Brazilia pilot's
09-14-2008 | 07:04 PM
#41
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From: On Top
Wow the 120 must be one tough airplane to fly then because, generally people would agree props are easier to fly than jet. It's quite simple, a prop does what you want it to do, in the jet you have to make it do what you want it to do. Maybe this may not be the case with the 120, I've never flown it.
09-14-2008 | 07:45 PM
#42
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From: 88B - Loud Pipes Save Lives
What about torque tubes and Auto XFERs? I studied the systems but never flew it. I was a Saab man. The guys I knew that flew it had an affinity for it. As has been previously stated, perhaps the best instrument pilot you will ever be is when you're in a turboprop. 5-8 legs a day in the weather will either make or break you. Its funny, you can always tell the regional guys at the majors. We're the only ones that hand fly all the time because we're used to it. I don't miss the fatigue that comes with that kind of flying but you will be a better pilot for it. Also, those planes won't be around forever and the RJ will be around for a while.
09-14-2008 | 08:21 PM
#43
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From: seated beer curl
Wow the 120 must be one tough airplane to fly then because, generally people would agree props are easier to fly than jet. It's quite simple, a prop does what you want it to do, in the jet you have to make it do what you want it to do. Maybe this may not be the case with the 120, I've never flown it.
09-14-2008 | 08:35 PM
#44
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No way, you even have an extra lever per engine, well I completely retract my previous statement props a A LOT harder to fly than jets. After all going from 200 knots to 130 knots an vice versa from 0-15K feet is very difficult, especially with those big props. I agree a prop is harder to operate but flying?? Come on, you could have a cup of coffee during an approach.
09-14-2008 | 08:39 PM
#45
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From: seated beer curl
No way, you even have an extra lever per engine, well I completely retract my previous statement props a A LOT harder to fly than jets. After all going from 200 knots to 130 knots an vice versa from 0-15K feet is very difficult, especially with those big props. I agree a prop is harder to operate but flying?? Come on, you could have a cup of coffee during an approach.
As for your last statement; Sure, a cup of joe can be had on approach in a prop. However, I can have a cup of joe in a jet on approach and put in cream and sugar.
The workload in flying airplanes isn't about speed. Speed is just relative. i.e. On any given day, it is harder to fly a Pitts than a jet airliner.
09-14-2008 | 08:46 PM
#46
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No offense but, in English please. Your sentence structure is confusing.
As for your last statement; Sure, a cup of joe can be had on approach in a prop. However, I can have a cup of joe in a jet on approach and put in cream and sugar.
The workload in flying airplanes isn't about speed. Speed is just relative. i.e. On any given day, it is harder to fly a Pitts than a jet airliner.
As for your last statement; Sure, a cup of joe can be had on approach in a prop. However, I can have a cup of joe in a jet on approach and put in cream and sugar.
The workload in flying airplanes isn't about speed. Speed is just relative. i.e. On any given day, it is harder to fly a Pitts than a jet airliner.
09-14-2008 | 08:49 PM
#47
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From: On Top
You might be confusing a Cessna with a twin engine turbo-prop. I thought you were still in training, how do you know a jet is harder? I flew a king air for some time, and I can tell you from experience that as far as the mechanics, the jet is much easier to fly.
09-14-2008 | 08:59 PM
#50
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From: 747 FO
No, it's not just an EMB120 thing. I have had way more times in which I was stressed flying a turboprop or piston compared to any jet.
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