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simble posted:I'm not going to advocate lying... but you should lie. Don't lie. But also don't apply for a medical if you don't know what the outcome of it will be. Look up every medication you've ever been on and every medical condition or major surgery to see if any are a disqualifier. If there's a question, talk to an AME outside of a medical, like on the AOPA forums before getting a medical. You have the option to get a Sport Pilot certificate using a drivers license, but only if you've never been denied a medical certificate. Lying is an option with the assumption they'll likely only find out if you're in an accident, but the FAA has shown they'll pull in data from other sources and agencies (like with "Operation Safe Pilot" where they cross-referenced Social Security disability info with the pilot database), and they have sent the Justice Department after people based on mismatches.
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| # ? Apr 3, 2012 18:13 |
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| # ? May 24, 2013 17:19 |
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I always pop in and out of the aviation mega threads and I really shouldn't. I keep trying to find ways to convince myself of having a budget to go flying. Realistically after bills and expenses are paid, I end up with about ~$400-500 a month of disposable income. For those of you that fly as hobbyists, what are your usual total expenses per flight for a fun weekend? I'm talking besides just the hourly rate to rent the plane and fuel. What kind of monthly 'flight budgets' do you all work with (if you're comfortable with sharing). I worry about being able to afford the flight training. I'd like to think that I could pick up the stick-and-rudder part quickly with weekly 1-hour flight lessons. Most my life, I've been pretty good about learning physical tasks quickly. Maybe it isn't a good straight-line comparison, but before I ran out of cash, I got decently good at car racing compared to the average beginner as one example. I wouldn't be in a rush to get my license, so I wouldn't mind if it took a year or so to finally get the license. Even if I don't have the nice FAA card sitting in my wallet, I'll still enjoy being up in the sky. I had a blast on my glider demo flight and I might just take that up after getting my PPL.
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| # ? Apr 3, 2012 18:24 |
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http://www.nytimes.com/2012/03/29/u...ivacy-case.html Posted about 5 days ago, is an interesting ready after you consider what we're talking about with medicals.
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| # ? Apr 3, 2012 19:12 |
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Dolemite posted:glider demo flight I'm not sure how it works in the States but up in Canada a glider pilots lisence is way cheaper than getting a PPL. I started in gliders and it made the PPL really easy. Flying ultralights seems to be the way to go if you are handy and cheap. Most are not the kind of plane you fly to another city in but for just flying about for the joy of it they fit the bill quite nicely. http://forums.somethingawful.com/sh...hreadid=3474976
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| # ? Apr 3, 2012 20:48 |
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busted initial cfi for the dumbest goddamn reason, trying to turn onto 12L instead of 12R. It was like 105 in the plane, I was stressed as hell, and at an unfamiliar airport, my limited amount of training was on 12L. So tower tells us, "backtaxi on delta, hold short runway 12R" and i read back "12 right" and I'm back taxiing and I think "right" and I start to turn right. Which... puts you at 12 left. DPE is like "you fail, want to continue?" (this was ~25 min into the checkride) and i'm like yea, we go out to the prac area, i bust out all the maneuvers, i do everything perfectly and he's like "well you can obviously fly and you can obviously teach, so i feel bad about it but I can't let the turning towards the wrong runway thing go obviously... we'll just go do a lap in the pattern tomorrow, i'll only charge you $300 for the recheck". =/ Soon as the DPE finished the paperwork, I went up with the other 2 year CFI, did a .5 "retraining" flight wherein I complied with all ATC instructions and did a lap in the pattern, and that is basically how my recheck will hopefully go tomorrow morning. FUUUUUCKING poo poo I coulda done so much cooler stuff with the money i just set on fire by being a dumbass. the sad thing? like 3 people from my class busted on similar things and i'm like "wow that sucks but that wouldn't ever happen to me, I'm very aware of where I am going while taxiing!". ahahaha gently caress my life
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| # ? Apr 4, 2012 02:17 |
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Yeah sucks about the money, but whatever, congratulations on getting your CFI today. Like I said before, don't stress about the fail itself, no one gives a poo poo about one failed CFI check.
