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Version 9 - A continuous thread since 2006! A little about the title. Welcome to the aviation mega thread! Here pilots, controllers, and aviation buffs mingle to ask, answer, and BS about all things flying. First, some general information for those interested in becoming a pilot. There are many things to think about when deciding to become a pilot. Most importantly is where you want aviation to take you. Do you want to fly privately (meaning you friends and family with no compensation) or commercial (where you can get compensated)? Do you want to fly for fun or go on to the airlines, corporate, cargo, or flight instruct? No matter what you decide, you should start by joining the AOPA, which will keep you abreast all the general aviation news and will send you a free flight training magazine for 6 months as a student pilot. They have great articles for people starting out and the organization fights for General Aviation rights. The AOPA also has an airport directory where members can post comments on the local airports and flight schools. (This info is also good when you start flying). Not to mention a whole forum dedicated to pilot/plane questions. Now to find a flight school. The best way to check out a school is to go there. You can go to a local airport or see if the college has an aviation program. When you get there, ask them about cost, training, and to show you a few of their aircraft. Look at what equipment you’ll be training in/with. An old Cessna 152 is most common when you start (unless your overweight) and then you’ll move on to the old/middle aged Cessna 172. You can check them all out for fun, just don’t get yourself hooked on the brand new Cessna 182 with glass panel just yet. During training it doesn't really matter what you learn in, the point is to be airborne as much and as often as possible. While you're there, ask about a demo flight. They are usually cheaper than a normal lesson, count as your first flight lesson, and will let you get a hands on feel of what to expect. While at the school, find out if they are Part 61 or Part 141 (Part refers to what Part of the FARs (Federal Aviation Regulations) your training will fall under). Part 141 is a pre approved, structured approach to your ratings. Because of its structure and many stage checks, you can get your rating in less flight time. Part 61 is more general and gives you more flexibility in your training. Here is an article with more information. So you found the school and hopefully taken a demo flight. Next you’ll want to get a FAA medical from a AME so that you know that you are capable of getting a license and aren't throwing your money away. You will also need your medical to solo and will officially label you as a student pilot. If you want to fly for fun a 3rd class FAA medical will do. If you plan to be a flight instructor (and instruct anyone w/o a private license) you will need at least a 2nd Class FAA medical. If you want to go to the airlines you will need a Class 1 FAA medical. If you plan to go airline/cargo/corporate go ahead and get a first class medical now. If cannot pass it now, chances are you wont be able to pass it then, plus they’re usually the same price. When you pass your medical it’s good to fly as a private pilot for five years (assuming you're under 40). Here is a good site explaining medicals and the requirements of each. If you cannot pass your physical, don’t worry, it’s not over yet. The FAA now has a sport pilot program that only requires a valid (non-suspended) drivers license and requires less hours to complete. However, It does have limitations and you should talk to you flight school about it. For Part 61 you will need 40+ hours of flight time. Cost will be close to $5000 (minimum) however everyone learns at a different pace, some people require 100+ hours to get their wings and some do it right at 40. So be mindful if it’s taking longer and don’t get discouraged. I promise it’s worth it. During that 40 hours, you will have to log specific kinds of flight toward your license. This time includes a minimum of 20 hours of instruction and 10 hours of solo. You will also have to have knowledge of specific topics listed in the Practical Test Standards (or PTS) for the written test. After passing your written test and required flight time, your instructor will sign you off for your checkride. The checkride consists of an oral exam and a flight exam by an FAA designated examiner. The PTS lists the areas of knowledge and flight maneuvers you can be tested on and how well you have to perform. Another question that comes up is if you have a friend with a plane. Great! Schools will allow their instructors to teach you in another person’s plane (so long as it meets the standard criteria). Some schools do add a surcharge for this service but it can still save you money in the long run. Also if you are serious, talk to the school about buying time in bulk. Most schools will offer you a discount on the flight time if you pay up front in advance. Also some community colleges also have deals with the flight schools to offer you a discount. You are then paying the college the money upfront to get the school’s discount. The school then hands the check to the flight school. This option also makes you a college student and lets you enroll in college classes like aviation weather and ground school. These courses are usually much more in depth than most flight instructors' ground school. Not to mention that up to a point college can be written off on taxes. With you Private Pilot license you can take friends and family on vacation. Fly at night and see your city light up. If you did it for pleasure you may jump off here or ride a little further for some extras. Remember as a private pilot, all costs associated with the flight need to be shared by the pilot (no flying for compensation). Next on the list is the Instrument