11 ms·

Private Pilot Ground School

187 points by gbacon 6y ago

SomaticPirate 6y ago
Anyone here want to weigh in on the value of a private pilot license?
- anorphirith 6y ago
  -some professionals take great benefit from it. it's the fastest way to move around the US. -look up STOL flying, that's a really fun hobby to get into, you can land anywhere in the world -you can do a bunch of volunteer work with a license. -I personally do it because of the challenge and I find it very fun !
  - fh973 6y ago
    That's surprising. I was under the impression that landing outside of an airfield is only permitted in a few states and parts of Canada? In Europe it's generally forbidden (with the sailplane exception of course).
    - taborj 6y ago
      Look on YouTube for folks flying something like a Kit Fox (start with Trent Palmer). You'll find some fun videos of some cool spots they land. Also, STOL drags are cool to watch.
    - repiret 6y ago
      In the US, you may generally land anywhere the landowner permits it. There’s lots of publicly owned land, and although it’s up to individual management agencies, you can generally operate a plane wherever you can operate any other motor vehicle.
    - ScottFree 6y ago
      Crop dusting is still a thing. I live in the middle of nowhere and there are several strips of flat grassland that are landing strips for crop dusters.
- OldFatCactus 6y ago
  Fun, expensive hobby
  - dehrmann 6y ago
    And it's as expensive as your budget allows.
- ldargin 6y ago
  There's no set value in that. You just can't pilot an airplane without a license.
  - deleted 6y ago
    [deleted]
  - gmu3 6y ago
    You actually can pilot a plane without a license after some instruction and passing a medical exam. The main thing getting a license changes is the ability to fly others.
    - gbacon 6y ago
      In what jurisdiction?
      - idanman 6y ago
        You can fly a category of airplanes called ultra-light and you don't need a pilot's license. You can take a single passenger. It is based on airplane weight and horse power. Different countries have different standards. https://en.wikipedia.org/wiki/Ultralight_aviation https://en.wikipedia.org/wiki/Ultralight_aviation As a student pilot in the US you can fly without a passenger but also with other restrictions like your flight instructor has to give you an endorsement to fly and most won't give you an unrestricted endorsement. It is really there to get you a certificate and not as a way to bypass it. All other require a certificate (technically it is not a license but rather a pilot certificate). https://en.wikipedia.org/wiki/Pilot_certification_in_the_United_States#Recreational_pilot https://en.wikipedia.org/wiki/Pilot_certification_in_the_Uni...
        redis_mlc 6y ago
        No, ultralights are single seat to protect members of the public: "For example, the assumption can be made that a person who elects, without pilot qualifications, to operate an uncertificated vehicle alone is fully aware of the risks involved. This assumption does not hold true of a passenger selected randomly from the general public. Persons in the general public will likely assume that the operator has certificated pilot qualifications." Also, not all airports allow ultralight operations. https://www.usua.org/Rules/faa103.htm https://www.usua.org/Rules/faa103.htm Also, for insurance and legal reasons, no professional CFI is going to endorse you as a student pilot on an on-going basis.
- tylerhoran 6y ago
  Best decision ever. You don't see the world the same way. Nothing beats the convenience. Buy yourself a cheap Cessna and don't look back.
  - dehrmann 6y ago
    I took a lesson in a Cessna, it was enjoyable enough, landing was a little scary. A few years later, I got to ride in an L-39. It's hard to go back to a Cessna.
    - TomMarius 6y ago
      They recently made an ultralight version UL-39
      - zzless 6y ago
        Wow. I thought you were joking but UL-39 really does look like an amazing concept. Jet propulsion with a piston engine! And an LSA at that! Incredible. Thanks for the reference.
        TomMarius 6y ago
        It's also going to be rather cheap - around 5 million CZK ~ 210k USD
- base698 6y ago
  Do you want to travel up and down the California coast in 2 hours, or spend 3 hours in an airport getting groped by TSA?
- gbacon 6y ago
  I can cut a long drive in half or by two-thirds in what are considered slow (read: beginner-friendly) single-engine airplanes. You take on an entirely different relationship with the weather. Flying into expected congestion beats driving any time. I really enjoy flying to college football games, where just getting out of town afterward may take 90 minutes or more and then the rest of the trip home. It creates flexibility and opens up options that road travel does not. I can get to the beach in two hours from where I live, making a day trip for fresh seafood doable. My son was in Auburn last year for the Tennessee game. Another couple flew down with me; we picked him up in Auburn and thence headed to Tuscaloosa. He got to watch four SEC teams play each other live in the same day. Charities Pilots N Paws and Angel Flight transport rescue animals to their forever homes and vulnerable medical patients to and from treatments. Fewer interactions with TSA creeps. Maintaining my required medical certificate and protecting my investment in flight training creates a strong incentive to stay healthy. I’m in my best shape