#FLYING A PLANE WITHOUT A LICENSE 'do you have a license to pilot this <:)' motherfucker said ':))))' ☠️☠️

[todayisafridaynight]

THE MOLE SONG!!!!!!!!! PLEASE ENJOY I AM SO EXCITED TO TALK (ALWAYS AM BUT!!!!!)

HEY I SAVED OFF ON ANSWERING THIS UNTIL I FINISHED THE MOVIE AND IN THE SHORTEST REVIEW POSSIBLE

THAT WAS DEFINITELY A MOVIE™️

[bekolxeram]

Hi! I have a question. There's this theory going around that 802/803 could be based on the movie Airport 1975. I don't know if you've seen it, but basically something crashes into the cockpit of Boeing 747, which causes the crew to become incapacitated and there is no one on the plane who is knowledgeable enough to take the controls. So they send in a helicopter, which hovers above the plane, and a replacement pilot is extended on a tether from it to climb into the cockpit of the plane and take the controls.

I was curious if it could work in reality. I mean, the situation sounds pretty crazy and I don't know how rooted in reality it actually is, but what I'm interested about is whether a helicopter pilot could land a plane like that. Would they need to be acquainted with flying airplanes for it to work? I know you said that helicopter pilots have a head start if they want to learn how to fly planes because the basics are the same, so I was wondering if a helicopter pilot who has never flown a plane could potentially land it without hurting anyone? Are they knowledgeable enough to try? Sorry if the question is dumb or the answer obvious.

TW: aviation accident

Yes, I've indeed seen the movie, together with its predecessor Airport (1970), to better appreciate the greatest aviation film of them all: Airplane! (1980). Seriously, although it's a comedic parody of cheesy air disaster films, it somehow manages to be more accurate than all of them in terms of flying and aviation safety. Plus, all the jabs at how the Airport movies portray female characters are so satisfying. The first half of Airport 1975 is basically Workplace Sexual Misconduct: The Movie.

To answer your question, no, there has never been a case of non-airline pilot not a part of the flight crew successfully landing a jet airliner. There have been a few cases of student pilots landing a light aircraft when the instructor became incapacitated, but the only time it came even close to that on a jet airliner was Helios Flight 522 in 2005.

A ground engineer set the cabin pressurization system to manual for some testing and forgot to set it back to automatic. The flight crew never spotted it and slowly succumbed to the effect of hypoxia while cruising at 34,000 feet. A flight attendant entered the cockpit at the later stage of the flight with a portable oxygen supply reserved for crew members, the dropped down oxygen masks in the cabin, the lack of communication from the flight crew, the aimless holding pattern over the Athens airport and the fighter jets sent out by the Hellenic Air Force to investigate probably gave it away that something was terribly wrong with that flight. The flight attendant held a commercial pilot license, though not qualified to fly the 737. Tragically, the jet was already critically low on fuel, and the No. 1 engine flamed out as soon as he entered the cockpit. Investigators later concluded that he would not have been able to control the aircraft under such circumstances with his experience, as engine flameout would take many of the automated systems offline. He attempted to send out a mayday call and briefly waved at the fighter jets as a sign of acknowledgement. The fighter pilots then pointed at the direction of the airport, hoping to guide the plane towards safety. The flight attendant at the yoke simply replied by pointing down, signaling an immanent crash. As a last ditch effort, he banked the plane away from Athens towards a rural area, pulling the yoke back in an attempt to soften the impact. Shortly after, the 737 crashed into a hill just outside of Athens. There were no survivors.

If someone with a commercial pilot license in the airplane category couldn't do it, a helicopter pilot with limited to no experience on any plane wouldn't be able to either. They might have a better idea than the average layman about how to keep the plane in the air, but when it comes to configuring the jet for landing, they would have to be instructed by an actual airliner pilot through it like the rest of us. Just look at the differences between the cockpit of a Cessna 172 and one of a B777:

Cessna 172

AS350, aka Tommy's helicopter in 7x03

They don't look that different, yeah? I'd say Tommy would recognize most of the instruments on the Cessna even without any experience on it. Now let's look at the B777:

So many screens, so many buttons in front, on the side, even on top. Most modern airliners also operate on a fly-by-wire system, meaning the pilots' inputs go through a flight computer and it calculates the optimal for the actuators to respond. If you don't have at least some basic knowledge of how the flight control systems on a certain model of airliner work, you risk misdiagnosing any issue encountered, even crashing the plane even though the problems are minor and solvable by letting the computers take over. (Air France Flight 447, I'll spare you the details, it's still too scary for me.)

That's why in Airport 1975, it's the US Air Force responding to the 747 in danger with one of its helicopters, and the one tethering into the cockpit at first isn't a helicopter pilot, he used to fly the "707 tanker" (KC-135 I presume). When he falls to his death, the film makes it a major plot point that the only person on board the helicopter by then is Nancy's boyfriend, chief flight instructor of the airline.

This scene is actually one of the more realistic scenes in the film, at least physically. It was the 1970s and CGI technology was lacking, so the scene was filmed with an actual USAF helicopter flying in front of a 747. If you believe this person who claimed to be the crew chief working on that exact helicopter, the stunt man got as near as 3 feet away from the fuselage of the jet.

Military helicopters fly close to big airplanes all the time, air tankers are basically flying gas stations, but helicopters usual fly behind air tankers. You see, as I mentioned before, wings of airplanes deflect incoming air stream downward to generate lift, so the bigger the plane, the more air needed, meaning heavier planes have faster stall speed. Helicopters on the other hand, can go straight up and down without moving horizontally, and they're designed for maneuverability, not speed, so even the best performing military helicopter has its maximum speed dangerously close to the stall speed of a 747. In order to make a midair pilot transfer like that possible, the helicopter would have to fly as fast as possible while the jet limping close to stall speed, the helicopter pilots would also have to fly in formation with the jet on autopilot, without any coordination.

So if our weewoo show really decides to recreate this famous stunt, not even trying to explain why the USAF/USCG are not available like in S7, leaving the LAFD to its own device, Tommy would realistically not be hoisting into the crippled jet. He would be flying the helicopter. Honestly it's a much tougher job than dropping into the plane and landing it, Tommy's expertise is needed in the helicopter. Like the first replacement pilot, he falls, so he dies. But if the helicopter makes a wrong move and crashes into the jet, everyone dies.

[basilone]

22 for Nora Graham from the trio prompts?

Thank you for sending this one! Prompt 22 is a red convertible, a priest’s collar and dogtags... which naturally made me think of Nora & Crank! 😊 I hope you will like this one.

It’s remarkably easy to hide this.

It helps, she supposes, that most days when she walks out the girls aren’t clamoring a where are you going, Nora at her. They used to back when they were in training, but she’s well-practiced enough to make everything she does sound like a great boring yawn. Just going to grab another cup of coffee, just going on a walk and watch the birds, just going to find a place to sit and draw my maps in peace, and nobody bothers to ask to come along to any of that.

She sometimes wonders how it is that they didn’t wash out. Tiny spends more time gossiping than anyone she knows, but yet managed to get her pilot license just fine. Val and Push are some of the most combative arguers she’s ever met, getting into trouble for it until they’re airborne and doing their jobs better than anybody. By all rights, Frosty should have been on the outs when the brass figured out just what that Lombardi surname was about – all Chicago mob in that girl, right down to her stash of cash and jewels – but then Frosty’d calculated a bomb drop with alarming accuracy and that had stopped them all cold.

Nora supposes beggars can’t be choosers in a time of war. Whatever she considers to be their personal flaws – Max calling girls pretty but never calling a man handsome, One-Eye’s refusal to sleep without her teddy, Dee’s hatred of men’s mustaches – are things that Colonel Huglin and Colonel Harding both wouldn’t give a damn about. As long as they can fly right, it hardly matters what they do when down on the ground.

“You’re doing it again,” says Charles, then, all soft admonishment beside her.

She allows her grin to stretch to the corners of her mouth. “Doing what?”

“Thinking too hard for the occasion.”

“One of us ought to,” she says, turning her head only to find him smiling at her already. “Just realizing that nobody cares what we do as long as we’re able to get into a bomber and give hell to everyone who deserves it. It’s a sole purpose sort of thing, you know?”

“Hmm.”

“That’s a hmm, Nora, you are clever but I disagree sort of hmm.”

“I wouldn’t say nobody cares.” His voice is as earnest as his eyes – soft yet unyielding – and a soft sigh accompanies his words. “They care enough to send us to a flak house, or give us weekend passes when we really need them. They care enough to keep us grounded when we fly too much. Buck would’ve passed out if they’d made him fly one more run, but they sent him to barracks and made Lottie fly with DeMarco day before last.”

“Which was a great decision, considering that she is finally realizing this fad of hers with Darlene won’t last and DeMarco’s solely responsible for that realization hitting her at all,” says Nora, rolling her eyes a little to let Charles know just what she thinks of all that. “It was like being in a plane with my parents, who’d also pretend everything is fine while making you feel miserable over dinner. Val kept talking over comms just to stave off how unbelievably awkward it was to have DeMarco in our plane. It took two hours before Lottie gave him more than one syllable answers. Two hours, Charles!”

