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Version 8 - A continuous thread since 2006! 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 your job 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 go to the airlines, corporate, cargo, or just 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 2009 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 rating. 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 every one learns at a different pace, some people require 100+ hours to get their wings and some do it right at 40. So be mindful of that 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 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 Practical Test Standards (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. Now you can enjoy the open sky! 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. Here is a brief list. 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. What do you mean by glass and none-glass cockpit? Ok here is a six pack Cessna and another six pack Cessna. Then you have the G1000 or glass Cessna 1 and Glass Cessna 2. 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. What do you do after you get your license and you want to go flying? Do you rent a plane, or did you buy one? What is that process like? How much does either (or both) of those options cost? What about prices for parking your plane, using an airport, and fuel? How far can you go in the small Cessna before a refuel? I'm really interested in getting my license, but I can't gauge how much it's going to cost me afterward. I use to take dates to the Key’s for dinner, spent a weekend in Tampa, flown to Orlando to see family or just gone up to cruse the coastline at 500 feet. When I want to go flying I jump on my Flight Schools website and click schedule a plane. I chose which plane I want when and for how long. Most schools do this in a schedule book and so you’d reserve by calling them. Buying a plane is more then the initial purchase. There is a lot of maintenance tied to aircraft ownership and even more when you get into leasing back an owned aircraft. Buying a new aircraft will run from $100,000+ then you have usual maintenance (annuals, fuel, oil, bad avionics), used run from $35,000 (1978 Cessna 152) to millions. Airports charge nightly or monthly for parking. Nightly runs about $5-$15 and 100LL fuel is currently $4.50 (11/02/09) at the airport. I’ve seen fuel around $6 in Atlanta. A Cessna 172 can go about 5 hours if you stretch it at 110-125 knots, most will go for 4 hours because you want options when you get where you are going (and there are regulations on how much fuel you must have). Renting after you get your license varies by area. In south Florida a Cessna 172 is about $117 (03/24/12) an hour. To keep current (so you can carry passengers) you’ll need to update your charts (~$10) and do three landings per 3 months (day and night). Last time I did my night currency I did 4 landings (one extra) and a go around (again extra) and used .7 on the clock. Figure $120 per hour for .7 is $84 to get current again. Another easy thing to do is figure out how long it takes to drive to a place you want to go (assuming the road goes straight there). Take that time and divide by 2 and times it by how much a Cessna in your area costs to rent an hour. This is a good gauge on price because flying takes about half the time of driving. The down fall is when you get where your going to need wheels to where ever you want to go off the field (and some airports have crew/courtesy vehicles). 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. I’m a Private pilot and I get bored on cross-country trips just listening to the radio. Ok then here are some things for you to do. Check your position with the VORs, get weather updates from FSS, PIREPS (yes they matter), get your charts ready for the airport your approaching., turn off the autopilot and hand fly for a while, see how far away you can spot landmarks on your chart, calculate your ground speed and/or winds aloft, do time calculations, fuel calculations, spot aircraft in the distance, look for emergency landing spots (one of my favorites) and critic your self, and/or make a deviation plan. I know your thinking I’m full of it but stop and think how valuable that grass field you noticed looks when your oil pressure drops (because I know you have enough fuel). 