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| # ? Apr 4, 2012 09:27 |
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A valuable lesson you can teach you students as well, asking for progressive taxi instructions/or mentally draw the route on a taxi way diagram before you release the brake. I ask on occasion when we land at some big airport I have never been before at 3am on a charter(meaning we don't go to the airline stuff we park with the GA stuff were I have no clue where it is.) I'm toast, my First Officer is toast, and the ground controller rattles of the clearance like we live their. That's what progressives are for, so much less paper work for the controller to fill out when I don't have a runway incursion, and I'm not explaing to the company and the Feds why I'm a dumb rear end. Sorry about the fail though, if you get asked about it latter in life during an interview turn it into a positive learning experience, what I learned from that mistake and all that.
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| # ? Apr 4, 2012 11:10 |
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Animal posted:Yeah sucks about the money, but whatever, congratulations on getting your CFI today. Isn't the check ride failure rate relatively high for the CFI ride? I've forgotten the percentage. But, yeah TheSlaughter don't beat yourself up too badly over it. Every sky jockey has their "Goofed Checkride" stories or similar a faux pas. My biggest goof was during my initial PPL check out. Man, I did some hardcore scew ups there. First screw up was demonstrating short field landings. I was in a hurry to get this test over and done so I forgot a little tidbit about how to land on a short field. I was flying a 172 at the time and I put that baby down right on the numbers and applied nice, even braking. I figured I'd done fantastically, but my evaluator was looking at me like  and I realized "YOU MORON YOU NEED TO COME TO A COMPLETE STOP." Second screw up was a lot worse. It's been years and I forgot how exactly I ended up at this attitude (no doubt I was approaching too fast and forced the airplane down) but my final touch down was nose wheel first.But, I'd walked away with a PPL either way. I'll try my best to prevent future stories, but I wouldn't count out being able to add more in the near future; I'm planning on getting a rotary winged addon.
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| # ? Apr 4, 2012 11:31 |
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helno posted:I'm not sure how it works in the States but up in Canada a glider pilots lisence is way cheaper than getting a PPL. Yeah, if it comes down to it, I could always try going back to that glider club and see if I can take lessons. The last time I went for the demo flight, I was planning to join their club and learn from the instructors there and get licensed. Then the guy told me that their instructors are only teaching pilots that already have their PPLs. The place he suggested I go for glider training will end up costing something like ~$5,000. At that point, might as well take on an extra few K and get the full on PPL. I'd considered light sport aircraft, but Florida is odd. When I looked into renting ultralights and going the sport pilot route, the prices ended up being almost as expensive as 'regular' planes!  My guess for the price weirdness is that my area of Florida is right on the water, we have great weather most of the year, and we practically don't have winters. So, snowbirds from up north probably come down here and fly all the time, driving up prices. From January - April, some days I'll literally see more Ontario and Quebec plates than Florida ones on the roads.  I didn't know you could at least buy an ultralight for as low as you mentioned in your thread's OP. $4K for a flying anything? Sign me up! Last time I looked at buying an ultralight, I was looking at one of those trikes. But man those are expensive. I must've been looking in the wrong place. I do remember one of the glider pilots telling me you can buy used gliders for cheap. The guy pointed to one nice looking glider and told me the owner purchased it for $5k! Whoa! --- Some things I'm curious about regarding the sport pilot license in the U.S.: 1.) From my research, it looks like you can't fly at night. How strictly is that enforced? I'd be bummed to not be able to fly at night, but I want to get out and enjoy a sunset flight along the beach. But what happens if I get too into the moment and don't make it back to the airport until the sun has practically set? Will there by some pissed off person at the runway ready to rip me a new one? Will the FAA rip up my license right there and then? 2.) I read something about not being able to carry passengers. But, what's not clear is why that is. Does the license not allow you carry passengers? Or is that mentioned because light sport aircraft realistically can't hold two people and a full tank of gas? While I was asking about cheap alternatives to flying because I want to get up in the air, I'd also really like to take friends and family up as well. Being able to take a date up and fly along the bay during a sunset isn't too bad either.
