For your Calgary reference, you lines point to Edmonton. Calgary is to the south of Edmonton.

It's a very expensive hobby is the saddest truth about Aviation.

An unsung hero in all this was the Flight Engineer, Gary Banks, a former Air Force T-38 instructor. He stood up, during the dive, and with heavy g-forces, and watched what Gibson and Kennedy were doing. He said they were doing everything right to regain control of the aircraft. He also said later that he would not have hesitated to report the pilots had he observed what the NTSB concluded they had done to cause the 727’s dive.

Read “Scapegoat” by American Airlines pilot Emilio Corsetti. What he discovered runs contrary to a highly suspect NTSB report. The NTSB investigation jumped to many conclusions not based on fact, but based on the common practice in the 1970s of erasing the CVR at the end of the flight. Also, the incident occurred well before the crew was able to land the damaged aircraft in Detroit, and would have been recorded over. Also, this was an older aircraft, and its FDR recorded extremely limited data by today’s standards. The pilots were heroes, not reckless daredevils. Your video, though well done, seems simply an acceptance as gospel, a highly questionable NTSB report. Keep in mind, as well, that TWA supported this crew throughout the investigation, and the pilots were not disciplined, retrained or terminated. If you are able to obtain “Scapegoat,” published several years ago, you will have a fuller account of what happened that night.

I need to get back after a study abroad program using standby tickets. If I decide to help out for an event at my university, this allows me ten flights over five days to get back in time for the event, from three different airports. But if I don’t help out, my next commitment will be the church camp, and this gives me another seven flight options (I can get on one of 17 flights spread over eight days to go back). If you were me, will you accept or decline to help at the event at my university?

you are unpersuasive to me.

I have to disagree, partly. Lisa prices may fall, as legacy aircraft are included in mosiac. However, I believe pa28’s l, 172’s and so on will rise as demand increases

Did my first solo in a Piper Cub at Harvey Young under the supervision of my instructor and dear friend Paul Chatfield in July 1990. Passed my check-ride there about 1 year later.

Question, I'm planning on getting my private license, but buying a light sport aircraft. Mainly because it's cheaper in fuel to fly. Can I use that to gain the 250 hrs of flight to work towards the commercial license? Or would it be better to just purchase a piper cherokee?

The NTSB is not always without fault in their conclusions and Boeing has been proven to not always be up front regarding things that would damage their reputation. The 737 Max issues showed this. Things that supposedly "can't fail or be dupicated" sometimes do fail. I believe some of the speculation is a disservice to this crew. As a retired airline pilot with more than 9,000 hours on the 727 I can tell you that a flight engineer that saw any popped cb is going to make the crew aware before resetting it. Captain Gibson continued his career with TWA and maintained his innocence to his death.

Instructor not wearing a shoulder harness. Bad example. The first thing you learn when you instruct, is to set an example

I have an adhd diagnosis from when I was a kid. That ruined my chances for a PPL?

do you need a radio licence ?