“At least they’re talking again now, aren’t they? I would say it worked out all right.”

“Of course you would say that, you weren’t stuck in a bomber having to give directions to two pilots who both like the same girl,” snorts Nora as she gives him a nudge. “I still don’t think that’s a lot of care going into those sorts of decisions, you know.”

“If nobody cared,” he hums, taking a sip of his coffee, “I could marry you tomorrow without either one of us being sent home about that.”

Nora feels herself flushing crimson from the root of her hair all the way down to her toes. “I thought you said we had to wait until we got home? That you wanted that sweet red convertible to drive us off into the sunset with?” she teases, remembering some of his more fanciful daydreams she had laughed about before realizing he was really quite serious. “Maybe we should get married – find someone with a priest’s collar to do the job – and just not tell anybody.”

Charles’s eyes crinkle into a broad smile. “Don’t have a ring,” he says, ducking his head slightly as he takes a bigger gulp of his drink. “Am saving up to get you one. That’s easy enough, just need to avoid playing craps with DeMarco for a while...”

“We could… exchange dogtags. Or ask Two what sort of thing she’s exchanging with Blakely the second they go on leave.”

“What?”

“Apparently they’re getting married,” shrugs Nora, having mostly learned this through Tiny’s inability to keep quiet about anything. “They’re being too obvious about it, once you know where to look”– Two’s post-flight smiles, Blakely’s refusal to dance with other girls –“but I suppose not everyone is as good as us at hiding that sort of thing. We could pull a sneak wedding off better than they could.”

“Or we could wait,” he says, hand finding hers, “and do all of it better than they could. None of this hurried business where you don’t even have a dress for the occasion. I want us to have a moment, Nora. Something just for us, without…”

“Without the war peeking around the corner asking us to get back into our bombers,” she sighs, dropping her head onto his shoulder. “I know. I want that, too. That moment with you, where it’s nothing but us, where it’s just love. I was just…” Being silly, she almost says, except she doesn’t think Charles would find it silly at all. “I was just getting ahead of myself.”

“I was there with you. Ahead and terribly in love with you about it.”

“Really? Tell me more about that,” she smiles, lifting her head off his shoulder just to kiss his cheek. “How in love are we talking, hm?” She can’t help but giggle as he takes his time to set his coffee cup down. “Oh, you need to take a moment, Charl–mmph!”

“More than a moment,” he laughs, once he pulls back from their kiss. “I am, after all, very in love.”

“Keep talking,” she says, before kissing him briefly.

“Can’t,” he breathes as her hands slip into his curls, “unless by talking you mean…”

Nora tilts her head. Nudges her nose against his a moment. “Kiss me more?”

It shouldn’t be easy to hide this. But for now, toppled over in the grass and laughing about it, Nora is glad this is the one thing she doesn’t have to share.

[sarifel-corrisafid-ilxhel]

Do you think the FAA would require Tobias or anybody else who morphed into a bird to get a pilot's license after the war? How would they keep random bird morphers away from restricted airspaces? What about even smaller flying creatures, like wasps and butterflies and spiders? Do you need a pilot's license to be a spider? What about creatures that only fly in limited circumstances, such as pigs? Do you need a pilot's license to morph into a pig? I have so many questions. Tangentally related to that, what about roadtrips? Could morphing enable people to take the Great American Roadtrip without needing a car? Could you just morph into a goose and carry like, a small wallet or purse with money for when you need to make purchases, and stop at rest stops along the way for demorphing and snack breaks? Actually, that sounds pretty awesome, cause then you could get better vantage points on the various landmarks you would pass and have better freedom to detour and check them out if you wanted to. But how would you take photos? Your payload would have to be ridiculously light to make it cross country - no more than a few pounds, tops. We're talking Ultra-Ultralight Backpacking levels of gear here. I don't think the average person is ready for that kind of experience. I suppose you could carry more if you were using a crosscountry quadruped morph, like a big deer or a mountain lion, or maybe a horse, but you'd be so slow, and you'd be more at risk of getting into trouble with other people. Nobody ever shoots a goose for crossing property lines, but ground animals do get shot at. Maybe you could add a vest to your animal morphs, the same way Ax's human morph has clothes, so that people know you are a person. Tangentally related to the impact of morphing on trips, could United Airlines force passengers to morph into small creatures for short flights so they can fit more passengers onto a plane? Would they even be allowed to do that? If you got stuck in morph because of United Airlines, could you sue? Would being able to morph an aquatic creature appropriate to the body of water you are boating in qualify as a substitute for a life jacket, or would you still need a lifejacket just in case? What if your aquatic morph is an invasive species, do invasive species laws apply?

[cazzyf1]

My Favourite Quotes from: Niki Lauda Das Dritte Leben

So it's been 4 years since Niki has passed now. Over a year since I became so involved with Niki's life here. It's crazy how short of a time it's been.

It's been a while since I made one of these, but as I have brought two new Niki books recently, I figured I should make this to share. The book is fully in German, which I have had to use google translate on; so there will be grammatical issues in this but for the most part, I'd say this is accurate.

Enjoy

"Only Graham Hill and Chris Amon had private planes, and they were simple propeller mills. It had more to do with sport than luxury or gaining time when they came to the races in Fleger. Once they flew from Spa to London in Graham's Piper Actec, and because I was going the same way, they took me with them. Back then, you didn't travel 20 minutes after crossing the finish line of a race, but on Monday morning. It all started with Graham complaining about a headache that morning from drinking so much at the Grand Prix party. It was raining miserably and the runway was a grass runway. We barely made it over the embankment and darted rather noncommittally into the laundry room over the canal. Hill and Amon constantly argued and yelled at each other. Hill was a captain but only had a visual pilot's license, Amon understood instruments, and I think that's where the trouble came from. I sat in the back and had no idea of ​​anything. Anyway, we ended up in London. I didn't feel like I wanted to be a pilot or have an airplane." - 8

"The impression improved when my cousin of a clear friendly tone took me in his Cessna 150 for a sightseeing flight over the Inn Valley. Everything was nice and smooth and friendly, and flying so easy. The view over both sides of the Alps suggested a direttissima between Salzburg, where I now lived, and Ferrari. I became a student pilot and I loved practicing in Salzburg-Bologna. That's how flying got a meaning." - 8

"Stay in your own house on the edge of the forest. Breakfast with Marlene. Fifteen minutes drive to Salzburg Airport, Kemetinger has already fired up the Golden Eagle, an hour later she sails into Bologna. Sante Ghedini picks me up. Two hours at Ferrari's circuit. Enzo Ferrari himself comes over from his office. We're going to Cavallino for lunch, I can do Polsk at the old man's (unfortunately very important). Another hour of testing. Off to Bologna. At half past five I walk in at Marlene's door, like someone who comes home from the office happily. To imagine that day with a scheduled airliner was impossible to fit in twice a six-hour drive: a horror." - Niki's routine

"A few years earlier I had been a hopelessly incompetent loser in high school, in my apprenticeship as a mechanic and then again at high school, and now I was playing the great analyst of Formula 1. I had a good sensorium in my butt, I could feel it Car lived, also in details." - 10

"I met Marlene in the summer of 1975. She was Curd Jürgens' girlfriend and as such the lady of the house at a party in Salzburg. She has a Spanish mother and an Austrian father, was born in Venezuela and mostly grew up there. She has a lot more Spanish than Austrian character. The name Niki Lauda meant absolutely nothing to her. Marlene was infinitely far away from racing and asked the most hair-raising questions, like a child. A few months later she definitely didn't marry the racing driver in me, she took that with her without realizing what she was getting into. As a racing driver you need naïve optimism ("nothing's going to happen to me anyway"), otherwise you wouldn't be able to get into the car at all, and Marlene was willing to believe in it just as I said she would. She was endlessly carefree, and before she knew she was right in the middle of the horror. I was 27, world champion and on my way to my second title. Before I got into the Ferrari on August 1, 1976 at the Nürburgring, Austrian journalists told me that the Reichsbrücke in Vienna had collapsed a few hours earlier. It was a strange feeling: that the biggest bridge in the city, in the whole country, could simply collapse in a second." - p11

"Frank Gardner in a Cortina Lotus had won. At the podium he put down the wreath and descended with tears in his eyes. He had just been told that Jim Clark had died in Hockenheim. Jim Clark was also my big idol, so that also affected me. What particularly bothered me about it was that it was caused by a technical defect, back then there weren't safety bolts in the rims, and if you had a puncture, the tire could jump off the rim. So Clark simply took a turn on the long straight in Hockenheim and pulled straight into the forest without it being his fault. That kept me busy for a long time." - p16

"First, there were these microscopic slivers of burned face shield (balaclava) that had been transplanted with the fresh skin I had developed an allergy to. He got 70 such things out of me in a three-day ordeal with tweezers, carefully treating everything with peppermint oil. The ears, or what was left of them, were raw flesh and painful beyond belief. Willy called the surgeon, who said: The rest of it will probably rot off as well, then the pain will be gone." Willy marched down to Lake Fuschi and dug up some roots, to which he said things like: That helped the Crusaders. As a result, I was able to sleep for the first time in three days, and for 15 hours, and two weeks later I had skin again over what was left of my ears. Then it happened incredibly quickly, also because I was so eager to return to normal life. I soon started running and strength training, and I noticed the progress every day." - p25

