I’ll try to splain better.
747 = lots of places for leaks so more $ per sq.ft of pressure vessel to seal enough to maintain pressure for people.
Lear-24 has a lot smaller pressure vessel so a better seal is cheaper per /sq/ft. And easier.
Bleed air maybe more or less free for all practical purposes in today’s engine, I have no clue but was assuming a 1% loss of engine efficiency or whatever it might be, would add up. I am probably totally wrong about that, I have no knowledge of bleed air for the most part in regards to availability and efficiency cost.
Small round tubes of .032 AL can hold more pressure than can huge not so round tubes of .032 AL.
I seem to remember that the Lear LH 55 could do 55,000’ semi-reliably.
Admittedly we are trying to compare a XC Bus to a Ford Cobra which is not really fair.
I don’t know the power to weight ratio of jets either when comparing Bizjets vs Big Iron.
I recently received a much-forwarded email from an aviation buddy containing this video https://www.youtube.com/watch?v=XIiuyijwKRs. It was accompanied by the following text. I can’t vouch for the accuracy of the text, but I can vouch that the video is worth watching as a piece of real history involving larger-than-life characters and pioneering machines. Almost no actual flying, but cool nonetheless.
Completed ground school this month.
Unfortunately, I have professional con-ed to complete by the end of the year before I can study for that test. Also can’t buy any flight time recently; they flew Thurs & Fri morning when I wasn’t available & the weekend windows were a bust, that makes zero flights for November.
Got up this morning.
I can fly just fine but it’s the low level/landings stuff that I need to work on. Of course, the direction we flew today wasn’t good for practicing that.
I needed to stop by my friends house on the way home to pick something up, so of course we landed in (almost) his old back yard - the next group of townhouses down from what was his house. Once we touched down, I watch the second-story window & then the shades moved - SURPRISE - this is your there’s-a-big-balloon-in-your-backyard-wake-up alarm!
That makes you different from exactly no one. You never truly get landing technique done perfectly, and you never get to be able to stop practicing. It’s not easy to get the idea that you make the airplane do what you want it to do most of the time, but at the most critical part of the flight, you have to largely react to what *it *wants to do. Judging height with your peripheral vision is not a natural act, either. Just remember to keep your airspeed on target so you won’t float, and, when you flare, HOLD IT OFF!
speak for yourself. I went from “ok, that technically qualifies as a landing” to “I own this bitch”. Can’t say that about the approaches but they get the job done.
You’re right, everybody suffers through this. It was another 50 hrs AFTER I got my license before landings truly clicked. The license is only a certification that you probably won’t kill yourself while you continue learning.
At some point I started doing a lot of emergency landings and somewhere in that process it clicked. It really brings home the idea of a stabilized approach. Now I look at takeoff and landings and think through what would happen if I lost an engine. I change my tactics accordingly.
What will I do in this airplane as it quits there, there, there & there before I am committed? Now do the same for the next five miles of flight in any direction. For this airport.
Second set of “I will” for the other** 5 **most common fields you use.
Do same for** landing** at those airports for each approach & other non IFR runways they have.
I am alive because of this habit.
Sometimes, if you think when you only have time to do, prelaid plans and thought about the specif plans is the difference.
Seriously, thank you for the encouragement & advice; however,
once we take off, air (wind) speed is beyond our control & floating is acceptable.
Got up again Sunday afternoon. One kinda hard touch-&-go, two more decent ones, & then a pillow-soft landing at the end (when the winds calmed out). Yay, I got it by the fourth one! Maybe I can do this.
Now there’s just lots of practice to make sure I can do that every time, & of course building on that to be able to do the tougher landings (windy/ripout, smaller space, etc.)
Ah, you won’t get it perfect every time. I’ve always striven for consistently mediocre, the key word being “consistently”. I still haven’t got it, the vast majority are good, and then once a year or so I seem to manage to stuff it up somehow or another.
I’ve been doing that since I learned to fly in the '80s. I rarely get the chance to fly nowadays, and there aren’t that many people I buy presents for anymore. (Fewer still, who would appreciate it.)
I used to do that with 'em too. It’s good strong paper.
Nowadays I’d like to have some of those old ones back. The ones from my youth showing all the small airports I’ve flown through that have since been converted to suburban housing, all the NDBs that don’t now exist, all the FSS that are closed, all the airspace you can’t now fly though nordo VFR, etc.
Way back, I got Dad’s out of date ones. They still had many of the radio ranges on them and only a few VORs. I kept them for a long time, until the early 70’s. I have no memory of what I did with them. ::: sigh :::
There seems to be a local acrobatic area just south/south/east of us as I am hearing and seeing acrobatic and some Pvt. & Com. maneuvers being done on the pretty calm days lately.
I’m surprised the FAA has been able to get away with repeatedly punting putting pictures on their licenses out into the future. That became a big deal with ICAO a few years ago. It’s just a matter of time before the FAA relents and adds pix and tamper evidence to licenses. AIUI much of Europe already has them.
You never truly get landing technique done perfectly, and you never get to be able to stop practicing. It’s not easy to get the idea that you make the airplane do what you want it to do most of the time, but at the most critical part of the flight, you have to largely react to what *it *wants to do. Judging height with your peripheral vision is not a natural act, either. Just remember to keep your airspeed on target so you won’t float, and, when you flare, HOLD IT OFF!