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| # ? Apr 4, 2012 13:48 |
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I think you get a half hour after sunset. You do with Ultralights. Sport Pilots can carry passengers. Well, "A" passenger. IIRC they're limited to two seats. Ultralights CAN NOT carry a passenger. It seems that if you fly reasonably, and don't do anything stupid, you can get away with a lot. For instance, most ultralights are severely over weight. And the FAA doesn't care. That said, I don't fly yet, so let the people who know chime in on that one.
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| # ? Apr 4, 2012 14:47 |
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Dolemite posted:My guess for the price weirdness is that my area of Florida is right on the water, we have great weather most of the year, and we practically don't have winters. So, snowbirds from up north probably come down here and fly all the time, driving up prices. From January - April, some days I'll literally see more Ontario and Quebec plates than Florida ones on the roads. I'm guessing this doesn't actually make up a significant part of the problem, since anyone wanting to do this would have to get checked out in the US, and presumably deal with some sort of bureaucracy to maintain their US license above and beyond their Canadian license. It's not like a driver's license, where you can just hop into a rental pretty much anywhere -- a Canadian license will allow you to fly a Canadian-registered aircraft in US airspace, but you would not be allowed to rent a US-registered aircraft to the best of my knowledge. Aviation is horridly expensive, and since I'm no longer planning to make a career of it as I once was, I don't have the money to spend on it. But anyway, for those who might know: how much work am I looking at to get my (Canadian ASEL) license re-current? I haven't flown for 4 or 5 years. I know I'd need a new medical, and probably a whole fuckload of retraining just to get to the point where I feel comfortable flying again, but I have no idea how much.
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| # ? Apr 4, 2012 14:58 |
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Dolemite posted:Some things I'm curious about regarding the sport pilot license in the U.S.: 1.) There is always the possibility of a ramp check by an FAA person, and the penalties can be pretty severe if you violate the FARs. However, I would contend that you're looking at it the wrong way (and you'll probably figure this out when you do some training) - being night current is important for your ability to continue living. The runways disappear at night, and even if/when you find one, night illusions can really mess up your landing. The takeaway here is that if you want to do night or anything close to night, you should probably bump yourself up to a PPL and do some night training with a CFI. You'll be glad you did. EDIT: TECHNICALLY - daytime ends at civil twilight for sport pilots. But again, don't push it. You'll be sad. Your passengers will be sad. 2.) Sport pilots can carry one passenger, so no worries on that account. You'll be limited to Light Sport Aircraft (LSAs) anyway, which only have one other seat in case you forget.
Dalrain fucked around with this message at Apr 4, 2012 around 15:02 |
| # ? Apr 4, 2012 15:00 |
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We have a similar thing in Canada called a recreational pilot permit, and my instructors always stressed that just because you could get it with less training and you'd be held to lower standards, didn't mean that it was a good idea. Additional training, practice, and skills are a Good Thing, even if they cost more. Trying to do something like flying on the cheap is a recipe for bad things to happen. Trying to coast by on the minimums is lazy, and can be dangerous. I could've got my RPP with +/- 200ft. altitude control and only being able to follow geographical features on a cross-country, but my instructors would not let me go for my checkride before they were certain I could fly to PPL standards (I had to do the RPP thing first because I was only 16).
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| # ? Apr 4, 2012 15:25 |
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Young pilots are pretty much the only people who ever get the RPP in Canada. It is so limited that most people who are doing it to save money would be far better served by buying an ultralight. The only real savings are in getting a permit with less flight time. Kind of pointless when the end goal is to rent and fly airplanes on an ongoing basis.