in decades. Of course it’s possible to find overweight pilots. If you intend to fly to any sort of scheduled event, strongly consider adding an instrument rating, which will make you a much safer, more precise pilot and should increase your likelihood of surviving inadvertent flight into IMC. It’s a rewarding intellectual and physical challenge. Phil Greenspun posits[0] that it keeps the mind active and young longer. If you go to the local general aviation airport, you'll find lots of guys in their 60s and 70s who are tackling challenges that are way beyond your own capabilities. Certainly these guys are much sharper and in better mental and physical shape than the average person of their age. Flying requires mental acuity and real-time decision-making that seems to keep pilots young. A lot of older folks seem to be preoccupied with trivial matters, such as organizing their junk mail or minutia within their childrens' lives. Old pilots don't seem to be subject to these preoccupations and the topics of their conversations have more in common with young pilots than with other old people. [0]: http://philip.greenspun.com/materialism/early-retirement/aviation http://philip.greenspun.com/materialism/early-retirement/avi...
  - jcims 6y ago
    Do you own your plane? That’s the part I’m trying to sort out before i get started.
    - 6y ago
- 0xfaded 6y ago
  In my case made me reconnect with friends in LA while living in SF which totally altered my life trajectory.
- redis_mlc 6y ago
  Get a PPL if: - you plan a long-term commitment to flying, and more ratings later - you live near an airport, or can trailer in an airplane - you make a good salary for your region (or live at home) - you're healthy (can pass a required FAA airman exam) - you plan to fly at least once or twice a month for airplanes, twice per month for helicopters Don't get a PPL if: - you want to travel and can't afford a fast-enough airplane - it's an expensive bucket list item to cross off, then forget - you have severe ADHD, dyslexia or problems reading - you have a DUI or seizures (disallowed), diabetes, apnea or cardiac problems (on-going special issuance paperwork.) - you care about family approval, but your partner is afraid for your safety - you don't like rules (FAA, flight schools and clubs have tons of rules and regulations) - want to make money flying (you need a commercial+ rating to charge money) Note that after you get your PPL, you will have a baseline of skills that lets you fly safely under cheaper, less-regulated rules, like ultralight, experimental and LSA. For example, for safe, low-cost long-term flying, a PPL followed by purchase of a Hummel all-metal ultralight trailerable airplane (~$30k) would be ideal for local VFR flight for one person. https://flyhummel.com/ https://flyhummel.com/ Source: commercially-rated pilot.
  - hirundo 6y ago
    I have well controlled diabetes type 2 and sleep apnea that has never resulted in nodding off. What's the scale of additional red tape for that?
    - gbacon 6y ago
      The Aviation Medical Examiner (AME) may request months of CPAP data. Insulin-dependent diabetes may require special issuance. For a broad reference, see the Airplane Owners and Pilots Association (AOPA) database on health conditions that may affect medical certification. https://www.aopa.org/go-fly/medical-resources/health-conditions https://www.aopa.org/go-fly/medical-resources/health-conditi...
    - redis_mlc 6y ago
      I'd recommend avoiding trying to obtain the PPL with those medical conditions, since there will be a lot of paperwork, and the goalposts can be moved on you. The 2 better options are: 1) Do some research on Sport Pilot and LSA planes. No FAA medical or PPL required, just a valid drivers license. 2) Get involved in the ultralight community, ask around about training, and buy a Hummel. No FAA medical or license required, but I'd recommend doing PPL-level training for safety reasons. Just for those reading along: all FAA licenses require demonstrating mastery of the aircraft to certain tolerances. PPL has pretty basic requirements that get you from Point A to Point B, but no acro or IFR, so it doesn't make you an ace. But a PPL is still a world away from an untrained ultralight pilot.
jeffreyrogers 6y ago
Funny to see this on here. I've started the process of getting my PPL and these lecture videos have been really helpful in studying for the written exam.
dh303 6y ago
Finishing up mine now, couldn't get the checkride done last week but got the oral portion done. Just need to fly with the examiner. Not sure what I'll do with it, it has cost a lot, but I enjoy flying and I've enjoyed learning a LOT along the way. You'll learn a little of everything: aerodynamics, systems, airspace, weather, etc. Note this is NOT a cheap hobby. Not trying to discourage anyone, but I'm not sure I would do it all over again. I'm glad to be done, I'll have fun with it, but there aren't a lot of practical applications for a private (you'll need a commercial license to work for hire, plus a whole lot of flight hours).
- gbacon 6y ago
  What motivated you to get started?
  - dh303 6y ago
    It is something I've always been interested in... I had a few friends involved in general aviation, and it seemed like a good group of people. Now that I re-read my OP, it sounds pretty negative. I really enjoy it, and am looking forward to learning about mountain flying and instrument flying. I should have done it 20 years ago (I'm 45 now). One of the benefits to waiting until you're older is you probably have more money to spend on it (plan on $10k to $15k). One of the downsides to waiting is I think it gets tougher to learn when you're older, as you have a lifetime of car driving to overcome and you're more fearful (at least I was) than younger "kids".