Rating. (IFR, IMC) This is not an easy thing to obtain and requires a lot of hard work and dedication. It’s one of the hardest and most rewarding licenses. This add-on allows you to fly into IMC (the clouds and low/no visibility using and trusting the instruments in front of you). This rating can get you out of sticky situations (like fog rolling in) in a snap. You will be taught to interpret the instruments and understand how the aircraft is flying without seeing anything outside. This rating requires concentration, multitasking, quick thinking, and trust in your aircraft. To get an instrument rating (via Part 61) a private pilot will be required to obtain 50 flight hours of pilot in command (PIC) cross country time. Cross-country means you NEED to travel at least 50 NM in a straight line from your starting airport and land. Then you need to have 40 flight hours of simulated or actual instrument flight. This means you need to fly with an instructor or another pilot for 40 hours and fly the aircraft by only reference to the instruments. 15 of those hours MUST be with an instructor. Some of this time (50-15 = 35) can be done with another pilot acting as your safety pilot. This is a great way to met other pilots and if you make it a trip to a cross-country airport you’ve killed two birds with one stone. I recommend you do as much with an instructor up front as you can and in actual conditions if at all possible. Pilots usually then move on to the Commercial Certificate. This is when a pilot can finally get paid to fly or fly at a less than equal share of the cost. Next logical step is to become a Flight Instructor. This allows you to teach students to fly. Its a great way to build flight time while getting paid, albeit not a lot. There are three instructor ratings listed below. Finally, some people get an ATP or Airline Transport Pilot License. This is now required for anyone wishing to be an airline pilot. To obtain an ATP you must have 1500 hours of flight time. However, there is a specific exception for military pilots and pilots who attend an approved Collage 141 school. People who attend an approved 141 collage to receive their ratings can get an ATP with only 1000 hours (500 less then normally required). What privileges does each license/rating give me Licenses Sport pilot is limited to weight, fixed gear, no more then one pax., Single engine, must be VFR, not for hire, not at night, no controlled airspace Private pilot (PP, PPL) is able to fly anyone during day or night VFR as long as s/he pays an equal share Commercial pilot (Comm) allows a pilot to get paid to fly others. ATP pilot may act as PIC of a scheduled air carrier's aircraft weighting over 12,500 or having more than 9 passenger seats. Airline FOs are also required to have this. Ratings Single Engine (ASEL, SE) allows pilot to fly an aircraft with a single engine Multiengine (AMEL, ME) allows pilot to fly aircraft with more then one engine Sea Rating (ASES, AMES) allows pilot to fly aircraft on water (with floats) Instrument rating (IR) allows pilot to fly in IFR (less then VFR) weather. Type rating allowing a pilot fly a specific aircraft weighting over 12,500 lbs or turbine powered. Instructor CFI allows commercial pilot to teach others how to be private/commercial pilots. CFII allows commercial pilot to teach instrument students MEI allows commercial pilot to teach multiengine students Sign offs tailwheel signoff allows flight of aircraft with a tail wheel. complex signoff allows flight of aircraft that have retractable gear, flaps, and controllable pitch prop high performance allows flight of and aircraft with 201hp or greater As you may have notice, aviation is full of acronyms. It is never ending so here is a brief list to get you started. Operations Dual = with instructor X/C = Cross-country PIC = Pilot in Command VFR = Visual Flight Rules IFR = Instrument Flight Rules Night =  SIC = Second in Command Others FAA = Federal Aviation Administration  AME = Aviation Medical Examiner TFR = Temporary Flight Restriction MOA = Military Operating Area Pax = passengers AoA = Angle of Attack WoW = Weight on wheels What are all these "parts" I keep hearing about? Aviation in the US is regulated by the FAA, and their regulations are divided into a several numbered "parts" that apply to various kinds of flying. In addition to parts 61, 91 and 141, there are also parts 121 and 135 that govern commercial flying operations. * Part 121 regulates scheduled air carriers, which covers both passenger airlines and some big cargo carriers like FedEx. * Part 135 is intended to cover "commuter and on demand" operations, which are normally things like aircraft charter services without a fixed schedule, but there is also a provision for scheduled part 135 operations as well. Aside from the listed parts, there are also sections covering everything from aircraft design and pilot drug testing to airport markings and crop dusting. Give me an idea of different aircraft rental prices. Wet hobbs time for my school (03/2012): 172M - $97 172R - $117 172SP - $127 172 Glass - $142 182 - $195 Instructor - $55 How do you taxi an airplane and is it hard? Most aircraft taxi using the nose or tail wheel and the pilot controls this with his feet on the rudder petals. It does take a little getting use to driving with your feet and yes there are aircraft that you don’t steer with your feet (The air-coupe). Jets typically use a tiller which is a handle that turns the nose wheel. How do they track aircraft hours? Plane rentals come in a couple different methods. Rentals can be "wet" or "dry", wet rentals include oil/gas/etc in the rental price whereas dry rentals do not. With wet rentals if you buy gas somewhere for the plane it will be reimbursed to you. The other big distinction is "hobbes" vs "tach" time. Hobbes time measures the time you turn the airplanes electrical master switch on, until you turn it off. Tach time is like it sounds, based off