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| # ? Apr 4, 2012 20:33 |
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PT6A posted:But anyway, for those who might know: how much work am I looking at to get my (Canadian ASEL) license re-current? I haven't flown for 4 or 5 years. I know I'd need a new medical, and probably a whole fuckload of retraining just to get to the point where I feel comfortable flying again, but I have no idea how much. Apart from the new medical, what you need in terms of training really depends. You're going to need a "flight review"; think of that flight as being a mock PPL flight test in terms of both content and length. At that point, you and your instructor will know what needs work and what doesn't, then you'll get to practice those items until you're both confident in your skill level. Then, it's a matter of getting current in any ratings you've added to your license (night, IFR, etc.). There will probably be a relatively lengthy ground session or two involved, just to make sure you haven't forgot everything as well; some schools might even want you to rewrite the PSTAR (the one I worked for did) just to make sure you're not completely clueless about the regs.
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| # ? Apr 4, 2012 20:47 |
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So Slaughter, final thoughts on the ATP CFI course? How long did the commitment take you and how much time/work did you have to do before you went down there? Also, did they tell you approximate failure rates of their students? The reason I ask is I fly around 150-200 hours a year, but it's practically all cross country. My last license I got was my commercial just under two years ago, so I'm somewhat out of the loop when it comes to coursework. Has anyone tried a suction cup mount for the iPad or have any other good mounting solutions? I'm thinking about trying RAMs and maybe getting an extended arm so that I can hang it from the windscreen down by the glareshield. I played with the idea of a yoke mount, but I don't want to have to try to read something moving that much. The lap solution is terrible. There is far too much glare for it to work. I'm planning on screwing a ball mount into the panel so this will be a temporary fix. Oh, and if anyone is thinking about an iPad/WingX 7 Pro/SkyRadar ADS-B antenna system, let me know. I have about 15 hours over 8 flights with mine and am in love with it. I can give a full review to anyone who is interested.
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| # ? Apr 4, 2012 23:01 |
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Suicide Machine posted:So Slaughter, final thoughts on the ATP CFI course? How long did the commitment take you and how much time/work did you have to do before you went down there? Also, did they tell you approximate failure rates of their students? The reason I ask is I fly around 150-200 hours a year, but it's practically all cross country. My last license I got was my commercial just under two years ago, so I'm somewhat out of the loop when it comes to coursework. day1(monday): check in 9am, spend all day going over FOIs and general stuff i dont even remember, get done at like 7:30pm, begin to freak out at how much you don't know and study with other students til 11pm back at the atp housing day 2(tuesday): some people had 6:30 or 7:30am spin training to get their endorsement, i didn't get mine until day 3 so i just had to be there at 9am again, go over endorsements and requirements for the various ratings, the rest of the day going over FARs specifically part 61 and 91 and tabbing the gently caress out your far/aim, ended at like 8pm, studied til 11pm w/ other students day 3(wednesday): spin training at 7:30am for me, then 9am class, we covered the rest of the far/aim and then we did some review on private pilot poo poo nobody remembers anymore from the PHAK and multiengine aerodynamics and finished at 8pm or so, study session afterwards til probably midnight, i was starting to really freak out now day 4(thursday): mock oral for everybody in the class, you go stand up on the podium for 45 minutes or so and get grilled about FOIs/endorsements/other pilot knowledge and have to put it all on the whiteboard, everybody is dejected and destroyed about how hosed we all are, we stay til like midnight and study then from there you have your seminole flights (a grand total of 2, 2.0 hr hobbs flights to learn to fly from the right and teach the maneuvers and try to get a signoff for the checkride) and people can have their ride as early as sunday although in our class nobody had it until monday... mine was wednesday but i got sick and cancelled and luckily then was able to have my oral thursday got about 2/3rd through before having to discontinue, then saturday we finished the oral but couldn't fly due to winds, yesterday(tuesday) was my flight, busted, got quickly retrained with a lap in the pattern to make it legal and signed off again in no time flat so I could recheck with a lap in the pattern today and get my initial. class statistics... the class before mine had a 45% pass rate on the initial try... they were all career students.. my class was all career students as well, we ended up with a 33% pass rate. out of 10 students... 