- account47t83 6y ago
  Outstanding, good luck on your checkride
- idanman 6y ago
  Good luck on your checkride!
thelittleone 6y ago
An interesting fact about learning to fly in Australia. All aircraft must be flown in (they can't be sent by ship). So these light aircraft are set with ferry tanks (bladders) and flown by island hopping. One notable chap from the airfield I learned is Ray Clamback. He ferried over 220 light aircraft from the United States to Australia over 30 years and ditched due to failures twice. https://www.smh.com.au/world/pilot-ray-clamback-takes-another-dip-in-his-stride-20041007-gdjvg7.html https://www.smh.com.au/world/pilot-ray-clamback-takes-anothe...
- throwawaygh 6y ago
  Really cool job, but.... dear god what a ridiculous regulation.
  - paulgerhardt 6y ago
    Australia is the worst. Not only do you have to comply with performing all airworthiness directives but you also have to perform all service bulletins. Which if you’re not into flying planes - an air worthiness directive is like a recall - “hey we found this problem with this seatbelt randomly unlatching - you are not allowed to fly until you take it to the dealer to get swapped”. Which is fine and I don’t have a problem with that for non-experimental aircraft. A regular service bulletin on the other hand is like - “hey we upgraded the seats on the 2020 Honda Accord to premium vegan leather. If you drive a 2018 Honda Accord you need to swap out the seats for the 2020 model. Even if you just swapped out the seats for the regular 2019 vegan leather model 6 months ago.” Makes private aircraft ownership prohibitive for all but commercial operations. In the US one does not need to perform service bulletins but as a rule they’re good to track.
    - redis_mlc 6y ago
      Singapore is really touchy too. Seletar is the only airport in the world where I've seen every single little Cessna with new tires.
      - 6y ago
chrissnell 6y ago
My dad has his license and used to fly all the time. I told him I was interested in doing it, too, now that I have the money and he basically said, "Hell no, don't do it." His reasoning is that general aviation crashes are often fatal because you have very little time to react in the event of a problem and most private pilots simply don't have sufficient hours to have the muscle memory and awareness to react appropriately in an instant. He said it takes years of flying before you are a safe enough pilot to, say, bring your family along. He told me to search the news around Christmastime every year and that you'll see a family of four that died in a crash. Pilots get overeager to just get someplace and take risks and then their number comes up and they can't respond to it quickly enough.
- ldargin 6y ago
  Maybe he had a close call.
- ultrarunner 6y ago
  Would you attribute this to mechanical failures or situational complications (say, getting caught in a mountain rotor)?
  - gbacon 6y ago
    Three-quarters of accidents are due to pilot error.[0] [0]: https://www.aopa.org/training-and-safety/air-safety-institute/accident-analysis/joseph-t-nall-report/non-commercial-fixed-wing https://www.aopa.org/training-and-safety/air-safety-institut...
- mattmaroon 6y ago
  The stats don’t really indicate that. It’s not low time pilots doing the crashing really, at least not disproportionately. One very common cause is engine failure due to fuel problems, which means that a pilot didn’t check the tank, put the wrong fuel in, didn’t check for water, etc. Even in GA the vast majority of accidents are something simple like that. You have quite a bit of time at altitude to react and your training is largely about that. Unless it’s engine failure on takeoff or something
wespiser_2018 6y ago
There is a "Special Lecture", given by a Air Force test pilot to this class that is not listed, but contains a ton of really interesting information: https://www.youtube.com/watch?v=Evhrk5tY-Yo https://www.youtube.com/watch?v=Evhrk5tY-Yo
- Baeocystin 6y ago
  Just started watching. The presenter is fantastic!
- raverbashing 6y ago
  Looks very interesting. Edit: the whole video is golden, thanks for that And the point at the beginning is very important. There's no difference between a Cessna and an F22 (or a mechanical Boeing, or an Airbus FBW plane). If it's a fixed wing aircraft, it flies the same way (ok yeah, maybe not the MAX...). The rest are interface differences.
  - phkahler 6y ago
    So there is no reason commercial pilots couldn't spend a couple hours practicing stall recovery and engine outs in a Cessna.
    - raverbashing 6y ago
      I believe (but I might be wrong) simulators might be cheaper than Cessna flight hours, plus you need training on the aircraft you operate since anything more elaborate than a 2 piston engine aircraft has a type rating and requires specific training.
    - heelix 6y ago