"Hannes was a good conversation partner in my euphoria for the future Lauda Air, which was already going through my head in 1977. He had an idea for the "style" that we wanted to develop, for our self-representation and our self-image. We talked about flying, about upcoming planes and an upcoming airline. No detail was too small for us, no fantasy too big. It "It was just fun to sand the contours of a vision. Hannes sketched a jumbo tail and painted a red L in it. This is what the logo could look like. No type of aircraft was better suited than the jumbo, because of the corresponding slant of the towering tail. However, since there was no company yet, the corporate design of the Lauda Air could initially only be applied to my crash helmet: a double red L, lightly scripted, on a white background." - p31

"In the years that followed, Hannes Rausch accompanied me to almost every Grand Prix. Of course there was also Bertl Wimmer. Bertl lived in my (Salzburg) area, worked as a salesman for motorcycles and mopeds for KTM and, through his enthusiasm for motor sports, came into contact with Walter Wolf and finally mine. Our common interests were motorcycling, flying and all kinds of nonsense, and by about 1975 we were friends. Ideally, I packed a team of four as a Grand Prix accompaniment in the Citation or the Lear Jet: Marlene and Messrs. Willy Dungl, Bert! Wimmer, Hannes Rausch (one for the body, one for the heart and one for the brain", at least according to Hannes' interpretation)." - p31

"I only passed the theory part of the exam on the second attempt in Braunschweig. For the practical part, I needed a long-range flight, so I shipped the flight instructor and examiner to the Lear in New York and then flew on to the US Grand Prix in Long Beach. Bernie Ecclestone was already waiting there, saying he urgently needed to go to Las Vegas. So I flew him there. Before I left, I flipped through the messages that Bernie had brought me from the hotel. I should urgently call Frau Maier, our housekeeper in Salzburg. In the phone box at the airport I was told: "An Buam ham S', an Buam ham S'." Our first child was born: Lukas." -p44-45

"Of course, I also drove a full Formula 1 season. When I came home from the Monaco Grand Prix, our kitchen was slightly damaged. Did the dogs behave like that?" I asked Mariene. "No," she said. I had a tantrum" She had her fit during the TV broadcast from Monaco when she saw Didier Pironi try to pass me at Mirabeau, riding on the back of my Brabham and missing my neck by six inches before slamming into the guardrail . Pironi's maneuver was so bloody stupid that you could get angry about it. But that wasn't why Marlene dismantled the kitchen. She was just so incredibly angry because she once again had to watch what she had been doing since the Nürburgring in 1976 knew exactly: That racing is idiotic. Everyone who takes part is idiots, and I, right in the middle, played a brilliant leading role: Congratulations!" and a kitchen box was due. When I got back into the car six weeks after the fire accident, she didn't stop me because she basically allows everyone every freedom, but she thought I was stupid. She thought the whole racing sport was stupid, our rituals, the rush, the heartlessness, and that you can cripple yourself. Marlene never again had a relaxed relationship with racing. My selfishness was strong enough not to let that deter me. I believed, and I do the same today, that in a partnership, too, the free development of the individual must be out of the question. If there isn't room for it, it's just not the right partnership." -p47-48

"Back then, I actually wore beige lace-up velvet trousers every day that had a burn hole over which Marlene had sewn blue fabric in the shape of a fish. I also wore a beige Niki sweater and the shoes painted by Hannes." - p51

"Gilles Villeneuve died in Zolder on May 8, 1982. I liked him for his charm and naturalness, admired his willingness to surrender unconditionally to sweet madness (which, however, had nothing to do with his death fall). In the last hours of his life I had two typical experiences with him. Thursday night at the hotel: I was about to go to bed and heard the flop-flop-flop-flop of a helicopter gone mad. It was pitch black and a searchlight scanned the area in front of the hotel, trying to sort out pylons and cables. The thing did land, it was Villeneuve's Agusta 109, a nice twin engine with retractable gear, Gilles had an immaculate Clarification: "I flew away from Nice when it was still quite light." The next day, first training, first ride. I happened to come out of box right behind Gilles and saw him in the allerer. flew out of the first curve. When we stood together later, I asked him out of genuine interest why a person would throw themselves out in the very first corner of a training session. He said: "Niki, I can't do it different." There was something in him, that simply does not allow him to drive in a calculating or cautious manner, no matter what the track (at the beginning of a training session, the ideal line is not yet sanded clean, that only becomes apparent after a number of laps) That was the last thing I heard from him heard: "I can't help it." - p61-62

"Now, sitting still on the plane, sadness, worry, anger and the burning uncertainty, of course also self-pity seeped into me: What had I done that I had to be the center of such an oversized disaster? In Kennedy I was finished, physically and mentally. I trotted to the PanAm counter, handed over my ticket. The Man looked at it, looked at me, made two dashes through, gave me the ticket and said Stand By". I hadn't bothered with the ticket before, no- had no idea I was stand by to Washington. When the PanAm man said "stand by", I didn't give a damn for the first time in six days. I thought I did like me Out of. Tilt Then again: I have to go to Washington. But how? should i cry shouldn't I cry? I was remote controlled, but the helmsman was not at the post I turned and walked back into the hall and squatted down. I couldn't do more. As if I had been beaten and can no longer hit back. I stared at the ticket without any realization. I almost passed out, I didn't care, I couldn't take it anymore. I would sit here, just sit there I couldn't sleep either. Except for race fans, no dog in America knows me, but now everything was different. - p139

"I flew from London to Salzburg to see Marlene and the children. Marlene was still completely distraught. The ten days that had passed since the crash hadn't lessened her shock. Lukas also showed concern, only Mathias was quite relaxed, listened to a lot and said he was going to play tennis." - p149 (about the plane crash)

"Lukas then came out with the fact that jokes about it were already circulating at school. For example, if you don't love your wife anymore, then send them with the Lauda Air."" -p150

"Niki Lauda's wife loves the neighbors was the headline in August 1989. With a photo (not of the neighbors on Ibiza, but of me), the report took up half the front page. The lover was not only described ("he is 33, tall, blond, blue-eyed"), but also called by name. It was the partner, now husband, of Marlene's sister Renate and one of our closest friends So they didn't bother with even a minimum of research. Since Renate was pregnant at the time, we were able to win the lawsuit against "Bild", which is otherwise hardly possible in such cases in Germany. By and large, the tabloid writes what it wants." - p240

"When the first journalist somewhere heard that I had an illegitimate child, he confronted me about it. "That's right," I said, but it doesn't help anyone if it's in the newspaper, not the child, not the mother, not the father and his family." right Okay, said the journalist and didn't write a word. Over time, others found out about it, too, and I said to them: 80 Yes, it's true, but anyway, he's known about it for a long time. He doesn't write it because he's helping me with it." They didn't write it either, and at some point quite a lot of people knew about it, at least beyond the narrow circle. None of them developed the ambition to make a particularly nice headline with the private life of Niki Lauda. Until at some point a German writer from wind and put it boldly in his newspaper, then followed short confirmations in the Austrian newspapers, but Christoph was already in kindergarten age. That's how my mother experienced it, for example. In her slightly crumpled Schönbrunner German she said: Niiiki, did that have to be?"- and never a word of it again." - p241-242

"Christoph is a bright fifteen-year-old growing up in Vienna and with whom I have little contact. We see each other about three times a year, so of course no sensible father-son relationship can develop from that. I only have one family, it stays that way, married or divorced, it doesn't matter. I have a bad conscience that it happened," and I can't get rid of it either. The situation presents itself as unsolvable in the sense of a result that could make everyone happy. I don't want to cut myself in half, and I can't see a middle ground that I could reasonably walk. Christoph grew up completely differently than the children under Marlene's and my influence. I feel the difference very strongly, but of course it's okay." -p242

"Marlene is my life person. She has uncanny strength and security, and she rests in the midst of a chaos she beautifully crafts." -p242

"I had lived with a very disciplined young lady for seven years and married Marlene within a few months. I didn't take it that terribly seriously, I just wanted to know what it's like: being married, and Marlene was exactly the kind of person who could understand it well." - p243