1 dropped out... 2 busted on their oral (one because he had an FAA backseater who was a total dick, the other just folded up and got hammered), 3 passed first try, the other 4 of us busted on the flight but passed the recheck, and one of the guys who busted his oral busted his flight (the non faa guy). the guys who passed first try were not amazing pilots or anything, one was actually pretty terrible ... there is a luck element as far as which DPE the FSDO assigns you (ATP does not get to pick.) and of course I almost had mine if I hadn't been a loving retard, oh well. time/work before i went down.. i spent about 40 hours doing their cfi pretest. that was not enough time to really study. honestly, if i was going to repeat the class, i would attempt to have instructional level of knowledge of everything BEFORE coming to class. and i'd want to be proficient and recent in the seminole. and I'd probably do it in FL or TX, because the winds in vegas are loving ridiculous. the gap in knowledge required for me to get my commercial and that for CFI shouldnt actually be much, but it is huge and gigantic. you really need to know enough about everything to start teaching, do a basic overview and then pull out the appropriate section in the airplane flying handbook/PHAK to make sure you didn't miss anything. if you do the course, study the entire phak, the airplane flying handbook, part 91, part 61, know everything on a sectional without looking at the legend, know all the airspace/requirements to enter (basic private pilot stuff but do you remember it all?), endorsements, the seminole POH/systems, the seminole supplement from atp (found online), and be able to basically just get up on the whiteboard with a marker and start teaching any of it. if you can do that (and fly), the course is easy. if you come fresh from the career program where you got away with not truly understanding a few things and were just at the rote/memorized level of knowledge( like myself) it's a clusterfuck to try to get ready and I feel like passing the oral was a gift more than something I earned, although I did work my rear end off. I think the DPE saw that I tried to be as prepared as I could, and was willing to admit when I didnt know something/knew where to look it up so he gave me a break. After all that if you get your MEI then they have you do the CFII next and then single engine CFI. If you did it, I'd do the 15 hour course, which you'll need 15 hours PIC in the seminole anyway to qualify to take the MEI ride - but if you aren't proficient flying from the right of a seminole, just be aware it's going to cost you $475/hr for any extra seminole time you need.
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| # ? Apr 5, 2012 04:04 |
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Consider yourself lucky you did your CFI check with a DPE and not an inspector from the FSDO. I had the same luck. I've heard horror stories of pilots going to the FSDO to examine for the CFI, and walk out not being instrument pilots anymore.
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| # ? Apr 5, 2012 11:19 |
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The Slaughter posted:
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| # ? Apr 5, 2012 13:36 |
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PT6A posted:I'm guessing this doesn't actually make up a significant part of the problem, since anyone wanting to do this would have to get checked out in the US, and presumably deal with some sort of bureaucracy to maintain their US license above and beyond their Canadian license. It's not like a driver's license, where you can just hop into a rental pretty much anywhere -- a Canadian license will allow you to fly a Canadian-registered aircraft in US airspace, but you would not be allowed to rent a US-registered aircraft to the best of my knowledge. The process isn't that bad, I don't think. Basically you contact the FAA with your info, they verify it with your home country's regulatory agency, and then the FSDO will issue you a US certificate based on your foreign one. Takes time, but only have to do it once, and then just get a US medical every X years.
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| # ? Apr 5, 2012 14:11 |
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fordan posted:The process isn't that bad, I don't think. Basically you contact the FAA with your info, they verify it with your home country's regulatory agency, and then the FSDO will issue you a US certificate based on your foreign one. Takes time, but only have to do it once, and then just get a US medical every X years. Hmm. I'll admit I have no idea how the US handles it, but I know there are some countries that require a full checkride and additional instruction to get you used to local practices and terminology.
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| # ? Apr 5, 2012 14:57 |
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I doubt there is anyone here who can give me a direct answer, but I may visit my father-in-law in Zimbabwe in the next few years. He'd like to fly with me, but I'm not sure how my license would translate, if at all. (USA/PPL/ASEL) Is there a good forum or something I could go to to ask? Thanks!
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| # ? Apr 5, 2012 17:32 |
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Dalrain posted:I doubt there is anyone here who can give me a direct answer, but I may visit my father-in-law in Zimbabwe in the next few years. He'd like to fly with me, but I'm not sure how my license would translate, if at all. (USA/PPL/ASEL) Is there a good forum or something I could go to to ask? Maybe attempt to contact the Zimbabwe equivalent of the FAA? Otherwise maybe contact a flight school there and ask them if you can rent a plane and what they require.