the engine running. The tach timer only counts up in real time when the engine is at 100% rated rpm, anytime its lower its counting up slower. To account for that, some places will charge something like tach time * 1.3, to account for the differences. With that said, most places use hobbes time and are wet rentals. Some other policies that you'll usually find are daily minimums, so if you want to rent a plane and fly somewhere on day 1, stay a day and come back on day 3 you'll end up with a 3 or 4 hr/day minimum fee to account for all the time you are taking that airplane out of service. Not all places have this, but its not uncommon either. There are also clubs where you buy into shares of an airplane, but those rules vary quite widely. The often involve an up front cost to buy your share and dues which will get you X hours per month/year/etc and anything over that is at a set rate. It gets pretty hot during the summer down here in Texas, and most airplanes don't have air conditioning. Does it get significantly cooler at 2-3000' AGL? Yes it gets very hot outside and when you’re locked in a small cockpit with no airflow on the ground you tend to sweat A LOT. I try to wear lightweight clothing that breaths well. You can open the window (as long as your not in a piper (just open the door)) on the ground. The air does get cooler (about 2-3 C per thousand) but its really the air rushing in the vents at 130 mph that keeps you cool. Also be sure to have water on hand to avoid dehydration. Can my passengers drink alcohol in my GA aircraft? There is no mention of open container or the legality of allowing drinking on board. However the regulation (FAR 91.17) does state the except in an emergency “no pilot of a civil aircraft may allow a person who appears to be intoxicated or who demonstrates by manner or physical indications that the individual is under the influence of drugs (except a medical patient under proper care) to be carried in that aircraft”. How low can you fly? FAR 91.119 only stipulates, “the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure.” So open water means you can fly <10 feet above the surface. However keep in mind that wouldn't allow you sufficient altitude to safely land in the case of an engine out. What do I do if I’m not comfortable with my instructor? Be vocal about it with your instructor if you're feeling uneasy or scared at any point so he can tailor the lessons to match your level of discomfort. A good instructor will not mind you changing instructors if you don’t mesh. What accessories might I need? (This is from a non-CFI IR private pilot, CFIs and airline pilots are different) Headset, Tri-fold Kneeboard, VFR Sectional, IFR low altitude, IFR Approach Procedures, AF/D, Transceiver, GPS (w/ Antenna), Multi-tool, Fuel sump, PTT Switch, Flashlights, extra batteries, pens, highlighters, markers, flight computer E6B, flight timer, Plotter, IFR Plotter, log book (sometimes), foggles, passport, binder clip (for Approach plates), small notepad, flight planner sheets, gum, water, large mouthed relief container, Ibuprofen, dopamine (for the passengers not you), and acetaminophen. How hard is it to find an aviation job in ______? In aviation, the ease of finding work is only limited by how far you're willing to move. New rest duty/rest rules! Part 117 Part 117, effective January 4, 2014, is the first major revision of the flight limitation regulations in 60 years. It increased minimum rest times (layovers) from 8 to 10 and reduced duty days (time on duty) from 16 hours to 9 to 13 hours based on start time and number of flights. It also added language allowing pilots to more easily avoid flying when unfit. This is ALPA’s Guide to Part 117 (pdf) and is a great resource. I want to know more about aerodynamics. Inferior Third Season posted:I have a Master's in Aerospace Engineering. So I guess I could be the resident expert on questions regarding aerodynamics and such  What is the difference between a sport license and a private pilot license? A sport license will be a little less expensive, but a lot more restrictive. Some key points: - Under 1320 gross weight - 2 seats - daytime only - max speed of 120 knots - can't go to towered airports without extra training - 20 hours vs 40 hours Items to be covered during a good passenger preflight briefing Pilot in Command’s distinction/authority Seat belts (how to use them, keep them on during the flight) Headsets (how to adjust volumes) Exits (where they are located, how to use them) Sick-sacs (where they are, how to use them, be sure to get one out BEFORE you puke) Fresh air vents (where they are, how to use them) Not to touch anything without my permission (especially anything red) Keep clear of the flight controls (since passengers may not be aware of the rudder pedals) Sterile cockpit (especially for controlled fields) Point out any traffic they might see Anything they think might be a problem in flight(stuff leaking from the airplane, bits falling off etc...) Oxygen (if required) Positive exchange of controls If I own an aircraft what maintenance can I perform myself? The regs only allow preventative maintenance to be performed by a pilot, with all other work requiring a certified person of some kind. (Exception: Experimental amateur-built aircraft, where the builder is automatically the ONLY mechanic.) More info: http://www.watsonvillepilots.org/articles/DIYmaint.htm I want to learn how to fly helicopters. Are they different than fixed wings? Yes! There are some major differences between rotorcraft and fixed wing. *The licenses: The pipeline is different than fixed wing, a little more streamlined. You'll start with a private pilot (rotorcraft), then usually go for your instrument rating, commercial rating, and then CFI and CFII. We don't generally get ATP ratings and we don't have to worry about multi-engine vs. single engine. Yes, this means that your fixed wing license won't let you fly a