      The way a pilot's rating works is you get your private pilot license which is the same as a driver's license for most 'general aviation' planes. In those, you are required to demonstrate stall and engine out recovery as part of the test. Theoretically, you can get your PPL with around 20 dual instruction, 20 solo. I solo'ed around 8 hours, and spent another 30'ish learning how to navigate and fly when things went sideways. For me, hour 7 was stalls and spin recovery. (fun, but glad I skipped lunch) The Instrument rating allows you to fly IFR (in clouds and higher controlled altitudes. One of the tougher ratings of the series. Commercial allows you to start flying stuff for hire. This usually starts with dropping parachutes or pulling banners. Theoretically flying someone from A to B and getting paid for it. Ironically, some gigs don't need Instrument to fly commercial. Brother-in-law does helicopter crop dusting and fire fighting on just a commercial ticket. You need 250 hours to qualify to take the test. ATP is where you fly the big stuff. I forget the passenger/size limits - want to say it is near 20 seats. This is the rating where they ask for 1500 hours minimum before they allow you to take the test. For most pilots, this is where you start in the regional airlines and start working your way up to the majors (like Delta). Unless you add a rating, every couple years you are required to demonstrate you still know what you are doing. Every time I've worked with an unknown instructor they make you go through the same stall/failure drills.
danbr 6y ago
I took this class in person during this past IAP. It’s an info packed 3 days, but certainly worth it. Would recommend to anyone who’s interested in learning about flying or getting their PPL.
zzless 6y ago
This is a nice set of lectures. I looked through the notes on aerodynamics and they are better than most sources, however I do have an issue with two items there. When talking about the minimal drag every book (for pilots that is) mentions that it occurs where the induced drag and the parasitic drag are the same (they even have a graph to reinforce that) while some simple calculus shows that it is rather the point where the two grow/decrease at the same rate and I have seen no reason to believe these are the same point (most aerodynamics books just state that such a point exists). The discussion of the left turning tendency, while technically thorough and correct fails to mention the relative contributions of the various sources. Again, any introductory aerodynamics test has a 'back of an envelope' calculation that shows that for the majority of GA aircraft 95 percent or more (in terms of force) of left turning tendency is due to the spiralling slipstream. Precession and torque are only significant for very large radial engines (and helicopters, of course) and the asymmetry of lift is responsible for barely 1-2 percent (this is why during landing the plane still tends to turn left even though the asymmetry of lift would suggest otherwise). They formulas for lift calculation were a nice touch. I wish they would also mention the Coanda effect. Edit: of course most of this is totally unnecessary for a pilot to know. Even though it helps to understand the spiralling slipstream if one is flying a high-tail plane.
- zackbloom 6y ago
  Precession and torque are uniquely important to understand in tailwheel aircraft where you are pitching the plane up and down while the wheels remain on the ground. The thing that always bothers me about the explanations personally is how rarely it is explained that precession is a function of the change in angle, torque the change in power, slipstream absolute torque, and p-factor absolute angle.
  - gbacon 6y ago
    I like the way this 2-minute video illustrates the increase in P factor during a climb. https://www.youtube.com/watch?v=VJOYERf6380 https://www.youtube.com/watch?v=VJOYERf6380
  - zzless 6y ago
Koshkin 6y ago
Flight sims are getting there, and with a good VR gear experience will be almost indistinguishable from the real thing. Cheaper, safer, more fun even, as you can fly whatever the hell you want.
- dmitrygr 6y ago
  Nonsense. The FEELING of a landing includes movement that you feel. No VR gear will make you feel like you are sliding left. (Pilot)
zeroc8 6y ago
25 years I gave up my airline ambitions due to bad eyesight after obtaining both american an european CPLs and flight instructor certificates. During the lockdown I decided to give XPlane a try and now I'm hooked. I'm regulary shooting IFR approaches down to minimums in dense fog at night in mountainous terrains in modern jets. Add VATSIM or Pilot's Edge and the thing is as real as it gets. I'm now a more proficient pilot than I've ever been in real life. If I was based in the US, I'd try to make a business out of teaching people learn to fly on XPlane. It's crazy if you think about it. I believe you can train pilots up to airline standards using equipment costing no more than 5000 Dollars.
- makeset 6y ago
  Definitely useful for IFR procedures and such, but so much of basic skill is VFR, looking outside. Last I tried a sim on screens, it was like watching a movie through a keyhole. I guess VR goggles are finally an option now, but even then, you don't get bodily feedback. Can you really learn turn coordination without having felt it in the seat of your pants?
  - zeroc8 6y ago
    Well, in the end there is some real world flying to be done. But seat of the pants flying is the easiest part. The hard part is all the procedural and system knowledge you need to fly professionally. Unfortunately, I'm out of the game now. But if I was still active, I'd be really interested to see how far I could take a student using nothing but some basic XPlane setup.