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| # ? Apr 5, 2012 17:52 |
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I'm looking a few schools to get my private pilot license and here's one I'm considering: http://www.academyofaviation.com/private_pilot.html Of course I'll visit/take a test flight there first, but do those rates looks 'normal' for the most part? Or is it a gigantic scam? I'll probably do one of the "complete training packages" they have listed there (if I go to this one that is). Any insight is much appreciated! VVV Thanks. Also, like you said, the prices might be a little higher since this is close to NYC and everything costs more here (ugh). Apple Jax fucked around with this message at Apr 5, 2012 around 20:29 |
| # ? Apr 5, 2012 20:12 |
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I finished my PPL earlier this year, total cost was around $6,800. The place you linked to looks like it uses much newer equipment though, so I don't think the prices are completely out of whack. (Also, New York vs Ohio)
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| # ? Apr 5, 2012 20:26 |
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Apple Jax posted:I'm looking a few schools to get my private pilot license and here's one I'm considering: Seems steep but it is New York. Academy of Aviation say 50 hours in a 172R for $7,950 (w/o an instructor) which is $159/h and the instructor is $69/h. And they give you a headset. For comparison, Midland wants $103/h DRY and $55/h for the instructor. At 9 gallons an hour and fuel at $7/g is an extra $63/h. Cheaper club pricing. Heritage seems to hide prices. Nassau seems to be more. 172S is $169/h. Cheaper club option available. Call around, ask about buying in bulk. Maybe get out of Long Island to do it, lol. AWSEFT fucked around with this message at Apr 5, 2012 around 20:44 |
| # ? Apr 5, 2012 20:41 |
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For reference, I did initial training in Maryland, near DC (woohoo SFRA), training in 1980s 6pack 172s. Got my cert with about 45 hours, and with my DPE fee it was right about at $9k. I guess it could have been cheaper at my school by: * flying a 152, which would have ran me ~87/hr vs 118 (but way less availablity) * getting it right at 40 hours I guess, but whatever Also I did part 61, which saved me 4 or 5 hundred on ground school. All you need to read are the FAA books, which are free online, or very cheap in print. If you are a self-study kind of person. I got .7 or .8 of sim time, which I have to say was completely worthless. I wouldn't bother with a sim at all for a private. You don't need much sim instrument time, and the PPL is all about getting feel for an airplane, which the sim does nothing for. YMMV there. And personally I wouldn't want to train on a G1000 first. I'd rather learn old school, and save some money there as well. Those last 2 things might vary depending on who you ask, I am still just a low time private pilot
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| # ? Apr 5, 2012 20:53 |
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Infinotize posted:For reference, I did initial training in Maryland, near DC (woohoo SFRA), training in 1980s 6pack 172s. Got my cert with about 45 hours, and with my DPE fee it was right about at $9k. Holy cow $9k for 45 hours? I also used and support not using a G1000 for initial training. When I did my ATP the DPE was telling us that he had just failed a student using the G100 because he didn't have a full and complete understanding of it. Details: the examiner asked him to fly to a VOR w/o the G1000 and gave him the freq. The student didn't know what the RMI needle was called, jus that if he flew toward it he'd get there and didn't know how to find what radial he was on.
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| # ? Apr 5, 2012 21:09 |
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Infinotize posted:And personally I wouldn't want to train on a G1000 first. I'd rather learn old school, and save some money there as well. Those last 2 things might vary depending on who you ask, I am still just a low time private pilot Many thanks for sharing! Yeah, I'm still looking for sure, It's a great help getting an idea what you guys paid since I've got no one else to ask about this stuff. I am a self-study sort of person too and am already looking to buy the necessary books. Hopefully they'll help me like it did for you. I'm looking at the OP, are the books listed there at all? Or am I overlooking them? Also, I've got an iPad, would an app like this be worth the  ?http://itunes.apple.com/us/app/stud...d414141811?mt=8 AWSEFT posted:Maybe get out of Long Island to do it, lol. HA! Oh, I would love to be looking somewhere outside of NY. I had considered waiting for the day I move out of this city, but that won't be for a long time, or maybe ever. So, no more waiting, I wanna do this.