A huge, gigantic part of why general aviation is dying is because the culture of general aviation is hide-bound, ossified to the point of fossilization, and musty and dusty enough to trigger an allergy attack and send asthmatics into life-threatening paroxysms of coughing. What modern person wants to be part of the death of aviation? I mean, I drove out to my discovery flight in a '21 VW GTI, a modestly nice car. Then I got in the cockpit of a 25 year old (relatively new by flight school standards) Cessna 172, the design of which was derived from the 152, which was derived from the 120 and 140, which were designed in the '40s! So the design of the plane I flew is directly descended from planes that were designed right after WWII when Truman was still president. The 172 was introduced in 1956, when Eisenhower was still in his first term as president! In 1956, you could still buy a Packard, Edsal, Studebaker, DeSoto, and Rambler - all American-made cars at the cutting edge of design, right along with the Cessna 172. Cadillacs has giant fins and bumper bullets that looked like firm, gravity-defying double D-cup breasts for crying out loud! The plane I flew in looked like a dusty relic from Mad Men (but not nicely restored) or Leave it to Beaver. It didn't have a single modern amenity or design cue that I could related to, and I'm 64 years old. GA is dying because the whole look, feel, and culture of GA looks, feels, and smells 70 years old and boring AF. Even a brand-new 172 looks like a 67 year old airplane from a black and white movie. Now to take a look at a Tecnam P2008 ($250k nicely loaded with zero Hobbs hours) - especially w/o the gaudy graphics that make so many GA aircraft look like grubby old Winnebagos rusting away in trailer parks all over America. Same basic high-wing layout, but light years ahead of a brand-new 172. And like so many things from Italy, it looks like sex! And who doesn't like sex! Take a peek at a Bristell B23. Inside and out, it stirs the imagination and soul in a way that's not all that different from the dynamic sense of movement one feels when they see an F-16. Spend a minute looking at a JMB VL-3 or, God forbid, a TomarkAero Viper SD4 with its rear-hinged canopy. Even planes that almost look like animation or anime like the Flight Design F2 (with its 53" wide cockpit!) embarrass the poor bastard driving a 172. So for $200,000 - 300,000, one can get a new LSA at the high end of the luxury side of the LSA market or a used Cessna that was designed about the same time that Marilyn Monroe was on the cover of the first issue of Playboy Magazine! If you really have to have a part 23 bird and want that new car smell, you can drop $500,000 on a brand-new Cessna 172 that was designed before rock music amounted to a fart in a wind storm. It's not about money. America is full of yuppies and professionals, highly compensated lawyers, bankers, sales people, engineers, etc who would laugh at the cost of flight training and aviation. And a good many of these people spend hundreds of thousands of dollars on cars, boats, and baubles to entertain themselves. Hell, some even ride fucking bicycles that cost over $10,000. And a lot of these people are keenly interested in active lifestyle past times and spend lavishly to pursue those activities. Even a broke-ass 18-year-old waiting tables for a living who drives up to flying lessons in a 10-year-old Honda gets out of a car that feels like something from the Jetsons compared to the archaic airplane she's about to get into. No, GA is struggling because it's still living in the era of Happy Days when Richie, Fonzie, and Potsie were hanging out at a soda shop as the epitome of cool. Until GA is unshackled from the boat anchor of its "glory days," it's doomed. LSA and SPL are the vehicles by which foreign competition will enter the market and new generations of pilots will shake up the big-3 American artifact airplane makers and inject some much-needed sense of modern life into an otherwise moribund culture.

I got lucky and found a CFI that owns a Champ. He's retired and not looking to make a killing. My instruction cost me 130 an hour with plane and instructor wet.

Just came across this! I'm lovin it. Nice.

Good analysis, except for one thing: You didn't really consider someone who wants to fly just for fun. Not a stepping stone, not looking to add on anything later, no interest in career change, no interestin flying at night or in clouds, not buying an airplane. LSA is perfect for someone like me. I've started private pilot training (already passed medical, written exam), now switching to LSA training. I realize there's no point in spending that much time and money on PPL.

They dropped the landing gear during the dive and that helped them

in reality that is dirt cheap and you could have done it cheaper. heck just going to one concert from a big name band would cost you that these days.

holy crap dude i have never gone to it but i would think all you would have to do is ask around a bit for answers to all these questions. usually folks are happy to talk about their planes and spew more info than you even want to hear. however i am not one of those kind of people that wants or needs my hand held through life either... if there is something i want to do or know i ask around and find it. besides like you said this was the 50th anniversary so they probably dropped a bunch of extra cash on the big stuff to put on a big show and the little guys took a back seat that year... just a guess on my part though.