187 points by gbacon 6y ago

SomaticPirate 6y ago

Anyone here want to weigh in on the value of a private pilot license?

anorphirith 6y ago
-some professionals take great benefit from it. it's the fastest way to move around the US. -look up STOL flying, that's a really fun hobby to get into, you can land anywhere in the world -you can do a bunch of volunteer work with a license. -I personally do it because of the challenge and I find it very fun !
- fh973 6y ago
  That's surprising. I was under the impression that landing outside of an airfield is only permitted in a few states and parts of Canada? In Europe it's generally forbidden (with the sailplane exception of course).
  - taborj 6y ago
    Look on YouTube for folks flying something like a Kit Fox (start with Trent Palmer). You'll find some fun videos of some cool spots they land. Also, STOL drags are cool to watch.
  - repiret 6y ago
    In the US, you may generally land anywhere the landowner permits it. There’s lots of publicly owned land, and although it’s up to individual management agencies, you can generally operate a plane wherever you can operate any other motor vehicle.
  - ScottFree 6y ago
    Crop dusting is still a thing. I live in the middle of nowhere and there are several strips of flat grassland that are landing strips for crop dusters.
OldFatCactus 6y ago
Fun, expensive hobby
- dehrmann 6y ago
  And it's as expensive as your budget allows.
ldargin 6y ago
There's no set value in that. You just can't pilot an airplane without a license.
- deleted 6y ago
  [deleted]
- gmu3 6y ago
  You actually can pilot a plane without a license after some instruction and passing a medical exam. The main thing getting a license changes is the ability to fly others.
  - gbacon 6y ago
    In what jurisdiction?
    - idanman 6y ago
      You can fly a category of airplanes called ultra-light and you don't need a pilot's license. You can take a single passenger. It is based on airplane weight and horse power. Different countries have different standards. https://en.wikipedia.org/wiki/Ultralight_aviation https://en.wikipedia.org/wiki/Ultralight_aviation As a student pilot in the US you can fly without a passenger but also with other restrictions like your flight instructor has to give you an endorsement to fly and most won't give you an unrestricted endorsement. It is really there to get you a certificate and not as a way to bypass it. All other require a certificate (technically it is not a license but rather a pilot certificate). https://en.wikipedia.org/wiki/Pilot_certification_in_the_United_States#Recreational_pilot https://en.wikipedia.org/wiki/Pilot_certification_in_the_Uni...
      - redis_mlc 6y ago
        No, ultralights are single seat to protect members of the public: "For example, the assumption can be made that a person who elects, without pilot qualifications, to operate an uncertificated vehicle alone is fully aware of the risks involved. This assumption does not hold true of a passenger selected randomly from the general public. Persons in the general public will likely assume that the operator has certificated pilot qualifications." Also, not all airports allow ultralight operations. https://www.usua.org/Rules/faa103.htm https://www.usua.org/Rules/faa103.htm Also, for insurance and legal reasons, no professional CFI is going to endorse you as a student pilot on an on-going basis.
tylerhoran 6y ago
Best decision ever. You don't see the world the same way. Nothing beats the convenience. Buy yourself a cheap Cessna and don't look back.
- dehrmann 6y ago
  I took a lesson in a Cessna, it was enjoyable enough, landing was a little scary. A few years later, I got to ride in an L-39. It's hard to go back to a Cessna.
  - TomMarius 6y ago
    They recently made an ultralight version UL-39
    - zzless 6y ago
      Wow. I thought you were joking but UL-39 really does look like an amazing concept. Jet propulsion with a piston engine! And an LSA at that! Incredible. Thanks for the reference.
      - TomMarius 6y ago
        It's also going to be rather cheap - around 5 million CZK ~ 210k USD
base698 6y ago
Do you want to travel up and down the California coast in 2 hours, or spend 3 hours in an airport getting groped by TSA?
gbacon 6y ago