helicopter; you'll have to go to rotorcraft school as well. On the plus side, a lot of your ground school and even some of your flight training will carry over. So, you won't have to relearn how to calculate weight and balance, navigational aids, meteorology, etc. This will cut down on study time (and expense) considerably, and allow you to spend more time hour building. *Where you spend your time: As a new helicopter pilot, you can expect to spend several hours learning how to hover. Trust me, it's not an easy thing to learn -- while some people can learn it in as low as an hour or so, it takes most pilots two or three hours to feel comfortable holding and controlling a hover, and some can take even more than that. We also have another hurdle in learning how to autorotate -- an emergency maneuver that is part of your PPL checkride. We'll talk more about it below. You can compare learning to hover and learning to do autos in a helo with learning how to take off and land, and learning stalls and spins in a fixed wing. *Instruments - while instrument flying isn't significantly different than fixed wing, due to the aerodynamics of helicopters, it is easier in some regards. When holding a constant level of collective pitch (and maintaining a constant manifold pressure) and a constant rotor RPM, helicopters have a strong tendency to maintain a constant (give or take 50-100 feet) altitude. Changes in altitude typically result in a change in airspeed (easily visible on your instruments) and a change in rotor RPM (both audible, visible on your instruments, and if you have a throttle governor, you probably will feel it too). Thus there is a natural tendency for the helicopter to "fly itself" at a level altitude, and bit more tactile feedback that lets you be a bit more responsive to "feel". *Expense - Yeah, it's more expensive. A lot. You're probably looking in the $200-250 an hour range for dual instruction, and around half that for solo. If you're looking to build turbine time, it can range from $400-1000 depending if it is solo, or dual. It gets expensive real quick. Even worse, getting a job is difficult as most jobs require type experience in a turbine helicopter, which can cost you tens of thousands to obtain. There are two routes if you're seeking employment. The first the military route. This will build you a large number of turbine hours at no cost, and is realistically the only way to get turbine time in the hundreds of hours. The other option is to get a CFII and build time as an instructor. Your time will likely be on piston helicopters, but your school may give you a discount or even free turbine time, and you'll be building total time hours that will at least put you in the ballpark when you're applying for jobs. *Flying: It's a whole different experience when you're flying. For one, you aren't bound by the same restrictions as fixed wings. Everyone else is tooling around at a few thousand feet or more; you're buzzing along at 500 ft. AGL or less. They get put into the pattern or directed by ATC while you get cleared to approach direct to the helipad, or an empty taxiway, or directly to the apron....wherever you want because you can land anywhere. Yes, this means you have to be more vigilant and keep your head on a swivel, but it's nice being able to utilize the grass runways, (or no runway at all) or make a left hand traffic pattern to 8L while everyone else is doing right hand traffic to 8R. The downside? You're much more restricted ceiling-wise. If there's weather or cloud cover, you ain't flying over it. And you're going to be more restricted in terms of fuel range (which is reflected in your cross country requirements being shorter than fixed wing). But who the gently caress cares when you can fly from Palm Beach down to the keys, land on an island with no access by land, fish all day, then fly home? Or if you live in the boonies, even just land in your own backyard? Can you name some of your favorite aviation related web sites? http://avherald.com/ Airline blunders/crashes/incidents http://www.airlinepilotcentral.com – Has pay rates for Airline/Charter/Cargo http://www.visi.com/~mim/nav/ - Basic VOR/ADF/HSI demonstrator http://www.aeroplanner.com/ http://www.exams4pilots.org/ http://www.pfactor.com/ http://www.aopa.org/ http://www.airliners.net http://www.wunderground.com http://www.eaa.org http://leftse.at/ http://pprune.org/ http://www.propilotworld.com/  /y https://www.studentpilot.com http://gc.kls2.com/ https://www.avcanada.ca  http://airnav.com/ http://skyvector.com/ http://adds.aviationweather.gov/ http://fltplan.com/ https://www.mywrittenexam.com https://www.myafd.com https://www.myplane.com http://www.alexisparkinn.com/aviation_videos.htm http://www.navmonster.com/ Good info on atmospheric conditions https://www.duat.com/ http://www.chickenwingscomics.com/ http://www.stuckmic.com More resources For information for fully converting your Canadian TCCA to an FAA certificate see AC 61-135 [pdf] Sample Airmen Knowledge Test Questions There is a way to get a license based on your foreign license with just paper work. AAA DOLFAN = Lawyer for an Aviation Law Firm in Toronto Books and Guides Aviation Handbooks and manuals I recommend the AIM (Aeronautical Information Manual), IFH (Instrument Flying Handbook), IPH (Instrument Procedure Handbook), PHoAK (Pilot's Handbook of Aeronautical Knowledge) and the AFH (Airplane Flying Handbook) which is on this page Everything explained for the Professional Pilot Stick and Rudder Say Again, Please and reluctantly the Gleim Knowledge test books are good for studying for the exam. -ian booksTransport Canada's Official Publicaions Air Command Weather Manual Current pilots looking for work check out these forums http://www.climbto350.com/ (Pay site) http://forums.jetcareers.com/jobs-available/ http://www.pilotjobupdate.com/ http://guardreservejobs.com/ (Guard/Reserve jobs)  If you would like to be special and listed (or updated) in my Pilots ITT list. Please either PM me or respond to this message  (please do NOT quote ALL the text). Also since V5.0 if you'd rather me put your airport vs Country let me know. If you like all the info provided vote this thread up! Thanks!Version 8 Version 7 Version 6 Version 5p AWSEFT fucked around with this message at 19:46 on Sep 22, 2014 |