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| # ? Apr 5, 2012 21:16 |
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Apple Jax posted:I am a self-study sort of person too and am already looking to buy the necessary books. Hopefully they'll help me like it did for you. I'm looking at the OP, are the books listed there at all? Or am I overlooking them? Books, that is a good idea. OK, I'll start working on a list. I'm a huge advocate of the FAA publications so I'll probably list those, if anyone has other recommendations I'll take them. I know when I did my CFI checkride it was a no-no to use the RED books. I wouldn't spend money on any test prep app, but that is me. Yea, I understand. You'll love being able to pick up and get a couple hundred dollar hamburger, or just go somewhere different. The time is good if you've got the cash. lol
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| # ? Apr 5, 2012 22:01 |
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fordan posted:The process isn't that bad, I don't think. Basically you contact the FAA with your info, they verify it with your home country's regulatory agency, and then the FSDO will issue you a US certificate based on your foreign one. Takes time, but only have to do it once, and then just get a US medical every X years. Sounds like a written is required also. AC 61-135 [pdf] has info on converting a Canadian license to an FAA one: AC 61-135 posted:The applicant must successfully pass a written FAA knowledge test, appropriate to the Edit: Also PILOT KNOWLEDGE TEST GUIDE FOR CONVERTING TRANSPORT CANADA CIVIL AVIATION PILOT LICENSES TO FEDERAL AVIATION ADMINISTRATION PILOT CERTIFICATES [PDF] EDIT: Added some of this info to the OP. I might have to spend some time re-organizing it now. I spent time cleaning up wording and changing info but the order is all messed up now. AWSEFT fucked around with this message at Apr 5, 2012 around 22:36 |
| # ? Apr 5, 2012 22:07 |
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AWSEFT posted:Sounds like a written is required also. There are two different conversions for Canadian licenses to American (and vice-versa). Its been a few months since I looked it up, so take this with a grain of salt: Option 1 - "FAA Certificate based on Foreign License" - Basically just a paperwork game and the same for almost any ICAO licenses. Send copies of of your license/medical/logbook to the FAA, they contact your licesing authority to verify it all, then you just show up at a FAA FSDO and pick up your new FAA Cert with "Based on Canadian License ######" printed on it. So long as you're current in Canada, you're current in the US. You have to also carry both when you fly. Option 2 - Based on the Bi-lateral agreement between Canada-USA on Aviation Safety - You get an FAA medical (there are very few doctors FAA certified in Canada), show up at a FAA testing centre and do the conversion exam AWSEFT linked to that tests your knowledge of the different regs (there is one test centre in Montreal, the rest are in the US) and then show up at an FAA FSDO to pick up your standalone license. This may involve three trips to the US. It is entirely standalone and equal in every way to an FAA cert an American would have. You therefore have to meet currency requirements for both licenses (I think they are a little tighter down south, but you can do them in a Canadian aircraft). You also have to maintain your FAA medical as well as your TCCA medical. However, both the FAA and TCCA will know you have the other license and will tell each other about suspensions/revocations/etc and they will apply to both licenses. The same procedure applies, in reverse, for Americans that want a Canadian license. Like I said, it was a cursory reading, so make sure you do your own research. I'm going to go through the process for Option 2 once I get my Night Rating on my Canadian license and will then do a detailed write-up. Option 2 seems as if it would get you the least grief trying to rent an N-reg aircraft, I feel as if some FBOs may get apprehensive renting to me with a big "THIS GUY'S A FOREIGNER" on my cert. Plus the border is only a 30min drive away for me so paperwork trips are not a big deal. Desi fucked around with this message at Apr 5, 2012 around 22:39 |
| # ? Apr 5, 2012 22:36 |
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Desi posted:So A is a "Only with Canadian License" and B is full fledged FAA pilot. Right? I missed the first option but I wasn't really looking for that info because I didn't know it existed.