"When I confessed the illegitimate child to her, she was hurt but decided that if I wanted that to happen, nothing about our family should change. Of course I wanted. If we did eventually divorce, she demanded, "I'll have the kids, the dogs, the camera." So we continued this weird kind of marriage that we were both comfortable with. A relationship can only be based on how two people understand each other, and we got along well. I remained stubbornly focused on my egocentric life, racing, company, and Marlene accepted that. Normally you can only choose between family and freedom, I could choose as much as I wanted from both. I could lean my head back when I felt like it and when I felt fit I could run away and do whatever I wanted. Everyone knows that I wasn't a saint anyway. But even there it depends on what is ultimately the case remains. It's easy for me because I can decide for myself in this constellation. We do not need to discuss the responsibility for the three. If Marlene pulls the lace and says, what now?, I'm there immediately. Just: She has never pulled the lace. I know exactly the limits. And if the boundaries need to be shifted, then we'll shift them against me too. But since Marlene gives me such freedom, thank God, I also live it. But when push comes to shove, she always wins. Just as we got married, we divorced in 1991. It didn't matter and it didn't change anything. The official in Thalgau asked about the reason for the divorce. ..There isn't one, I want a divorce." "It's impossible without a reason." ..What could be a reason, for example?" ..If someone wasn't at home for six months." I haven't been home for six months." ..Are you sure?" Yes, of couse." "The marriage is divorced." On leaving, Marlene said: "The children, the dogs, the camera." I was flabbergasted. It had worked the way she always said it would. And nothing changed. Of course I took all the steps to protect her, and also signed the house in Salzburg over to her." -p244

"For five years only the very closest circle knew about it. Marlene wanted to spare the children who went to school in Hof near Salzburg the public discussion of our private lives. So we kept quiet" - p244

"Accordingly, it turned out that Lukas had nothing in mind with cars and motorcycles. He just got comfortable with cycling, that was all. I resented how he grew up with no technical spark. I had to do something. When he was about thirteen, I bought him a small motocross bike for his size. He was super excited about it, but for two months he just started the thing up in the garage and went wrrrrmmm, wrrrrmmm. No, he doesn't want to drive, he doesn't want to. One Saturday the whole family was sitting at the Schloßwirt in Anif, it was a wonderful day. I said to Lukas, let's drive home quickly, I'll show you something. On the lawn in front of our house I put him on the front of the motorcycle, sat on the back, grabbed the handlebars, showed him how to use the gas and clutch. But he only stopped in the middle of the handlebars and wasn't willing to move his hand towards the accelerator. So we drove around in the meadow, two on a small bike. It seemed like a solid hour before he finally parted his hands enough to get the gas and clutch. I suddenly jumped off. He roared like crazy, made a slow giant arc, and I had to run alongside. In the end I had to catch him because he couldn't get his feet on the ground properly. Very slowly, in first gear, he trembled through the meadow and scolded me. Anyway, he was on his way. - p246

"The next time I came to Salzburg, Lukas said: So what?" Come down with me. I'm going to go motocross." "Come down." He dressed carefully. Leather outfit, boots, fall home, the whole fuss. I stood there bored and waited for him to shake his way out. He jumped on his motorcycle and sped out of the garage on the back wheel - an image I'll never forget become. I ran to Mathias.,,What's the matter?" The little brother then told me that the day after our first trip, Lukas had gone down to the farm boys on his motorbike, and he had driven with them until he could, becoming more and more ambitious, and in the end totally stupid." - p247

"With Mathias, the result was the same, only the way to get there was much easier. He wouldn't have gotten up on his own, so I put him on the bike, said that's the gas, that's the clutch, he said yes, I know. He drove away, made a detour, came back and drove unsharpened to the garage door. ,,Are you dumb?" "I don't know where the brake is." He was fearless. Full throttle from the first second. And his brother was such a protégé. Anyway, they started riding motocross together" - p247

"If you really aspire to a motocross career, you should start just after walk school. So it was by no means too early when Lukas and Mathias, aged 14 and 12 respectively, asked for decent motocross machines for further training. Marlene had a fit, but I told her to let her go: Motocross is the hardest thing there is. You will never get ahead. There's no money to be made, the sport is just exhausting, dusty and dirty, they'll soon stop doing it." Marlene accepted and I bought the boys two 125 Hondas. They drive it really well and there is no longer any difference between the two. They are equally wild and equally good. I hope that it doesn't turn into a motocross career, and that suggests that they're jumping around like crazy out of sheer jokes and frolics. But they lack the seriousness of cardio, running and weight training every day, so I believe I think the racing bacillus will eventually suffocate in the eternal dust of motocross. Marlene has now fully embraced the kids' hobby, drives the machines back and forth, checks in between Barcelona and Ibiza." - p248

"My mother survived him by eighteen years. I didn't see her very often either, but there was always a bond and affection, maybe there was also a hidden longing for the family that had been lost so to speak. Her last days were moving. She had cancer, only wanted therapy up to a point, and then no more. Brother Florian and I took turns at her bedside for the last week and never left her alone. They were important days for me and for this last remnant of family. I think after all our mother understood that she had sons who loved her. Now only Florian is left. We had always had little contact, but after the death of our mother we became closer again. He lives his life completely differently from me, hasn't done anything in all his 46 years that I would call work, but that's by no means criticism, on the contrary, I admire him for it. He studied but didn't finish, did this and that, was always happy, and because of them Family circumstances he could also afford it." - p250

"I never had a problem with my appearance after the accident. problem That's what I look like, that's it. I therefore only had the medical technically necessary operations on the eyes and ears chen, but no plastic surgery. James Hunt, my 1976 World Cup rival, said the accident was the best thing that could have happened to me: "You finally have a face to look at." - p253

"In the meantime, an Austrian brewery had expressed interest in providing me with a Gösser"-Kapperl, green of course. Practical and unsentimental as I am, I thought five million schillings is a lot of money these days, so why shouldn't I have one green Kappl marching around?” I really didn't have any major concerns and made a preliminary contract. Then I showed up at the company with the green Kapperl on a trial basis. The employees were stunned. They thought I wasn't quite tight anymore. Lauda can't wear a green cap, he can't have any other cap but this red thing, and the fact that it says Parmalat isn't an advertising message, it just happens to be written on Lauda's cap. Of course, I have so much respect for symbols and the opinions of the employees that I allow myself to be taught. So I canceled the Gösser lecture with difficulty, wept briefly and violently over the beautiful coal and politely put the red cap back on. It will probably stay that way, I think." P254

"I had just come back from Miami, with the flu, overworked, overtired, came to the Viennese apartment next to the Hotel Sacher and suffered a heart attack. I fell to the ground, unable to move. With the utmost effort, I crawled to the phone, but who should I call? Emergency call, ambulance? It was the time of my worst argument with the AUA, and even in my fear of death I couldn't give them the triumph that the red Kappl was being carried out of the Sacher-Haus on a stretcher. So Willy Dungl, but he wasn't there. I asked for a call back, extremely urgent. Meanwhile, still on the ground, I scribbled notes for Marlene, account numbers and so on, farewell. After hours I think Dungl finally called. I'm having a heart attack, I said, please take me to the hospital discreetly. Willy and his wife picked me up, took me out of the house and straight to the general hospital, where on the Cardiac station everything was already prepared. First check: everything ok. healthy heart, as in the last pilot examination. Infinite relief, however wrong with unchanged Pains. So it could only be a misaligned vertebra, a pinched nerve, which is Dungl's specialty anyway (actually it was the fifth thoracic vertebra, I think). I'll take you straight to Gars, where I can treat you properly," said Dungl. I was dragged to Willy's car in the hospital yard. It came to me like a rocket from the subconscious Remembering Willy Dungl's car skills. ..Who's driving?" I asked, suddenly wide awake. I'll drive," said Dungl. I whimpered, "Let me drive, Willy."- p272-3

"The greatest driver personality over my 25-year span has been Ayrton Senna. The strongest, the best, innovative, extremely sensitive as a driver and as a person. He dealt with racing perfectly and with unbelievable intensity. He had everything under control and was creative in all his ideas. He was warm-hearted and friendly and inspired me as a person, although his religiosity was completely alien to me" - p291

"At the time of the 1993 Spanish Grand Prix, I tried to lure him to Ferrari. I met him in his Barcelona hotel room and told him how great it was to immerse himself in the Ferrari myth. But he didn't give a damn about myth and said he was only interested in a car that he could win races in. We didn't even get to talk about money, and in the end he probably drove for Williams almost free of charge in 1994 because he basically had to buy Prost out." - p292

Hope you enjoyed the read! When I finish the next book I'll try to get it out. Also tagging @f1yogurt

[sallytwo]

Hi, I recently started following you for your art (which is phenomenal btw, I adore the style so much) but WHAT IS YOUR LIFE? Not to sound like a job interview, but how in the world did you end up on your career path? Especially so young? Its crazy to me. (You can ignore this if you don't feel comfortable answering, thats totally fair)

omg hiiii thank you for the compliment on the art :) yeah i don’t know what’s going on here i started flying planes seriously at age 15 3/4 and got my pilots license at 17 and now i’m in my junior year college studying to be a bridge officer on ships (not military but we have to do all the stupid cadet stuff- uniform inspections rank etc). last semester i got bored and got involved in the EMT night class so i’m not certified yet but i have medical training.

BASICALLY without getting in depth in my whole life story i’m very curious and get bored easily so i like doing new things. maybe i will get normal in the next 5 years and settle down but who knows. i don’t really know what’s going on here i’m just along for the ride at this point ! amen.

[trash-aged-like-fine-wine]

Watched the latest episode of Puppet History about Bessie Coleman and as a pilot I have some things I noticed.