Yes, all private pilot training time in a non Light Sport Aircraft (heavier aircraft such as a Cessna 172 or Piper) can be used/count as Sport Pilot Training time per 61.313 (a). Note in this regulation it does not say you can, but it does not prohibit. Single Engine Airplane. Most of the time the FAA regulations say what you can NOT DO, not what you can do. In fact, all your sport pilot training time can be done in a non LSA, per 61.313 (a) (such as a Cessna 172) EXCEPT the checkride. A sport pilot checkride MUST be done in a Light-Sport Aircraft per FAA-S-8081-29 Introduction Page 9. Some typical examples of why pilots going for a Sport Pilot Certificate would have training in non LSA are: Got training years ago in non LSA and wants to use this training time for sport pilot required time. No LSA airplanes available but plenty non LSA airplanes available. Student started training for Private and decided to do Sport Pilot instead (did not want to go for medical or wanted to get it faster, less expensive and/or less requirements. So you can use these hours and finish off in a LSA. They count.

well this is 3 years old and things have changed and come late 2023 they are changing the lsp weight to include cessna 150 series planes... lsp training is much easier to find as well. also the training time (17 hours of it anyway) can be included towards the ppa license as well.

How about foldable armrests

The cause of this upset was a yaw damper-induced lower rudder hardover. There was practically 0 evidence to even suggest that any 727 pilot, let alone the TWA 841 pilots, had ever done this unauthorized procedure or were even aware of it at the time (the co-pilot Scott Kennedy testified in a 1983 documentary about TWA 841 that he had never heard of this procedure until 3 weeks after the flight). The NTSB conducted 118 simulator tests and they concluded that with the No. 7 slat extended at 39,000 feet the plane should have been completely controllable -- and the roll produced would be able to be easily overcome with aileron and rudder, not completely uncontrollable as in TWA 841 -- or the slat would have ripped off and everything would be fine. They even took a 727 up to 39,000 feet with the No. 7 slat fixed in the extended position and it was completely controllable. For the extension of the No. 7 slat to send the plane into an uncontrollable dive would require the pilots not doing anything for 17 seconds. Perhaps the biggest problem with Boeing and the NTSB's theory is that the latter's own tests concluded that the slat would have ripped off at no lower than 30,000 feet, not at 8,000 feet as in actuality. Some TWA 841 passengers were actually taken up on test flights to determine if the vibrations of the flaps and slats being extended at 39,000 were the same vibrations as on TWA 841 and the answer by the passengers was no. Airline pilot and author of the book Scapegoat, Emilio Corsetti, determined by closely analyzing TWA 841's FDR data that the profile and vibrations concluded that they suffered a yaw damper-induced lower rudder hardover (a 727 like the 747-400 has 2 rudders). After they recovered from the dive, the flight engineer reported the lower rudder yaw damper was inoperative and hydraulic fluid was leaking from the lower rudder after they landed but these two were almost instantly attributed to being a result of the high G-force pullout and no inspection for any pre-existing fault with the yaw damper was ever done. When the landing gear was lowered, the over-extension of the right main landing gear ruptured System A hydraulic system, which ran to the lower rudder and slats, caused the lower rudder the center, allowing the pilots to recover from the dive. The misalignment of the No. 7 slat resulted in it not locking into place and was held in place by hydraulic pressure and aerodynamic forces alone. With the hydraulic pressure for the No. 7 slat gone, it extended at roughly 8,000 feet and tore off almost immediately. More information about Emilio Corsetti's yaw damper-induced lower rudder hardover theory and his book Scapegoat can be found here: www.reddit.com/r/aircrashinvestigation/comments/tpulop/a_yaw_damperinduced_rudder_hardover_is_what/

Good info.

Yeah, that would have been my last flight. A flight attendant said it went from terror to acceptance as they got closer to the ground.

Glad to know all 150s need to use ground effect to gain speed and its not just mine. 😅

Welcome to Standby travel in 2022 post-pandemic(?) 1- Shortages of pilots, flight attendants, ground personnel, etc. causing delays or cancellations. 2- Airlines have not fully returned their fleet into service; reducing flight choices. 3- Planes are thus flying near 100% severely reducing your chances of flying standby. 4- Airlines have reduced non-stop flights pushing passengers into multiple hub segments thus increasing your chances of being bumped mid-travel. I worked for a semi-private airline; the pay was minimum wage with a small COVID premium, the draw was being able to fly standby on a number of popular airlines. However, I found that even using the employee insider travel website, almost any flight I chose had a very low to no probability of snagging a seat (see above reasons). I resigned.