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Sep 22, 2014 19:08
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Pilots ITT!!!! Alctel = Canada - Private Pilot Aleks_r = Norway - JAA PPL-A Animal = Puerto Rico - ATP ASEL/AMEL IR CFI ausgezeichnet = USA - ATP-MULTI COMM-SE CFI-I, 737, DC-9, BAe ATP, G4, DA-7X, Corporate Awseft = USA - ATP AMEL/COMM ASEL MEI/CFI/II PC-12, CL-65, A320 azflyboy = USA - ATP AMEL / COMM ASEL/ASES CFI/CFII DHC-8 Type AzureSkys = USA - ASEL PP IR plus A&P babyeatingpsychopath = ??? - ASEL PP Bargearse = Australia - ASEL PPL Blackdawgg = USA - ASEL/AMEL Commercial Bob A Feet = KNCA - Military ME/rotorcraft/powered lift/IR, V-22 copilot Bob Mundon = USA - ASEL PP brendanwor = Thailand/Australia - ASEL/AMEL Commercial IR NVFR CFI SF34 B737-800/900ER - Airlines bunnyofdoom = Canada - Student Pilot Buteruc = In UK - PPL/IFR (USA) Butt Reactor = USA - ATP MEL/COMM SEL IR CFI/II CL-65 PIC Type Captain Apollo = USA - ASEL/AMEL COMM IR CFI/II casey = USA - ASEL/AMEL MEI/CFI/II ATP EMB-145 – Ex-Airlines CBJSprague24 = USA - USA - ASEL PP IR AGI (Private 141, Instrument 61) CerebralAssassin - ASEL COMM IR/Taildragger Choicecut = USA - Student CloFan = USA - PP IR Commercial ASEL Colonel K = UK - JAR PPL IMCr / nppl / npplm ControlledBurn = USA - Commercial ASEL/ASES/AMEL IR CraZy GrinGo = USA - Helo CPL IR / CFI/CFII Crazyivan45= USA - PP ASEL Airframe Dalrain = USA - ASEL PP Desi = YOW AMEL FI (Class 2), FII, MEI Dominoes = ??? - PP ASEL e.pilot = Colorado - ASEL Comm CFI/II IR Tailwheel ehnus = Canada - ASEL PP Elliptical Dick = EHAM - ATCO Entone = KADS - Sport Pilot ASEL Farrok = USA - ASEL PPL Ferris Bueller = MI - Comm ASEL/ATP AMEL MEI/CFII/CFI EMB-145 and RJ-85/Bae146 SIC figby = ATL - ADX/COM/ME/INST - 121 Dispatch, PM questions fordan = N14 - ASEL/ASES Gigbutt = KBKL - PPL IR greasyhands = USA - ASEL/AMEL CFI/MEI/CFII Sa227 type Commercial/IR - pt135 cargo helno = Canada - PPL hjp766 = Europe (UK/DE) - EASA ATPL B757/767 IR, A320 IR, SEP (Airline SFO) IceLicker = USA - PP IR ImDifferent = USA - ASEL PP IR Inferior Third Season = USA - ASEL PP - resident expert on aerodynamics Infinotize = ??? - ASEL PP Jazzahn = K1B9 - PPL ASEL K = USA - ASEL PP Kawachi = Australia – ASEL/AMEL Commercial NVFR kmcormick9 = USA - Private SEL and Center controller KodiakRS = KPHX - ATP/CFII/MEI - KORD(Based) KS = US - Comm IR Helo, expired CFI/II Leif = USA - Rotor PP leviathor = KFAR - ASEL PP Loonytoad = UK - Quack UK JAR-PPL MagnumHB = USA - PPL ASEL, Tailwheel Mahnarch = USA - ASEL PPL manic mike = USA - Commercial ASEL/AMEL IR, USAF Meho = USA - PP ASEL MidasAg = USA - ASEL PP Mikojan - EU frozen ATPL, A320 FO MrChips = Canada - ASEL/AMEL IR ATPL, glider, air safety officer Nullpunkt = Germany – CPL/ME Octoduck = USA - PP IR - naval aviator ohno = kbdu - student pilot overdesigned = KNSE - PPL SEL IR w/ HP, Tailwheel oversteer = UK - PP Glider Pilot to Gunner = USA - Student (Engaged to a UAV AF pilot) Pivo = Canada - student pilot Poise aka HarryLerman = Commercial ASEL AMEL IR (Naval aviator) PT6A = Canada - ASEL PP Random Letters = USA - ATP AMEL, Comm ASEL/ASES, IR CFI/II, Tailwheel, DHC-8 Type Rekinom = USA - Commercial AMEL, IR, Air Force Rickety Cricket = KMTN - CPL ASEL IR CFI Rolo = NC, USA - Comm ASEL/AMEL IR CFI/II/MEI + A&P Saliva = USA - PP ASEL Samurai Monkey - JAR CPL / fATPL B737 3/900 Scotland = Canada - ATPL Instructor - Ex-King Air (in the bush), 767 and 787 Sharma = ??? - Comm ASEL IR Shavnir = KTKI - PPL ASEL silversiren = KCRG - Student simble = ??? - ASEL PP Slamburger = US - ASEL PP sleepy gary = USA - PP ASEL SomeDrunkenMick = Ireland - Student Pilot St_Ides = Canada - PP, glider, hot-air Stupid Post Maker = USA - Comm ASEL/ATP AMEL CFI/II SwimNurd = I73 - student TheCobraEffect = USA - PP Helicopter/ASEL The Ferret King = USA - PP ASEL and CTO The Slaughter = USA - ATP AMEL/COMM ASEL MEI/CFI/II PIC E170/190 The 3F rule = USA - ATP AMEL/ASEL/ASES/rotorcraft, IR airplane & helicopter, MEI/CFII, turbojet flight engineer, MD-11 type Tide = USA - ASEL PPL Tommy 2.0 = ??? - ATC Tower and Center Two_Beer_Bishes = USA - ASEL/AMEL Comm/IR Two Kings = USA - ASEL/AMEL COMM/IR CFI/II Unicom = Canada - ASEL PP unnoticed = USA - ASEL PP Varlock = Canada - High altitude ATC vessbot = USA - ASEL CFI commercial/IR xaarman = US - ATP ASEL AMEL (Air Force) 707 Type Zero One = KDET - PP Everyone above has posted something since 2014. AWSEFT fucked around with this message at 13:14 on May 23, 2017 |
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Sep 22, 2014 19:09
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tenaciousvigilance posted:Hey there - was a lurker of this thread for a while; used it to get a kickstart on my aviation education and have been dutifully flying since April w/over 70 hours. I just needed to do my solo cross country, night training and some under the hood work and I'd be ready for my check ride. Tide posted:Out of curiosity, how long after getting your PPL did anyone wait before taking someone up with you? AWSEFT fucked around with this message at 14:15 on Oct 9, 2014 |
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Oct 9, 2014 14:10
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Alright, all caught up. Just a heads up, if I don't show up for a week or two it is because I'm getting my house together to put on the market and on top of that my November schedule sucks balls so expect me to be touch and go for the next month. I'd prefer PMs for OP updates or maybe a I dunno, something that makes it stand out and I'll get you taken care of. THANKS!