Bessie is a total badass. They got that right. Pretty much the only people who ever got pilots license before the end of WWI were all military, which had a HUGE influence on how aviation in general is today. (Same shit with astronauts: the first ones were exclusively from the Air Force then they opened it to other people)

Not the prof describing this supposed hell machine and me thinking "yeah it sounds alright." Like, Busch planes still have frames made of stretched cloth, even though the wood frame isn't a thing anymore. It makes them much lighter, so you can carry more stuff like more fuel or camping gear.

The "the plane is controlled by two sticks" thing is like "yeah alright" for me. Having a plane have a joystick instead of a yoke isn't unusual. I've flown one once. The riders were actual pedals, but I'd guess that the rudder bar (the one that controls yaw, which is turning the nose left or right without actually moving left or right) was probably on the floor, and each end was likely connected to a line that ran to the rudder, and you push one end to turn! This is like exactly how modern rudders work, but we have pedals nowadays. And also the top half of the rudders are breaks so we don't have to rely on a spike on the back. Tbh if it weren't for the spike ( and if I were tail wheel endorsed) I'd fly that. I think it'd be fun.

Planes are expensive af yo. I'd kill for a $400 plane but back in the day that was expensive as hell.

Plane people take care of their planes. You don't call a bird old unless it's like WWII era or older. My plane is from 1979 and it's not really considered old even though she ain't new. Therefore the fact that the Jenny's were considered obsolete, not old, obsolete means that it's probably for a reason that WASN'T their age, and had something to do with the fact that Bessie only seemed to crash in Jenny's.

Will is a mechanic. You KNOW he'd do work on that plane before he even dared to get in it, paid or not because of basic self preservation. It's also likely that since he was a mechanic around that plane the entire time Bessie ALSO was around it, if it needed work she'd ask the guy literally right next to her sooooo..... yeah. I am VERY sure that was Will's wrench that made them crash.

Fun fact: there are different names for different spirals. The one that they ended up in was called a "death spiral" and by that point you have greater odds of dying then not, which is why we just don't practice spins. The window to recover before you enter a death spiral is too small to safely teach it. It's like how teaching someone first aid does NOT involve actually injuring people.

Will was fucking lucky surviving the initial crash only to burn to death smh. The odds do that were so slim that it's literally the only reason I don't suspect sabotage bc you just aren't going to kill someone in the singular way that will ALSO kill you. Sparks and heat travel veeeeeey easily and it's actually against FAR's (I think) to smoke within 50 feet of a fuel truck for this exact reason.

[aviatrix-ash]

Thinking about planes again :'3

Lots of derailed and detailed thoughts about planes below. :'))

I have so many ideas for upgrades for the Ultra Pup to make it one epic little STOL plane. I'm thinking, slapping on that Super Beetle motor (or maybe 100hp Rotax or equivalent- this thing's statistically already a rocket with just it's 65HP) onto a beefed up engine mount (the guy who built this bird installed the wrong engine mount. Shape wise it's designed to withstand the kick of just the halved VW 2 cylinder VW motor, but this bird has the full sized one, which luckily has had it's power reduced so it shouldn't harm it's current mount too much. But if it had just a little bit more power to it I'd want to make a mount that's better capable of handling the big torque these car engines make at start up.

Oh and I'm thinking of putting in a composite electrically controlled variable pitch (constant speed too i think?) prop. ... in the future tho. Gonna start with a simple wood prop since they're lots cheaper & help absorb the high vibration produced by the VW engine. But a constant speed one I think would help reduce some stress on the engine, which for a 60+ year old car engine being made to run at stupid high RPMs for hours and hours (Yah cars do go fast and can hit those high RPMs without issue- but unless they're a NASCAR running around the tracks nonstop, cars typically don't run at those RPMs for long.) And car engines converted to plane engines typically have a much much higher RPM than a standard plane engine. But a good plane engine is out of touch for the foreseeable future as unless you can find a damn good deal from an old retired or dead pilot or mechanic (they do exist, Barnstormers had a sweet deal for 2 project Cubs & 4 Lycomings the other week- if I had the space, ability & $$ I'd have jumped on it 😤) but normally a working low time engine is incredibly expensive. Those days will come tho, when I finish my Powerplant license, save some cash for side project, then I can overhaul them myself. 😌

Oh yah, back to the Ultra Pup. Back when I 1st started this restoration, I wanted to make it old school analog. But I now understand how unreliable instrument vaccum pumps can be. But I'll 1st start off with some analog stuff powered by a the venturi (yup, going old-school with 1920s aviation technology 😌💕) since I've got most of the parts to do it. But eventually I'll rig it up with a proper electrical system and the little bird will get some modern solid state goodies + some LED navigation lights so I can fly at night. I mean, even tho it was designed to be an ultralight, mine was built with long range tanks and is capable of flying cross country. From what I hear from other pilots in my area (my Pup's kinda famous for some reason among the EAA guys here. They haven't given me many details yet but they all know my bird??😅) the last owner used to fly this bird all over the US. Dude made lots of trips from North Carolina to Florida and even to Wisconsin with this flying Volkswagen. It gives me a little more assurance (in I can rebuild this plane- seeing the previous builder's quality 😅)that this can actually be a cheap/affordable yet reliable little airplane. I really hope I can get it airworthy and not only build flight time & experience with it, but maybe in the future I'll get my CFI rating and continue the Ultra Pup's legacy in teaching people how to fly a taildragger. But the former will probably only happen after I can get on my feet in the industry, the FAA recently made it so CFIs can't make any money instructing in an Experimental. But hey, aviation is supposed to be fun anyways, experimentals and ultralights especially, when I can get on my feet, I probably would be a okay doing it just for fun. :3

Bleh just wanna get done with school already and get to working on planes for real. I have things I wanna do but they all require money and this aviator is broke broke cause plane fixing school eats all my time rn. :'))

[bekolxeram]

I want to preface all this by apologizing if I come across confrontational. That is not my intention. Feel free to play with your imagination in regard to a piece of fiction if you prefer, but since we're talking about real life here, I want to clarify something:

To start learning how to fly in the US, you first need a student pilot license. You can get one if you're over 16, you speak English and you pass an FAA third class medical. You can basically fly anything, as long as there's a certified flight instructor sitting next to you, and you're not carrying passengers. After your 35-45 hours of flight training (including 10 hours of solo flying), then you can try to get your private pilot license.

This is where the different paths diverge. Yes, after your private license, you can accumulate more flight hours and get an instrument rating that permits you to fly in low visibility and at night, a commercial license to fly paying passengers, then a flight instructor license to teach and ultimately an airliner transport pilot license to fly as pilot in command for airlines. But the license itself doesn't allow you to fly, the additional ratings tagged onto it do. There are first category ratings, so airplane, rotorcraft, glider etc. Holding rating in one category doesn't automatically allow you to fly aircraft of another. Someone who holds an airliner transport pilot license (the highest level) in the airplane category without a rotorcraft rating is not certified to fly even a tiny little wobbly Robinson R22. Of course, there's nothing stopping you from getting multiple category ratings, you just have to train for them separately.

Next you have class ratings. They're quite straightforward. For airplanes you have single-engine and multi-engine; for rotorcrafts, helicopter (powered) and gyroplane (unpowered). A single-engine rating is not a prerequisite for a multi one. You can absolutely spend your whole training in multi-engine planes if you have the money, or if you're trained by an employer.

Then you have type ratings for aircrafts with maximum takeoff weight heavier than 12,500 lbs or powered by jet engines. For those aircrafts, you have to get a type rating separately for each model if you want to operate them as pilot-in-command. For example, if you hold a license with single and multi-engine airplane ratings, you can fly anything from a 4-seat Cessna 172 to a 20-seat DHC-6 Twin Otter, but not a Cessna Citation business jet or any jet airliner. If you want to fly a Boeing 737, you have to go through a series of rigorous training for the B737, including computer training (again, flying modern airliners is more like flying a computer), simulator training, real life flight training under supervision, then specific skill training for abnormal and emergency situations. If you then want to fly bigger airliners, like a B777, then you have to go through the same set of training, but for a B777 this time.

To simplify this whole wall of mess, let's say you want to fly helicopters for the LAFD like Tommy, your path would look like this:

Student -> Private pilot with helicopter rating -> Instrument rating -> Commercial pilot -> Flight instructor (instruct to gain flight hours while being paid)-> Type rating for medium duty helicopter operated by the department (AW139 in this case) -> Optional airliner transport pilot license

(Tommy qualifies for a helicopter commercial license with S-70 type rating straight out of the Army.)

But if you want to fly an airliner (let's say A330, like the set we see in this plane disaster arc), your path would be:

Student -> Private pilot with airplane single-engine rating -> Instrument rating -> Commercial pilot -> Flight instructor -> Multi-engine rating -> Instruct to gain hours -> Get hired by an airline -> Type rating for plane models your airline operates

Once you get past the student pilot stage, these are 2 completely different paths. Sure, you can transition from being an airplane pilot to a helicopter one and vice versa, many former Army helicopter pilots find themselves in the airline business as civilians, but you pretty much have to start over from scratch.