Hi I'm an Aviation ensthusiastic person I love flying and I will become a pilot I'm still working in few things that stand on my way. Please help me to apply for other students I've got metric students who want to become pilots they meet requirements as well

Fun and nostalgic for me. Bought one C150J as a student pilot in 1988 and my fifth plane a C150M in 2022. In between had a Mooney m20f, C172M and C182T (G1000) and flew those IFR for business and pleasure. Now in retirement mode and except the return home trip FL to NJ…it’s just for fun flying locally & slow for breakfast and exploring some cool grass strips etc. Basically keeping me connected to aviation without all the complexity & cost ✈️

its also worth mentioning the elephant in the room: ultralights. 1. good luck being self taught without suffering a crash. 2.even if you could find an instructor, two seaters needed for instruction fall under the light sport category so back to square one. 3. not many hangers like ultralights and good luck finding enough garage space for your trailer when you are not a spoiled rich prick which brings us back to why you couldn't just buy an LSA aircraft and take that route if you could afford enough real estate to store an ultralight in your second garage in the first place? 4. the faa really loves to screw us at every turn with regulatory capture don't they? deregulation could work wonders in lowering the cost and having more people become pilots but good luck convincing a bunch of AME's and FAA pencil pushers to quit their jobs when they have such a vested interest in the status quo, even when its damaging. but hey, that's just politics right?

Interesting...check out my first non-rev adventure kzbin.info/www/bejne/sKq1i5SYod2hjJo

A piper warrior for $25?

You are so funny sometimes! I love to see you enjoying yourself.

Is it cheaper or more to fly stanby?

I used to fly on both the Colgan Air and American Eagle Saab 340s when they operated out of my home airport! they were fun! The sound of the engines were unique!

Those things can bite. I know 1 bit me and gave the instructor a scare too.

Here as well, my father had a 172 in a hangar at Harvey Young from about 1985 to 1990. I remember helping him install a mailbox outside it one summer and watching all the touch and gos. I'd give anything to fly out of there again.

A major problem is Sport Pilot instructors are few and far between. The same thing is true of ultralight.

Great presentation and delivery. You bring up and present some very valid points. Thank you.

I have a sporty's due to a heart arrhythmia and I still enjoy the freedom of the sky.

How about doing away with the medical for private pilot? Maybe begin the medical requirement to become IFR ceetified. Maybe begin the medical requirement when a person wants to become certified for commercial or multi-engine. For a basic private pilot certification just eliminate the medical requirement. After all we're driving cars everyday. People with medical conditions that disqualify them from earning a PPL are driving huge RV's on the highway and towing trailers too. If you have a driver's license you should be able to earn a PPL. That's a very simple and practical solution.

Hey mr. Instructor... Where is the seatbelt?

I've always thought that the 727 is the most stunning aircraft ever built. The 200 series with winglets is amazingly beautiful. It's hard seeing these aircraft being taken out of service. I feel that not many people have the same degree of love of these aircraft as we do, or maybe they do and don't say??

If you cannot receive a Class III medical certification, sport pilot is almost the only way to go (besides ultra-lights)

Okay, thank you. Got your point.

13 to 15k for a private pilots license, I'm glad you covered that and didn't cut the video off right before it. lol That cost sounds ludicrous, certainly not worth it to me, I just don't see what justifies that cost, LSA, license is half that cost on the surface, but the same cost probably once you realize that you can only find a teaching venue that charges double (per hr) what the PPL counterpart facility will charge.

If you are PP rated and get to the point where you can't pass a full medical, or maybe you haven't flown in a while, haven't carried a medical for a number of years but would like to get back into flying recreationally, can you simply fly a light sport airplane without having to jump through a bunch of bureaucratic hoops to do it beyond getting a checkout in the aircraft you're interested in flying?

So I should get a light sport aircraft with IFR and use it to train my private pilot license.

You just need to "bite the bullet" and move to Dallas.....LOL! I have non-reved for years and the thought of buying "a real ticket" doesnt even enter my mind. And btw even with a ticket, flights still get delayed and cancelled, so we just have to know anything can happen and go with the flow.