I can cut a long drive in half or by two-thirds in what are considered slow (read: beginner-friendly) single-engine airplanes. You take on an entirely different relationship with the weather. Flying into expected congestion beats driving any time. I really enjoy flying to college football games, where just getting out of town afterward may take 90 minutes or more and then the rest of the trip home. It creates flexibility and opens up options that road travel does not. I can get to the beach in two hours from where I live, making a day trip for fresh seafood doable. My son was in Auburn last year for the Tennessee game. Another couple flew down with me; we picked him up in Auburn and thence headed to Tuscaloosa. He got to watch four SEC teams play each other live in the same day. Charities Pilots N Paws and Angel Flight transport rescue animals to their forever homes and vulnerable medical patients to and from treatments. Fewer interactions with TSA creeps. Maintaining my required medical certificate and protecting my investment in flight training creates a strong incentive to stay healthy. I’m in my best shape in decades. Of course it’s possible to find overweight pilots. If you intend to fly to any sort of scheduled event, strongly consider adding an instrument rating, which will make you a much safer, more precise pilot and should increase your likelihood of surviving inadvertent flight into IMC. It’s a rewarding intellectual and physical challenge. Phil Greenspun posits[0] that it keeps the mind active and young longer. If you go to the local general aviation airport, you'll find lots of guys in their 60s and 70s who are tackling challenges that are way beyond your own capabilities. Certainly these guys are much sharper and in better mental and physical shape than the average person of their age. Flying requires mental acuity and real-time decision-making that seems to keep pilots young. A lot of older folks seem to be preoccupied with trivial matters, such as organizing their junk mail or minutia within their childrens' lives. Old pilots don't seem to be subject to these preoccupations and the topics of their conversations have more in common with young pilots than with other old people. [0]: http://philip.greenspun.com/materialism/early-retirement/aviation http://philip.greenspun.com/materialism/early-retirement/avi...
- jcims 6y ago
  Do you own your plane? That’s the part I’m trying to sort out before i get started.
  - 6y ago
0xfaded 6y ago
In my case made me reconnect with friends in LA while living in SF which totally altered my life trajectory.
redis_mlc 6y ago
Get a PPL if: - you plan a long-term commitment to flying, and more ratings later - you live near an airport, or can trailer in an airplane - you make a good salary for your region (or live at home) - you're healthy (can pass a required FAA airman exam) - you plan to fly at least once or twice a month for airplanes, twice per month for helicopters Don't get a PPL if: - you want to travel and can't afford a fast-enough airplane - it's an expensive bucket list item to cross off, then forget - you have severe ADHD, dyslexia or problems reading - you have a DUI or seizures (disallowed), diabetes, apnea or cardiac problems (on-going special issuance paperwork.) - you care about family approval, but your partner is afraid for your safety - you don't like rules (FAA, flight schools and clubs have tons of rules and regulations) - want to make money flying (you need a commercial+ rating to charge money) Note that after you get your PPL, you will have a baseline of skills that lets you fly safely under cheaper, less-regulated rules, like ultralight, experimental and LSA. For example, for safe, low-cost long-term flying, a PPL followed by purchase of a Hummel all-metal ultralight trailerable airplane (~$30k) would be ideal for local VFR flight for one person. https://flyhummel.com/ https://flyhummel.com/ Source: commercially-rated pilot.
- hirundo 6y ago
  I have well controlled diabetes type 2 and sleep apnea that has never resulted in nodding off. What's the scale of additional red tape for that?
  - gbacon 6y ago
    The Aviation Medical Examiner (AME) may request months of CPAP data. Insulin-dependent diabetes may require special issuance. For a broad reference, see the Airplane Owners and Pilots Association (AOPA) database on health conditions that may affect medical certification. https://www.aopa.org/go-fly/medical-resources/health-conditions https://www.aopa.org/go-fly/medical-resources/health-conditi...
  - redis_mlc 6y ago
    I'd recommend avoiding trying to obtain the PPL with those medical conditions, since there will be a lot of paperwork, and the goalposts can be moved on you. The 2 better options are: 1) Do some research on Sport Pilot and LSA planes. No FAA medical or PPL required, just a valid drivers license. 2) Get involved in the ultralight community, ask around about training, and buy a Hummel. No FAA medical or license required, but I'd recommend doing PPL-level training for safety reasons. Just for those reading along: all FAA licenses require demonstrating mastery of the aircraft to certain tolerances. PPL has pretty basic requirements that get you from Point A to Point B, but no acro or IFR, so it doesn't make you an ace. But a PPL is still a world away from an untrained ultralight pilot.