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| # ? Apr 5, 2012 22:43 |
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Took the CFII written passed 90% and just finished all the lesson plans (that don't involve multi stuff. Don't have my multi, long story) so it's on to the checkride in a couple weeks. Hopefully I get a DPE that I've flown with before. Also the FAA is updating the Private and Commercial PTS this summer. Apparently they forgot to add something in about lifting off at Vy and it took a decade to fix 
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| # ? Apr 5, 2012 23:01 |
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SkopeDog Welcome to the thread, want to add your creds to the OP? Also, updated the OP pretty significantly. People w/o profile links moved to the bottom (meaning they haven't been updated since I started doing it 2-3 threads ago). So if you want an update, let me know. AWSEFT fucked around with this message at Apr 5, 2012 around 23:52 |
| # ? Apr 5, 2012 23:49 |
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Anyone have good CFII lesson plans? My CFII ride is Monday, I envy you Butt for having a few weeks I hopped in the right seat of the sim today and it was basically a total abortion. Dme arcs and holds were okay but my ILS was poo poo and I got frustrated and stopped simming
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| # ? Apr 6, 2012 00:15 |
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The Slaughter posted:Anyone have good CFII lesson plans? My CFII ride is Monday, I envy you Butt for having a few weeks http://greggordon.org/flying/flight...umentRating.htm Good foundation, don't plagiarize though. What I did is made an outline of what I thought should be a lesson, then compared it to this guy's lessons and modified as necessary to cover (almost) everything.
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| # ? Apr 6, 2012 00:40 |
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AWSEFT posted:So A is a "Only with Canadian License" and B is full fledged FAA pilot. Right? I missed the first option but I wasn't really looking for that info because I didn't know it existed. Yep. The first option ties everything to your Canadian license and basically just results in the FAA giving you a certificate that says nothing more than "Hey, we verified this guys docs, their legit" and all the actual privileges are granted or constrained by the Canadian license. The second option gives you an entirely independent FAA certificate and you could burn/lapse/lose your Canadian one for all they care. I should add, this info is limited to PPL and CPL only. I know there are methods to convert ATPLs but I have no idea what the extra steps are (if any). I do know also that to carry your instrument rating over to the other country, you do need to do a separate written exam just for that.
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| # ? Apr 6, 2012 02:22 |
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AWSEFT posted:Books, that is a good idea. OK, I'll start working on a list. I'm a huge advocate of the FAA publications so I'll probably list those, if anyone has other recommendations I'll take them. I know when I did my CFI checkride it was a no-no to use the RED books. Aside from the FAA books, there's a pretty handy series of "Oral Exam Guides" published by ASA. They basically take the oral section of a particular PTS and explain what you'd need to know for that particular area during the checkride. http://www.asa2fly.com/Oral-Exam-Gu...5_category.aspx It's certainly possible to find all of those answers in the FAR/AIM and FAA pubs, but I've had several students say that having the information all in one place makes it easier to study, especially for some of the regulations and weather related stuff that tend to be scattered around a bit. For studying for the written, I normally tell students to use the FAA books to learn the background material, and then go to either sportys.com or exams4pilots.org to run through free practice tests until they're ready to take the actual written exam. One other site that I've had a lot of luck with is Tim's Air Navigation Simulator ( http://www.visi.com/~mim/nav/ ). It's a really simple Java site that lets you play around with VOR and NDB navigation (including HSI's and fixed and movable card ADF's), and it makes concepts like reverse sensing or dealing with NDB's much easier to understand than trying to figure it out in the airplane. azflyboy fucked around with this message at Apr 6, 2012 around 06:45 |
| # ? Apr 6, 2012 06:40 |
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| # ? May 24, 2013 17:19 |
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"Everything Explained for the Professional Pilot" by Richie Langel is a book every FAA pilot should have. You can just browse pages as when you are bored and always learn and remember something.
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| # ? Apr 6, 2012 10:08 |
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