To conclude, you don't need to know how to fly a plane first before learning to fly a helicopter. A helicopter pilot could help a little bit in a dual pilot incapacitation scenario, they understand the principles of flight (lift, weight, thrust, drag), they know how to communicate with ATC and they can read some of the instruments. The advantage a flight sim obsessed kid over a helicopter pilot is that they know which button does what. And in this case, Jem the kid has the additional advantage of being onboard. Tommy would take the pilot seat with Jem if he was on the plane, but since he was not, Jem was their best bet.

fandom: debates for days about whether Tommy, a helicopter pilot, can fly a commercial airliner

911: here's a 12 year old

[katie-the-bug]

Just started Left Behind and I already have Thoughts.

So for reference, the book, which nominally focuses on the Rapture and its aftermath, switches between the perspectives of our two "heroes": Rayford Steele, an airline pilot who fantasizes about cheating on his wife (Irene) until she dies gets Raptured, and Buck Williams, a journalist said to be one of the best in his field based on no textual evidence.

In Chapter 1, before the Rapture hits, we get this sequence of events: Israel develops a magic fertilizer. Rather than exporting the fertilizer or licensing its formula, it uses it exclusively on its own land and exports the food it grows. Russia sends its entire military to completely obliterate Israel because reasons. The Russian military is supernaturally destroyed without doing any harm to Israel. The only consequence for this explored in the story is that a single reporter starts to believe in God. The world at large does not care about the destruction of Russia as a military power and explicit proof of God's favor over Israel. I don't know how the authors think people react to major international situations, but this isn't it.

"The terrifying truth was that he knew all too well. Irene had been right. He, and most of his passengers, had been left behind." *Cinemasins guy voice* Roll credits!

Chapter 2 shows the immediate aftermath of the Rapture: driverless cars crashing on the freeways and unmanned planes falling from the sky, causing untold casualties, and depleted emergency services unable to handle the carnage. I'm pretty sure that in order to get Raptured, you have to believe in the Rapture first. This raises the question: if these people genuinely believed that they could die be Raptured at any time, why the hell would they drive cars or fly planes, knowing that their disappearance would put people in immediate danger, and why would they risk leaving people without critical assistance in crisis? Do they just not care about the safety of others as long as they get their eternal reward? Do I want to know the answer to that question?

Buck tumbles slapstick-style down an inflatable airplane slide and hits his head. This has no bearing on the story, but I think it's funny.

In Chapter 3, When Buck gets in contact with his editor Steve, he gets a laundry list of things to write about that aren't the Rapture that just happened. Steve literally says "I know all anyone cares about are the disappearances. But we need to keep an eye on the rest of the world." One paragraph later, he lists off all the relatives he's lost with no emotion whatsoever. I don't know if the authors planned to establish this character as devoid of human feeling, but they did a pretty good job anyway.

Buck is shortly accosted by a doctor with a full medical kit and "nothing to do." The previous chapter described the massive and unmissable state of emergency the airport, and indeed, the entire city of Chicago are in. Do the authors know what doctors even do?

In Chapter 4, Buck's narration casually mentions that his niece and nephew have most likely disappeared. This does not affect him at all, as "His mind was already whirring with ideas for the story behind the disappearances. Talk about the assignment of a lifetime!" He then proceeds to, for no real reason, search up an obscure Romanian diplomat. I am forced to conclude that either Buck is insane or the authors have no understanding of how normal humans react to things.

Rayford, surprisingly, does experience human emotion in the face of his wife and son's death Rapture, but I will award no points for the bare minimum.

Chapter 6: "If somebody tried to sell a screenplay about millions of people disappearing, leaving everything but their bodies behind, it would be laughed off." I understand that, naturally, this book was written before the three or four movies based on it were made, but I still think this is funny.

"I'm being overrun by Jews." That's it, that's the sentence. Yes there's context but I won't give it to you.

It's been hinted at throughout the story thus far that every child under the age of twelve has been wiped from existence. In the real world, this would be a devastating blow from which civilization as we know it would never recover. In the world of Left Behind, is is a secondary concern to the fact that two Jewish groups are meeting in New York at the same time. I am starting to think that the authors have never met a human being in their life.

...And I think that's enough for a single post. See ya tomorrow.

[johnnymarkssh]

Want to be a private pilot? Step-By-Step Guide

Did you ever dream of becoming a pilot and soaring high in the clouds? Did you always think that one day, you would be wearing the pilot’s hat and navigating an aircraft through beautiful views? Well, then, becoming a private pilot can be the perfect dream job for you. A private pilot requires a PPL, which will let you fly an aircraft for recreational or personal use. Also, having a PPL means you can ride with your friends or even use your license for business purposes, like piloting a private jet. But how do you become a PPL? Want to know? Let’s look at the step-by-step guide to becoming one.

Roles and Responsibilities: Private Pilot

Before you learn about the steps to becoming a private pilot, here is a glimpse into the roles and responsibilities of a private pilot. 

Pre-planning the flight and inspection

It is the responsibility of the pilot to create a pre-flight plan, like route planning and weather assessment. Also, performing an inspection of the aircraft before it takes off is also their responsibility.

Operating the aircraft

Safely operating the aircraft is also the responsibility of the private pilot, while ensuring to follow all the rules, regulations, and flight procedures.

Comfort

If you are taking a passenger in your personal aircraft or operating a private aircraft for someone else, taking care of the passenger is your responsibility. 

Preparing for emergencies

It is also the role of the pilot to prepare for emergencies like landing on water, fire, or so on.

How to Become a Private Pilot

Ensure you meet the requirements.

To become a private pilot, you have to meet certain requirements, like educational requirements, health, and age. Also, you have to give and pass a written exam and a practical one too.

Training

After covering the above points, you will have to apply to the best flight schools. Flight schools in Los Angeles are known for being the best in the program. Training is usually 40 hours long and challenging. 

Again, give the exams.

After you train, you will again have to take an exam, both written and practical. It will test your ability to fly the airplanes and also help you remember the rules regarding them.

Certification and logging hours

Once you get a certificate giving you the right to fly a private plane, you have to log in your hours. This will increase your experience and help you get better opportunities in the future. 

Follow rules

As you start flying, ensure you follow all the rules and regulations to keep the value of being a pilot intact.

Conclusion

Hopefully, these step-by-step guides will help you get a certificate as a private pilot and become part of an elite club. For anyone who dreams of flying over the clouds without being a commercial pilot, this is perfect.

[ceaaviation]

What are the best commercial pilot training institutes in New Delhi?

Are you dreaming of soaring through the skies as a commercial pilot? Well, it all starts with finding the best training institute to kickstart your career. And if you're based in New Delhi, you're in luck! This bustling city boasts some of the top-notch pilot training institutes that can help turn your sky-high aspirations into reality. But with so many options out there, how do you know which one is right for you? In this article, we'll take a closer look at the different types of courses available for commercial pilot training and highlight why CEAAVIATION Academy stands tall as one of the best institutions in Delhi. So buckle up and get ready to take off on an exciting journey towards achieving your dream!

What types of courses are there for commercial pilot training?

The path to becoming a commercial pilot is not an easy one, but it's a rewarding career for those who are passionate about flying. To get started, you'll need to enroll in a reputable training institute and complete the necessary courses. And when it comes to commercial pilot training, there are several options available that cater to different levels of experience and goals. One type of course is the Private Pilot License (PPL), which allows you to fly small aircraft on your own or with passengers without compensation. This course typically involves ground school instruction followed by flight training. Another option is the Commercial Pilot License (CPL) course, which includes more advanced flight training and prepares you for flying larger planes with multiple engines. With this license, you can work as a professional pilot and earn money from flying. For those who want to specialize in certain areas of aviation such as cargo or air ambulance services, there are also specialized courses available like Multi-Engine Rating (MER) and Instrument Rating (IR). Whether you're just starting out or looking to advance your skills as a commercial pilot, there's sure to be a course that suits your needs. The key is finding the right institution that offers high-quality training programs tailored for aspiring pilots like yourself!

What are the disadvantages of being a commercial pilot?

Being a commercial pilot is not all sunshine and rainbows. It comes with its own set of challenges and drawbacks, which one should carefully consider before pursuing this career path. One major disadvantage of being a commercial pilot is the long working hours. Pilots often have to work odd hours or night shifts, which can take a toll on their physical health and emotional well-being. They also frequently have to spend long periods away from home and loved ones, leading to feelings of isolation and loneliness. Another challenge that commercial pilots face is the high level of responsibility they carry. The safety of passengers rests in their hands, making it vital for them to stay alert at all times while flying an aircraft. The pressure to perform flawlessly can be overwhelming at times, especially when dealing with unforeseen circumstances like bad weather conditions or technical malfunctions. Becoming a commercial pilot requires significant financial investment in training fees and certification exams. This can make it difficult for some individuals who may not have access to these resources or may already be burdened by student loan debt. Despite these challenges, many still find that the rewards of being a commercial pilot outweigh the disadvantages.

What skills are required for a pilot?