jeffreyrogers 6y ago

Funny to see this on here. I've started the process of getting my PPL and these lecture videos have been really helpful in studying for the written exam.

dh303 6y ago

Finishing up mine now, couldn't get the checkride done last week but got the oral portion done. Just need to fly with the examiner. Not sure what I'll do with it, it has cost a lot, but I enjoy flying and I've enjoyed learning a LOT along the way. You'll learn a little of everything: aerodynamics, systems, airspace, weather, etc. Note this is NOT a cheap hobby. Not trying to discourage anyone, but I'm not sure I would do it all over again. I'm glad to be done, I'll have fun with it, but there aren't a lot of practical applications for a private (you'll need a commercial license to work for hire, plus a whole lot of flight hours).

gbacon 6y ago
What motivated you to get started?
- dh303 6y ago
  It is something I've always been interested in... I had a few friends involved in general aviation, and it seemed like a good group of people. Now that I re-read my OP, it sounds pretty negative. I really enjoy it, and am looking forward to learning about mountain flying and instrument flying. I should have done it 20 years ago (I'm 45 now). One of the benefits to waiting until you're older is you probably have more money to spend on it (plan on $10k to $15k). One of the downsides to waiting is I think it gets tougher to learn when you're older, as you have a lifetime of car driving to overcome and you're more fearful (at least I was) than younger "kids".
account47t83 6y ago
Outstanding, good luck on your checkride
idanman 6y ago
Good luck on your checkride!

thelittleone 6y ago

An interesting fact about learning to fly in Australia. All aircraft must be flown in (they can't be sent by ship). So these light aircraft are set with ferry tanks (bladders) and flown by island hopping. One notable chap from the airfield I learned is Ray Clamback. He ferried over 220 light aircraft from the United States to Australia over 30 years and ditched due to failures twice. https://www.smh.com.au/world/pilot-ray-clamback-takes-another-dip-in-his-stride-20041007-gdjvg7.html https://www.smh.com.au/world/pilot-ray-clamback-takes-anothe...

throwawaygh 6y ago
Really cool job, but.... dear god what a ridiculous regulation.
- paulgerhardt 6y ago
  Australia is the worst. Not only do you have to comply with performing all airworthiness directives but you also have to perform all service bulletins. Which if you’re not into flying planes - an air worthiness directive is like a recall - “hey we found this problem with this seatbelt randomly unlatching - you are not allowed to fly until you take it to the dealer to get swapped”. Which is fine and I don’t have a problem with that for non-experimental aircraft. A regular service bulletin on the other hand is like - “hey we upgraded the seats on the 2020 Honda Accord to premium vegan leather. If you drive a 2018 Honda Accord you need to swap out the seats for the 2020 model. Even if you just swapped out the seats for the regular 2019 vegan leather model 6 months ago.” Makes private aircraft ownership prohibitive for all but commercial operations. In the US one does not need to perform service bulletins but as a rule they’re good to track.
  - redis_mlc 6y ago
    Singapore is really touchy too. Seletar is the only airport in the world where I've seen every single little Cessna with new tires.
    - 6y ago

chrissnell 6y ago

My dad has his license and used to fly all the time. I told him I was interested in doing it, too, now that I have the money and he basically said, "Hell no, don't do it." His reasoning is that general aviation crashes are often fatal because you have very little time to react in the event of a problem and most private pilots simply don't have sufficient hours to have the muscle memory and awareness to react appropriately in an instant. He said it takes years of flying before you are a safe enough pilot to, say, bring your family along. He told me to search the news around Christmastime every year and that you'll see a family of four that died in a crash. Pilots get overeager to just get someplace and take risks and then their number comes up and they can't respond to it quickly enough.

ldargin 6y ago
Maybe he had a close call.
ultrarunner 6y ago
Would you attribute this to mechanical failures or situational complications (say, getting caught in a mountain rotor)?
- gbacon 6y ago
  Three-quarters of accidents are due to pilot error.[0] [0]: https://www.aopa.org/training-and-safety/air-safety-institute/accident-analysis/joseph-t-nall-report/non-commercial-fixed-wing https://www.aopa.org/training-and-safety/air-safety-institut...
mattmaroon 6y ago
The stats don’t really indicate that. It’s not low time pilots doing the crashing really, at least not disproportionately. One very common cause is engine failure due to fuel problems, which means that a pilot didn’t check the tank, put the wrong fuel in, didn’t check for water, etc. Even in GA the vast majority of accidents are something simple like that. You have quite a bit of time at altitude to react and your training is largely about that. Unless it’s engine failure on takeoff or something

wespiser_2018 6y ago

There is a "Special Lecture", given by a Air Force test pilot to this class that is not listed, but contains a ton of really interesting information: https://www.youtube.com/watch?v=Evhrk5tY-Yo https://www.youtube.com/watch?v=Evhrk5tY-Yo

