying near/over the beach area, be VERY aware of the banner towers.  There are several out there, and from my experience of towing banners, the banner planes are not  very maneuverable while towing the sign. 

To give you an idea, just try flying in slow flight in your max drag configuration at full power for several hours.  I think you get the idea.  This is very fatiguing work in the hot sun, with no bathroom. 

Brian

I am guessing you are speaking of Flight Safety International?  I have not looked into the airline direct program, but my dad now instructs at Flight Safety International in Savannah, GA.  He is the primary in the G-IV.

If you would like for me to ask him for more info I will, just let me know.

Brian

You have probably already started training by now, but the absolute "fastest" ways is to go to an airline sponsored academy.  Most of the 141 schools in FL are affiliated or at least guarantee an interview with regional/commuter airline.

Now this is my opinion to get fast tracked to an airline.  I do not, however, recommend them if you plane on owning your own aircraft and flying the family around.  I have seen a handful of pilots and students, that attended these types of schools who could not land a C172 (without a big jolt or using 2200 RPMs on short final with 10 degrees nose up) or even come close to proficiently handling a small GA plane.  Just not enough experience.

Brian