Becoming a commercial pilot requires more than just the ability to fly a plane. Pilots need to possess a diverse range of skills in order to ensure safety and efficiency during flights. Strong communication skills are essential for pilots. They need to be able to communicate effectively with air traffic controllers, crew members, and passengers. Clear communication can prevent accidents and resolve issues quickly. Decision-making skills are critical for pilots as they must make quick decisions in emergency situations. Pilots must remain calm under pressure while assessing the situation at hand and making the best possible decision. Problem-solving abilities are necessary for handling unexpected scenarios that could occur mid-flight or on the ground. Attention-to-detail is vital as even small mistakes can have potentially dangerous consequences. Pilots need excellent observational skills that enable them to spot any potential problems before they become bigger issues. Becoming a commercial pilot requires not only technical flying ability but also advanced interpersonal skills such as communication and decision-making along with other personal attributes like problem-solving capacity and attention-to-detail which help ensure smooth airline operations.

How can I become a pilot without a degree?

Many people are under the impression that a degree is mandatory to become a commercial pilot. However, this is not true! While having a college degree can be beneficial, it is not always necessary for aspiring pilots. To become a pilot without a degree, you will need to obtain your Private Pilot License (PPL) and Commercial Pilot License (CPL). The requirements for these licenses vary by country but typically include passing written exams and accumulating flight hours with an instructor. Additionally, some airlines have their own training programs where they provide the necessary training and education to potential employees. These programs may require candidates to have some college experience or relevant work experience. It's important to note that becoming a commercial pilot without a degree may make it more challenging to advance in your career. Some airlines prefer candidates with higher education degrees when filling management positions or other leadership roles within their organizations. While having a college degree can be helpful in pursuing an aviation career, it is not necessarily required. With hard work and dedication towards obtaining your PPL and CPL licenses, anyone can become a successful commercial pilot!

CEAAVIATION - Best Pilot Training In Delhi

CEAAVIATION Academy is one of the best pilot training institutes in Delhi, offering world-class training to aspiring pilots from all over India. With its state-of-the-art facilities and experienced faculty, CEAAVIATION has become a preferred choice for those who want to pursue a career as a commercial pilot. At CEAAVIATION, students are trained rigorously in both theoretical and practical aspects of flying. The curriculum is designed to provide hands-on experience through simulator sessions, flight training on single-engine aircrafts, multi-engine aircrafts and jet planes. The academy also provides personalized attention to each student by assigning dedicated mentors throughout their journey towards becoming successful pilots. This ensures that students receive appropriate guidance at every step of their learning process. Moreover, the industry exposure provided by the academy during placement drives prepares students for real-world challenges they may face while working with major airlines around the globe. CEAAVIATION Academy offers top-notch commercial pilot training that equips students with all necessary skills required to excel in this profession.

Why Join CEAAVIATION Academy?

If you want to pursue a career in aviation and become a commercial pilot, there are many institutes in New Delhi that offer various courses. However, not all of them have the same reputation when it comes to quality training and job placement. That's where CEAAVIATION Academy stands out from the rest. With their state-of-the-art facilities, experienced trainers, and industry connections, they provide some of the best pilot training programs in Delhi. Their focus on practical training ensures that students gain hands-on experience with real-life scenarios. They also offer advanced simulation technology that replicates different situations pilots may face during flights. Moreover, CEAAVIATION Academy has an excellent track record when it comes to job placement after completing their program. Many of their graduates have secured jobs with major airlines both domestically and internationally. So if you're looking for comprehensive pilot training backed by strong industry connections and career opportunities, look no further than CEAAVIATION Academy - the best pilot training institute in Delhi!

For More Details - https://ceaaviation.org/best-pilot-training-institute-in-delhi/

[nationalaviationcenter]

What Is the FAA Renewal Process Like?

Aviators of all stripes, be they veteran pilots or novice plane enthusiasts, all have to start somewhere. For many, the dream of flying your own plane is one that develops early on, and you may have spent your childhood years gazing up at the sky in wonderment. As you got older, maybe you did the educational study necessary and obtained your pilot’s license from the Federal Aviation Administration (FAA). Of course, to truly maximize the enjoyment of your hobby, you need to have your own plane. As purchasing an airplane is a sizable investment (there really is no ceiling on the costs of private aircraft), you need to do the necessary research to determine which make and model is best tailored to your needs. Once you purchase an aircraft, there is also a fair amount of paperwork to complete. Most importantly, you will need to register your airplane, and from time to time, you will also need to submit an FAA renewal

application. Fortunately, at the National Aviation Center, we can help.

The FAA is one of the largest and most important federal transportation agencies. The FAA can trace its roots back to essentially the advent of commercial air travel, and it has existed in its current iteration for roughly 70 years. If aviation is your pastime of choice, you will find yourself working with the FAA periodically. This is large because the FAA wears many hats: they issue pilot licenses, regulate air traffic control in U.S. skies, and maintain a registry of all aircraft owned and operated within the country. As a responsible plane owner, you have a responsibility to maintain current documentation with the FAA, and a failure to do so–such as allowing your registration to lapse–can result in a costly fine or a loss of your N-number.

What Is an FAA Renewal Application? If you have recently purchased an aircraft, you are probably pretty anxious to get it out of the hangar and into the sky. It is important, however, that you do not take off without a valid FAA registration. Registration is obtained by completing Form AC 8050-1 – Aircraft Registration Application. This document will prompt you for some basic information about yourself, such as your name, address, and signature. You will also need to provide your airplane’s make, model, and serial number. Coupled with proof of ownership, this document can be submitted to the FAA’s office in Oklahoma City, Oklahoma for processing.

Once issued, an FAA registration is valid for a period of three years. Six months before your registration is set to expire, the FAA will send you a notice reminding you to process your renewal. This notice will include a special security code that must be added to your registration application. The FAA will send you another reminder at eight weeks out if you have not yet sent in your renewal.

Get Back in the Air Today! Don’t let your renewal application keep you out of the sky–use our web forms to process your application online today. To learn more about some of the additional services we provide, take a moment to browse our helpful Frequently Asked Questions page.

[flyingschool01]

Finding The Best Flying School In Australia

Who doesn't wish to soar high in the sky? Humans don't have wings but this does not mean they can't fly.  Those who love flying so much that they have decided to make it their hobby or even a career can become a pilot and fly. You must choose the Best Flying School in Australia to complete this job possible. In Australia, you are going to find top schools but before that here are a few things you must keep in your mind.

Quality should be your top priority

Quality is more important than the charges of the school. You cannot compromise your flight training. Cheap-priced schools are no good and definitely not a good choice. You might wish to save money but this can cost you your life as well as others traveling with you on the plane.  Best schools have the best courses, qualified teachers, and the best facilities. Look for both positive and negative comments on the website of the flying school.

Visit the facility and meet the instructor yourself

No one can take their flight training lightly because flying a plane no matter big or small no joke.  You must visit the school yourself and meet the flight instructor yourself.  All schools allow people who wish to take training to come and observe how students are instructed and trained. You must fix a meeting with the instructor and not the receptionist.  Best schools are always happy to provide everything people ask for.

2 schools are better than one

There are many things to learn in the aviation industry. There is simple pilot training, a complete commercial pilot course, aerobatics, and many other recreational skills that you might wish to learn. Sometimes not all schools have flying training programs. One is the best in License Program and the other has a specialization in the other so what are you going to do? It doesn’t matter how many schools you took training it needs to be the best Flight School that can offer you a globally recognized pilot license or certificate.

Do they have personalized services?

Every school is different so you must know what you are looking for.  You might wish to learn flying for fun or a serious career.  Big flight training schools have the best stimulators and training, staff. They are expensive but with better facilities.  On the other hand side, there are small flying schools with just one instructor and one aircraft.  It will depend upon you. There is much more to find out so visit the website of the Flying School in Australia without wasting more time.

[aboardthescheherazade]

Mini-Essay: How Old IS Tintin?

Tintin’s “real” age comes up a lot in fandom discourse for one reason or another, usually out of concern for his safety. Nothing has really been set in stone aside from some brief mentions by Hergé himself...he has said Tintin is “around” 15-19, likely keeping it open so more people could put themselves into Tintin as they read the comics. (The series’s original tagline was “For ages 7 to 77″, after all.) For archival reasons, I’d like to do an analysis of what age bracket Tintin is likely in, based on historical reference from the earliest possible point in the franchise.

There are two important things to note when examining Tintin on his earlier journeys (specifically Soviets and Congo). 1. Hergé was 22 when he created Tintin in 1929. He was young at the time, so when tasked with making a character for a children’s magazine (Le Petit Vingtieme), of course he would envision a person younger than himself at the time. This is a pretty average thing for character creators...when he was younger, he came up with younger characters, but as he got older, he primarily created adult characters for an adult-filled world. 2. Tintin was at least partially inspired by real life teenage journalist (and boy scout) Palle Huld. Hergé has specifically said Tintin was around the age of 15 when he first created him, the same age as Huld, so that’s the youngest Tintin can possibly be.

It’s important, though, not to take these first two books seriously, because both of them are inherently silly (aside from the blistering racism of Congo) and any serious situation in these stories is immediately avoided by Tintin using Troll Physics. However, what really stands out for me in Soviets is when Tintin flies a plane. He’s confident doing so, but is not an actual pilot; historically, people in Belgium can begin flight training at age 15. Meanwhile, a person must be at least 17 to begin training for an automobile driver’s license, and 18 in order to drive. Historically in Russia, a person could start driving when they were 17 years old. Later in the story, Tintin buys a car, so again, this pushes him up to age 17-18.