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Oct 25, 2014 03:37
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Slamburger posted:Just got my private pilot certificate yesterday Congrats! Added to OP! CBJSprague24 posted:Rumblings on Airliners.net have Air Wisconsin starting Delta Connection flying in the near future. Are they magically going to add CR7s or CR9s? DL was trying to dump CR2s the last I'd heard. Delta wants to keep 200s flying, in fact, they are still refurbishing the interiors of some 200s. Endeavors inability to staff them much longer I could easily see them going somewhere else. The 200 isn't in Endeavors bankruptcy agreement with Delta, just 81 x CRJ900s. Speaking of Endeavor's staffing. This is as of Nov 7th from a friend. This leaves about 1600 pilots on property (down from 3000 in Sept 2011).  AWSEFT fucked around with this message at 15:12 on Nov 13, 2014 |
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Nov 13, 2014 15:04
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Butt Reactor posted:Got an interview for PSA coming up in a couple weeks Well, Air Whisky is getting all Endeavor's CRJ200s and PSA is getting all over Envoy's CRJ700s.
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Nov 21, 2014 01:45
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Also had one for Air Whisky, but they never called me back. Still waiting on Skywest, and I haven't even applied to Horizon yet...
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ALPA posted:November 21st, 2014 Hot off the presses.
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Nov 21, 2014 13:40
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KodiakRS posted:I have heard rumors that American and U.S. Airways Captain review boards have copies of that list and are under instructions to not hire any one on it.* quote:Many airline pilots at both the regionals and the majors have little to no respect for PSA pilots. Being associated with PSA at this point may have negative career implications later down the road. Everyone said this same stuff about the GoJets pilots as well and they've had no problem finding employment. I REALLY wish it was true because it would slow/stop this kind of thing but it just doesn't hold water. As the majors need more pilots, they are going to hire anyone with a pulse. Edit: That being said, MANY pilots are filling PSA's halls right now for the chance at upgrade (just like GoJets). AWSEFT fucked around with this message at 13:57 on Nov 21, 2014 |
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Nov 21, 2014 13:54
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Butt Reactor posted:I just discovered (and read through some of the threads there) of the regional subforum over at APC, oh my hell Yea... Don't go there.
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Dec 3, 2014 13:22
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Butt Reactor posted:One down, two to go Awesome! How does them turning down the DL contract affect you (if at all)?
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Dec 6, 2014 16:28
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conditional offer with ZW with a January 19th class, just gotta get enough time to meet mins.
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Two Kings posted:I'm wondering that too. What did they tell you about the future of the airline beyond next year? The incentive program is interesting and I think they'll run with it for a little while and reassess. It does offer new FOs a chance to make more than other regionals and senior FOs to recoupe some of the lost wages from bankruptcy. However, there is still major stagnation (and shrinkage) and the consensus is that it isn't all about the pay. The pilot's want career progression and while FOs can now interview at Delta, with a 50-60% historical success rate, is $30k extra for 2 years worth the lost seniority somewhere else? Remember, we are talking about 8 year regional FOs (who are currently one of the worse paid in the industry), some of who have been downgraded, being asked to stick around another 2 years and be 10 year FOs (Comair anyone?). November they lost 47 FOs (71 total) with a majority going to PSA. I doubt you'll see those kind of numbers long term but people are still leaving for PSA in December despite the retention program. If that doesn't prove it isn't about the money I don't know what can (First year PSA FO $24/h vs Four plus year Endeavor FO $37h). Animal posted:It fell through, Delta probably tried to make them take unprofitable flying, and just like the pilot groups, some managements are starting to get tired of the race to the bottom.