Baeocystin 6y ago
Just started watching. The presenter is fantastic!
raverbashing 6y ago
Looks very interesting. Edit: the whole video is golden, thanks for that And the point at the beginning is very important. There's no difference between a Cessna and an F22 (or a mechanical Boeing, or an Airbus FBW plane). If it's a fixed wing aircraft, it flies the same way (ok yeah, maybe not the MAX...). The rest are interface differences.
- phkahler 6y ago
  So there is no reason commercial pilots couldn't spend a couple hours practicing stall recovery and engine outs in a Cessna.
  - raverbashing 6y ago
    I believe (but I might be wrong) simulators might be cheaper than Cessna flight hours, plus you need training on the aircraft you operate since anything more elaborate than a 2 piston engine aircraft has a type rating and requires specific training.
  - heelix 6y ago
    The way a pilot's rating works is you get your private pilot license which is the same as a driver's license for most 'general aviation' planes. In those, you are required to demonstrate stall and engine out recovery as part of the test. Theoretically, you can get your PPL with around 20 dual instruction, 20 solo. I solo'ed around 8 hours, and spent another 30'ish learning how to navigate and fly when things went sideways. For me, hour 7 was stalls and spin recovery. (fun, but glad I skipped lunch) The Instrument rating allows you to fly IFR (in clouds and higher controlled altitudes. One of the tougher ratings of the series. Commercial allows you to start flying stuff for hire. This usually starts with dropping parachutes or pulling banners. Theoretically flying someone from A to B and getting paid for it. Ironically, some gigs don't need Instrument to fly commercial. Brother-in-law does helicopter crop dusting and fire fighting on just a commercial ticket. You need 250 hours to qualify to take the test. ATP is where you fly the big stuff. I forget the passenger/size limits - want to say it is near 20 seats. This is the rating where they ask for 1500 hours minimum before they allow you to take the test. For most pilots, this is where you start in the regional airlines and start working your way up to the majors (like Delta). Unless you add a rating, every couple years you are required to demonstrate you still know what you are doing. Every time I've worked with an unknown instructor they make you go through the same stall/failure drills.

danbr 6y ago

I took this class in person during this past IAP. It’s an info packed 3 days, but certainly worth it. Would recommend to anyone who’s interested in learning about flying or getting their PPL.

zzless 6y ago

This is a nice set of lectures. I looked through the notes on aerodynamics and they are better than most sources, however I do have an issue with two items there. When talking about the minimal drag every book (for pilots that is) mentions that it occurs where the induced drag and the parasitic drag are the same (they even have a graph to reinforce that) while some simple calculus shows that it is rather the point where the two grow/decrease at the same rate and I have seen no reason to believe these are the same point (most aerodynamics books just state that such a point exists). The discussion of the left turning tendency, while technically thorough and correct fails to mention the relative contributions of the various sources. Again, any introductory aerodynamics test has a 'back of an envelope' calculation that shows that for the majority of GA aircraft 95 percent or more (in terms of force) of left turning tendency is due to the spiralling slipstream. Precession and torque are only significant for very large radial engines (and helicopters, of course) and the asymmetry of lift is responsible for barely 1-2 percent (this is why during landing the plane still tends to turn left even though the asymmetry of lift would suggest otherwise). They formulas for lift calculation were a nice touch. I wish they would also mention the Coanda effect. Edit: of course most of this is totally unnecessary for a pilot to know. Even though it helps to understand the spiralling slipstream if one is flying a high-tail plane.

zackbloom 6y ago
Precession and torque are uniquely important to understand in tailwheel aircraft where you are pitching the plane up and down while the wheels remain on the ground. The thing that always bothers me about the explanations personally is how rarely it is explained that precession is a function of the change in angle, torque the change in power, slipstream absolute torque, and p-factor absolute angle.
- gbacon 6y ago
  I like the way this 2-minute video illustrates the increase in P factor during a climb. https://www.youtube.com/watch?v=VJOYERf6380 https://www.youtube.com/watch?v=VJOYERf6380
- zzless 6y ago

Koshkin 6y ago

Flight sims are getting there, and with a good VR gear experience will be almost indistinguishable from the real thing. Cheaper, safer, more fun even, as you can fly whatever the hell you want.

dmitrygr 6y ago
Nonsense. The FEELING of a landing includes movement that you feel. No VR gear will make you feel like you are sliding left. (Pilot)

zeroc8 6y ago

25 years I gave up my airline ambitions due to bad eyesight after obtaining both american an european CPLs and flight instructor certificates. During the lockdown I decided to give XPlane a try and now I'm hooked. I'm regulary shooting IFR approaches down to minimums in dense fog at night in mountainous terrains in modern jets. Add VATSIM or Pilot's Edge and the thing is as real as it gets. I'm now a more proficient pilot than I've ever been in real life. If I was based in the US, I'd try to make a business out of teaching people learn to fly on XPlane. It's crazy if you think about it. I believe you can train pilots up to airline standards using equipment costing no more than 5000 Dollars.

makeset 6y ago
Definitely useful for IFR procedures and such, but so much of basic skill is VFR, looking outside. Last I tried a sim on screens, it was like watching a movie through a keyhole. I guess VR goggles are finally an option now, but even then, you don't get bodily feedback. Can you really learn turn coordination without having felt it in the seat of your pants?
- zeroc8 6y ago
  Well, in the end there is some real world flying to be done. But seat of the pants flying is the easiest part. The hard part is all the procedural and system knowledge you need to fly professionally. Unfortunately, I'm out of the game now. But if I was still active, I'd be really interested to see how far I could take a student using nothing but some basic XPlane setup.