Later on in Soviets, Tintin is given champagne at the German Aerodrome after landing his plane. In Germany, an individual must be at least 16 years old to consume wine (and sparkling wine) without a parent or guardian being present. I highlight this also because Hergé and his surroundings at the time were staunchly Catholic, and Catholics are traditionally advised against excesses, be it food, pleasures, or alcohol. Again, it would be uncharacteristic of a Catholic to portray underage drinking, let alone in a comedic manner.

Now, let’s jump ahead in the timeline. We begin to see Tintin living in his own apartment, and driving motorcycles and mopeds. People in Belgium can start driving mopeds at age 16, and historically, it was stupidly easy to rent an apartment from an early age. It was just as stupidly cheap; here’s New York City’s rent prices over the decades as an example. Basically, if Tintin were being paid enough as a reporter, he could easily make his two-digit rent costs. (Yes I’m slightly envious.)

In Cigars of the Pharaoh, Tintin flies a plane again. This implies he could have gotten his final Practical Check, which grants him a pilot certificate; a Belgian citizen must be at least 17 in order to get this. He’s also now notably better at flying the plane, too, and only crashes when it runs out of fuel.

Jumping ahead to The Black Island, we see Tintin going into a pub in Scotland...this is where things get complicated because he is given a mug of beer, and then orders food. Historically in Scotland, you must be at least 18 to buy alcohol at a licensed establishment. However, some places allow 16-17 year olds to buy alcohol with food or a meal. Tintin is given the mug of beer before he starts ordering food, though, so I’m going to place him at least 18 by The Black Island.

The TL;DR on this one is that Tintin is about 17 at the very, very start of the series. By approximately the 7th book, he is for sure 18 at least; any further indications to his age are left vague, likely by Hergé’s intention in order to keep Tintin as accessible a character as possible. What is the passage of time like in this universe? We don’t quite know, since it’s a floating timeline, but I doubt Hergé ever intended to put anything 100% in stone.

Finally, shout-out to the American distributors of the 1960s Belvision animated series for the most insane read I’ve seen on Tintin’s age:

[literatureatthebowofnails]

Home Sweet Midgard by Admiral at the Bow of Nails

Disclaimer: No one owns Loki; he’s just a hot pain in my sass. No one owns Thor, though he's due to visit as I edit this (*ears perk up for Mjolnir*). I don’t own Marvel, Viacom, Darcy Lewis, Dr. Jane Foster, Dr. Erik Selvig, or Chris Hemsworth's likeness. Mythological similarities are mostly coincidental

A/N: Chapter 7 of the Duchess Series (find masterlist here)! Still looking for a beta for future chapters, so if you’re interested, hit me up

Series Warnings: Loki/fem!reader. Reader has nickname and backstory but no physical description. Language; fluff; smut: vaginal intercourse (m/f), panty theft, masturbation, cunnilingus, fingering, public nudity; drinking; violence: reader injury/loss of consciousness, hospitalization, seismophobia, acrophobia; reader/OMC. Warnings will be added as the series goes on. I’m considering adding additional pairings with other characters. Let me know if that’s something you’d be interested in.

Series Summary: This series begins during Thor (2011) and will generally follow along that plot. Beginning next week, the timeline will branch. The SHIELD Timeline will continue to generally follow the Sacred Timeline, while the Sigyn Timeline will veer toward more traditional mythology

Chapter Warnings: This chapter may offend some religious colonizers.

Chapter Summary: You return home to discover Darcy has been blowing up your phone

Word Count: 840

Midgard

The Bifrost leaves you on your street, breathlessly clinging to Loki for dear life as your skirts billow around you. “That was…wow.”

He chuckles, “You’ll get used to it.” You tentatively release your hold on him, looking down to find strange markings on the pavement. Your landlord isn’t going to like this.

Leading him up to your unit, you realize you don’t have your keys. You stand on your toes and search for your extra key on the molding above you, then welcome him inside.

When you turn on the light, you stumble back in shock. You’ve only been gone for a day, but most of your plants are suddenly in full bloom. Even one of the new snake plants. Do they even do that?

The only one that isn’t bursting out of its pot is Darcy’s; it looks strangely windblown somehow.

“Jesus Christ.”

“Selfish prick has nothing to do with it.”

“You sound like you know him,” you laugh.

“Oh, we’ve met,” his resentment is unmistakable. “I was about 490 or so when he decided to pop up to Scandinavia. I don’t remember much of it, having been so young at the time, but he shows up, then he and his high priest…what did he call him again? Right, ‘Pope.’ He and his Pope demand that all the mortals only worship him. Who even does that?”

“I hadn’t…considered it from that perspective.”

He blushes, seeing your surprise at his outburst. He’s rather cute when he’s embarrassed. You stand on our toes, pressing a kiss to his cheek. “Would you like some tea?”

“That would be lovely, pet.”

He sits on the couch while you make tea and rummage through the cupboards to find a bag of ginger snaps. “How long will you be staying?” you ask, taking a seat across from him.

“Not long, unfortunately. I need to find my brother.

“You wouldn’t be able to point me in the direction of New Mexico, would you? Or somewhere I might obtain a horse?”

You attempt to stifle your amusement. “I know where New Mexico is; I have a friend there as a matter of fact. It might take a while to get there on horseback though. You’re better off flying.”

He gives you a quizzical look, “Mortals can fly now?” He sounds as though he expects you to spread your arms and take off through the window.

“Well, yes, on planes,” you remind yourself he hasn’t been to Earth in a while. “They’re like…ships. Metal ships that fly.”

“Where do I get one?”

You can't hold back your giggles anymore. “No one’s going to give you one without a pilot’s license. You’ll need a ticket,” you explain, reaching for your laptop. “And some sort of identification. Security’s pretty tight since 9-11. Wouldn’t hurt to change into something less conspicuous either. I’ll look up flights out of DCA.”

After a Google image search for men’s fashion, and a couple tries at creating a driver’s license (the TSA would definitely have noticed the first attempt had the birthdate 4.1.518) you're able to get him on a redeye to SAF, explaining how to hail a cab and suggesting he stop by Isabela’s Diner if he goes through Puente Antiguo.

You look at your phone when you get home to find a million texts from Darcy since you’d left.

Darc’

Darc’ 6:04 AM: Shitshitshit! Jane made me hit some guy with her truck

Darc’ 6:06 AM: He’s alive

Jane’s liable, right?

I can’t afford a lawyer

I’m not even getting paid

Darc’ 6:07 AM: Oh he’s waaaaaasted af

Crazy homeless guy

Crazy fine homeless guy. Holy shit he’s hot. That CPR class might just pay off

Darc’ 6:16 AM: I tased the fuck out of him

He must weigh a ton. Selvig (Jane’s Dad’s friend) said to only tase people who are already in the car 😂

Darc’ 7:06 AM: Got him to the hospital. Heading back to the lab

Darc’ 9:20 AM: You ok? You’re usually up by now

Darc’ 9:29 AM: Dude! This guy was in the fucking storm! We’re going back to the hospital

Darc’ 9:51 AM: He broke out of the hospital

Darc' 9:57 AM: Jane’s determined to find him. Gonna fire up my taser

Darc’ 9:58 AM: Jane hit him with the truck

Again

Darc’ 10:39 AM: He is pretty cut for a homeless guy. Damn

Darc’ 11:02 AM: Earth to Duchess! Did you drop your phone in the tub again?

I told you not to bring it into the bath with you

A Ziplock bag is only going to do so much to protect it

Darc’ 11:06 AM: Dude, this guy just ate a whole box of Pop-tarts and now he’s inhaling Izzy’s pancakes like he hasn’t eaten in weeks

Darc’ 11:12 AM: He just smashed a coffee cup out of nowhere. What the fuck?! Izzy’s not going to forgive that anytime soon

Darc’ 11:16 AM: Seriously though, check him out

“Oh shit,” you leave the rest of the messages unread and start packing a bag.

A/N: Beginning next week, I'll be splitting the story into two timelines.

In the SHIELD Timeline, you will remain on Midgard, training as a SHIELD agent under Maria Hill and Natalia Romanoff. You will flirt/date on and off, never finding anything too serious/long term. Loki, meanwhile, will get better at controlling your teleportation as he spirals into the madness that leads to the attack on New York.

You will then be directly involved in many of the events in Avengers.

In the Sigyn Timeline, you will end up back on Asgard, unable to leave once the Bifrost has been destroyed. You will integrate into the culture, remaining at the palace, and studying magic under Frigg, eventually learning to control your teleportation. Meanwhile you'll discover Loki's journals, revealing his involvement in many Norse myths.

At the end of Avengers/beginning of Dark World, things will take a violent turn towards Eddur canon.

Next Chapters:

SHIELD Timeline: The Bilge Snipe Brothers

Sigyn Timeline: Earth to Duchess