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Dec 7, 2014 17:08
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CBJSprague24 posted:Better not tell ALPA that. They have more leverage now than they've ever had and they blew it. This retention program was half assed and throw together at the last minute when PSA started sucking them dry. Proof: ALPA posted:...the MEC and company are actively developing a Delta interview program for first officers which will commence interviews shortly. Successful candidates would receive a CJO contingent on a finite term of service with the company prior to movement to Delta. The parties expect to finalize the program in the coming weeks. This program is going to help save a few (last I heard was 4) but it isn't going to stop the trend. The trend will only stop when pilots run out of places to go. They put a big bandaid on a bullet hole. Edit: If they really wanted to save Endeavor or cared about the pilot's well being and career progression, they'd have upped the pay or stapled the list already. AWSEFT fucked around with this message at 01:55 on Dec 8, 2014 |
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Dec 8, 2014 01:53
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CBJSprague24 posted:Anybody else in here that also posts on Airliners.net's forums? They used to be a decent place to talk the business of aviation and keep up with current events, but it's gotten to where every thread there rapidly devolves into a pissing match. Nope. I avoid it for that reason.
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Dec 10, 2014 23:43
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e.pilot posted:On December seventeenth, in the year of our lord two thousand and fourteen, I am officially an instrument pilot.  Captain Apollo posted:I am now ASEL/AMEL OP updated.
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Dec 21, 2014 17:25
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DNova posted:I really want an inflatable Otto to stick in the plane when I'm parked at fly-ins or whatever. I smell a kickstarter.
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Dec 23, 2014 02:33
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The Slaughter posted:gently caress, ask awseft who started this thread how his career has turned out and if it's what he expected. Currently: Look at year 8 FO pay at Republic (hint, it is the same as year 4) and you'll see where me and my coworkers are financially. I have a "small" loan, comparatively, of $47k, a wife, two kids, two dogs, and a house. If my wife didn't work I don't know what I would do. I have travel benefits but can't use them since I'm at 11 days off and ~$35k/y. Often there is more month left at the end of the paycheck. Upgrade has always been close but now it is slowly moving further away. Company has broken promise after promise and it shows in our moral. Expectations: When I was hired it was a "2 year upgrade MAX" (even for those coming in with 500 hours) and 5-7 years to a major. Of ALL my fellow flight instructor friends ONE has made it to upgrade on a jet. A couple that went to Colgan made captain on the Saab but are super junior jet FOs now. Future: I guess it is time to announce that I'm leaving the airlines. I found a corporate job in Florida flying a PC12. AWSEFT fucked around with this message at 04:09 on Jan 12, 2015 |
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Jan 12, 2015 04:07
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two_beer_bishes posted:I asked my dispatcher wife to plug sba into her computer and she said the a320 would be "no sweat". fwiw I can't believe they take 73x into EYW. Runway 9/27 - 4801 x 100 ft. / 1463 x 30 m
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Jan 31, 2015 15:23
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brendanwor posted:OP update please! Updated! Congrats! (Thanks for formatting it properly for me) Also: As for me I just finished PC12/47 /45 training!
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Feb 22, 2015 15:12
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The Ferret King posted:I'm a big fan of those planes. Much bigger than you'd expect a single engine Tprop to be. I've observed them working at all sorts of speeds in the terminal environment. Some pilots whizz into the pattern at 200kts and dump everything out on a high base to final turn, looking like they're pointing waaay down on short final, hanging on the flaps. Other times I've seen them doing 60kts over the ground on 5 mile straight in ILS final. Seems like there are a variety of ways you can manage your flight profile in those things. Nope that sounds about right. Short fields are nothing to this thing. Although, airframe icing limits the flaps to 15 which significantly increases landing distance (and a boot failure means a zero flap landing requiring almost 8000 feet of runway). The biggest complaint I've heard is that it is TOO capable.
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Feb 24, 2015 01:36
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hjp766 posted:For OP (as I don't totally understand the format) Something like this.... Name = Location - Level (ATP/COMMERCIAL) AMEL/ASEL (Airplane Multi/Single Engine), IR (Instrument Rating), CFI/CFII/MEI (US Instructor stuff (Single/Instrument/Multi Instructor)), Type ratings You have to have a separate IR on each aircraft? Also, in the US an ATP implies IR. Let me know how all those things you posted fall into this and I'll be happy to add you =D Edit: I can also add airline FO if you'd like. I have no idea what an SEP is...... Single Engine Pilot?
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Feb 25, 2015 01:13
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hjp766 posted:hjp766 - Europe (UK/DE) - EASA ATPL B757/767 IR, A320 IR, SEP (Airline SFO) Added
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Feb 26, 2015 13:49
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REDNK in Texas anyone? ------------ Edit to avoid multiple postings This guy has no idea what he is doing. quote:Man tries to steal plane at Ocala .....damage to the aircraft, including oxygen masks pulled down and inflated life vests. AWSEFT fucked around with this message at 16:39 on Feb 28, 2015 |
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Feb 28, 2015 14:33
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MrChips posted:KLIT is real, but I've yet to hear confirmation of the rumours about the existence of GSPOT...some say it's a final approach fix, while others claim it's an initial. WHO KNOWS? Nope, can't find it.....  The Ferret King posted:They should totally establish it as a fix on an approach with a procedure turn. Then it could be both! AWSEFT fucked around with this message at 21:37 on Mar 3, 2015 |
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Mar 3, 2015 21:32
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e.pilot posted:Where the dream/romance of flight comes to die? At the regionals?
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Mar 4, 2015 00:17
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PT6A posted:People on CNN, Miles O'Brien excepted, are loving retarded. When discussing Harrison Ford's forced landing: I can't even watch CNN when they talk about aviation. Related: We practiced losing the engine on departure at 800 agl in PC12 training. Made it back to the runway everytime no sweat. Not bad for a 10,000 lb glider.
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Mar 10, 2015 22:19
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e.pilot posted:Is there anything the PC12 can't do? drat Butt Reactor posted:Airline guys, what are some study tips you've used for Sim? I've had a hell of a time getting flows and call outs memorized during my first couple days this week. I spend a couple hours yesterday and today going over stuff in the paper tiger, but when I sit in the cockpit I freeze and can't think of a drat thing. vessbot posted:"Chemtrail initiation" AWSEFT fucked around with this message at 01:21 on Mar 12, 2015 |
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Mar 12, 2015 01:18
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how do I fix this before my sim partner and instructor kill me?
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The Ferret King posted:Definitely not needed. But, regardless, I think implementing something like this would require exclusion zones for areas around an airport, so it wouldn't always go off when you were on an approach. I'm thinking that with a likely configuration of this software, it would have been inhibited for the phase of flight anyway. What happens when you fly into an airport not in the database? We have to disable our EGPWS at a handful of airports we go into. Edit: Or you just crash into the airport.
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Apr 1, 2015 00:37
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The Ferret King posted:http://www.dallasnews.com/news/state/headlines/20150407-officials-try-to-shed-light-on-why-wichita-falls-runway-lights-were-off.ece That sucks. I can easily see that happening though. Really wish they'd update the NOTAM system.
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Apr 9, 2015 16:38
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Butt Reactor posted:Finally got the ATP sim ride done for my CL-65 Type Rating Done. Congrats!
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Apr 23, 2015 15:31
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I'm sure one of you is more versed in the new regs regarding ATPs and can answer this for me. I currently hold an ATP Multi w/ Commercial Single Engine privileges. If I wanted to get SE ATP what would I have to do?
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Apr 24, 2015 16:42
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azflyboy posted:From looking through the current ATP Practical Test Standards, it looks like you'd have to do the entire ATP checkride in a single engine airplane, since the FAA doesn't do an "add on" like they do for private and commercial certificates. Two Kings posted:The question is why? What air carrier requires a single engine ATP? If you like to collect ratings though more power to you. The question is why not? Real reason is that I have an aircraft I can use. CBJSprague24 posted:Somebody operating a Pilatus requiring an ATP, maybe? I know there are a few EAS carriers using PC-12s as their weapon of choice. My current job (that I absolutely LOVE) does not require it but who knows what the future holds.
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Apr 24, 2015 21:34
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SeaborneClink posted:Bush ops in Caravans? Shouldn't need it for medflight. I had a friend get his ATP SES to fly a Caravan though to lessen the insurance.
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Apr 24, 2015 22:29
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KodiakRS posted:KCOU 090722Z AUTO 06004KT 1/4SM FG VV003 16/16 A3003 RMK AO2 T01560156 Hopefully you were part 91 unless you shot it during this report. Since it requires 1/2SM. I get to be part 91 now and its fun to shoot an RNAV approach requiring 1SM when they are reporting 1/4 mile because the owner wants to get in. We tried, failed, and diverted.
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May 9, 2015 14:43
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KodiakRS posted:Meanwhile, in crazy town: Uh, wow. I know they are having trouble staffing their airline, wonder why they waited so long to do this. Edit: Upgrade is 5-6 months with previous 121 and they are starting a street captain program. AWSEFT fucked around with this message at 20:19 on May 13, 2015 |
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May 13, 2015 20:14
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hobbesmaster posted:Isn't that 100% airframe though? If you want an airline job afterwards to get the hours wouldn't you have to fly a 707, P-3/8, C-17, C-130 or C-5? Nope. Ran into a new Delta guy who flew F18s.
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May 14, 2015 15:22
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Rickety Cricket posted:OP update, I'm loving instrument rated Congrats! OP Updated Sorry for the slight delay.
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May 26, 2015 01:55
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Completely random but Beta is awesome! So is landing on 2500ft strips at 9,000lbs with room to spare. The PC12 is so cool.
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May 28, 2015 02:04
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sellouts posted:The pilots on this compass flight to aus make me feel ancient. They look 16. Soon to include The Slaughter (who also looks young).
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May 29, 2015 00:04
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Duke Chin posted:In my mind AZPilot looks like he's 12 as well. Everytime I fly to my hometown from Seattle I keep on the lookout for a baby-faced gooney-type pilot and wonder if it's him. There are a couple pilots ITT that are in SEA area.
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May 29, 2015 00:44
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| # ¿ Apr 27, 2024 20:30 |
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Rickety Cricket posted:Here's my copy-pasted from reddit checkride write up. Lemme know if this helps or not. Now I (we) know your Reddit username.
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May 29, 2015 16:16
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