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 (Bahamas anyone?), 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. 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 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? 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) Sequestration!??!!!?!!? Yep. Sequestration is closing 149 Air Traffic Control Towers. Pilots ITT!!!! Alctel = Canada - Private Pilot Aleks_r = Norway - JAA PPL-A Animal = Puerto Rico - ATP ASEL/AMEL IR CFI antininja = ??? - commercial ASEL/AMEL CFI/I, MEI 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 CL-65 – Airlines azflyboy = USA - ATP AMEL / COMM ASEL/ASES CFI/CFII DHC-8 Type AzureSkys = USA - ASEL PP IR plus A&P babyeatingpsychopath = ??? - ASEL PP Baby Rose = USA - Student Pilot Bargearse = Australia - ASEL PPL Ben Richards = USA - ATP AMEL COMM ASEL IR CFI/II/MEI IGI Types: BE-400 PIC / MU-300 PIC, SIC DO-328JET, SIC CE-560, SIC SJ-30 Blackdawgg = USA - ASEL/AMEL Commercial Bob A Feet = ??? - AMEL IR brendanwor = Thailand/Australia - ASEL/AMEL Commercial IR NVFR CFI SF34 - Airlines bunnyofdoom = Canada - Student Pilot Buteruc = In UK - PPL/IFR (USA) Butt Reactor = USA - COMM MEL/SEL IR CFI/II Captain Apollo = USA - ASEL COMM IR CFI/II casey = USA - ASEL/AMEL MEI/CFI/II ATP EMB-145 – Ex-Airlines CBJSprague24 = USA - Instrument ASEL (Private 141, Instrument 61) CerebralAssassin - ASEL COMM IR/Taildragger Choicecut = USA - Student CloFan = USA - PP IR Commercial ASEL cobra_64 = Canada - ASEL CPL Tailwheel Colonel K = UK - JAR PPL IMCr / nppl / npplm copperblue = KBJC - PP ASEL CraZy GrinGo = USA - Helo CPL IR / CFI/CFII DaHindenburg = USA - Commercial Hot Air Balloon Pilot / Instructor (PM/IM HIM) Dalrain = USA - ASEL PP DeltaNui = USA - ASEL PP - ATC (CTO) in training. Desi = YOW - ASEL Comm - Class 4 Flight Instructor Disciple of Pain = ??? - ASEL, t/d, fractional vintage airplane owner (Luscombe 8A) DNova = USA - PP ASEL Dominoes = ??? - PP ASEL Don Homhoos = CZBB - PPL Canada Donkey Congo = Canada - ASEL PP e.pilot = Colorado - 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 Flyboy925 = USA - ASEL PP fordan = N14 - ASEL/ASES Gigbutt = KBKL - PPL IR gnarkill = Canada – PP helno = Canada - PPL IceLicker = USA - PP IR il brutto = USA - ASEL PP IR Inferior Third Season = USA - ASEL PP - resident expert on aerodynamics Infinotize = ??? - ASEL PP Jazzahn = K1B9 - PPL ASEL jjones = UK - NPPL(M) (microlight/ultralight). Skyranger (Rotax 912) Kawachi = Australia – ASEL/AMEL Commercial NVFR Kidane = USA [KSMO] - ASEL PP kmcormick9 = USA - Private SEL and Center controller KodiakRS = KPHX - ATP/CFII/MEI - KORD(Based) KS = US - Comm IR Helo, expired CFI/II leviathor = KFAR - ASEL PP likeAboss = Texas - ASEL PP IR - 1970 Piper Cherokee 180 Loonytoad = UK - Quack UK JAR-PPL MagnumHB = USA - PPL ASEL, Tailwheel Mahnarch = USA - ASEL PPL malevolentbender = UK - JAR PPL manic mike = USA - Commercial ASEL/AMEL IR, USAF Mikojan - EU frozen ATPL, A320 FO mobile = US (NY) - ASEL/AMEL CFI/CFII/MEI Commercial MrChips = Canada - ASEL/AMEL IR ATPL, glider, air safety officer Mr Clownfish = USA - Student, Fractional C182 owner Null Hypotenuse = KRYY - Student Pilot Nullpunkt = Germany – CPL/ME oceanace = US - Commercial AS/MEL IR Octoduck = USA - PP IR - naval aviator ohno = kbdu - student pilot Old Man Fancington = US - Commercial ASEL AMEL IR overdesigned = KNSE - PPL SEL w/ HP, Tailwheel oversteer = UK - PP Glider Patches1984 = Canada - Has info on NFTC or joining the Canadian Air Force Phpro = USA - PPL ASEL Pilot to Gunner = USA - Student (Engaged to a UAV AF pilot) Pivo = Canada - student pilot PT6A = Canada - ASEL PP Random Letters = USA - ASEL/AMEL/ASES Comm/IR CFI/II, Tailwheel Rekinom = USA - Commercial AMEL, IR, Air Force Rickety Cricket = KVKX - PPL ASEL Rolo = NC, USA - Comm ASEL/AMEL IR CFI/II + 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 SomeDrunkenMick = Ireland - Student Pilot S.P.E.C.T.R.E. = USA - ASEL PP St_Ides = Canada - PP, glider, hot-air Stupid Post Maker = USA - ASEL/AMEL Comm IR CFI/II Suicide Machine = KYIP - ASEL Comm/IR SWATJester = USA - Rotor PP SwimNurd = I73 - student TastesLikeDeadBaby = USA - ASEL/AMEL Commercial CFI TheCobraEffect = USA - PP Helicopter/ASEL The Ferret King = USA - PP ASEL and CTO The Slaughter = USA - ASEL/AMEL IR Commercial MEI/CFII/CFI TheUltimateCool = USA - KMBT/KTRI - Commercial ASEL/AMEL IR The 3F rule = USA - ATP AMEL/ASEL/ASES/rotorcraft, IR airplane & helicopter, MEI/CFII, turbojet flight engineer, MD-11 type Thrust_Idle = ??? - ASEL/AMEL Comm w/ PP Glider IR tinkan = KGON - ASEL PP/IR tirefoamcan = KTTF - ASEL PP Tommy 2.0 = ??? - ATC Tower and Center Two_Beer_Bishes = USA - ASEL/AMEL Comm/IR Two Kings = USA - ASEL/AMEL COMM/IR CFI/II unnoticed = USA - ASEL PP vessbot = USA - ASEL CFI commercial/IR xaarman = US - Commercial ASEL AMEL IR (Air Force) 707 Type Zero One = KDET - PP ---- People who haven't posted in a while below ---- basx = USA - ASEL PP Becks = ??? - Glider Pilot Bob Mundon = USA - ASEL PP ControlledBurn = USA - Commercial ASEL/ASES/AMEL IR Crazyivan45= USA - PP ASEL Airframe Cross_ = USA - ASEL PP ehnus = Canada - ASEL PP facsimile.engine = USA - PP ASEL greasyhands = USA - ASEL/AMEL CFI/MEI/CFII Sa227 type Commercial/IR - pt135 cargo Hobophobe = Canada - ASEL PP (w/ taildragger) Huns = USA - ASEL PP ImDifferent = USA - ASEL PP IR Jer = USA - ASEL PP jshoreflyer = USA - ASEL PP (141 school) K = USA - ASEL PP MadCarrot = UK - PP rotor Meho = USA - PP ASEL ncjumper = USA - ?/AMEL ATP EMB-???? type Airlines Poise aka HarryLerman = Commercial ASEL AMEL IR (Naval aviator) Sir Guy Grand = USA - ASEL Comm CFI The Therminador = Canada - ASES PP Varlock = Canada - High altitude ATC webwench = USA - ASEL/ASES/AMEL MEL/CFII Commercial/IR  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! The last three threads went GOLD and should be archived for future reference. Thanks![url=]Version 8[/url] Version 7 Version 6 Version 5 AWSEFT fucked around with this message at 18:19 on Sep 22, 2014 |
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Apr 1, 2013 01:45
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Reserved. Just in case. Getting close to my max characters in the OP.
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Apr 1, 2013 01:45
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Captain Apollo posted:By the end of this thread I hope I'm a CFI. quote:Things I learned today: Experimental airplanes can't be used for hire! Guess there arentt any flight schools renting out RV's for flight instruction (without a Letter of Deviation Authority). quote:I also want to mention a few flying Podcasts that I've been listening to while I've been studying for the Comm/CFI.
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Apr 1, 2013 03:24
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MrYenko posted:gently caress, don't EVER hesitate to verify if you aren't sure about a clearance. This. Hell, if the the other pilot says he trusts what I heard (because he heard different or didn't hear at all) I still have ATC repeat it.
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Apr 2, 2013 01:13
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QuiteEasilyDone posted:I just got my first E6B and this thing is so drat easy to use and understand. How is it possible to forget how to use one of these babies? I use to know so well I could use the flight Computer on my watch. Now it just looks like a bunch of numbers. After playing with it for a couple minutes I could figure it out but not as quick as I use to.
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Apr 2, 2013 15:58
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gigButt posted:Now, I will try to maintain currency in this thread so I can get moved above the "doesn't post, EVER" line in the OP. That simply requires an update to your info. Anyone I hadn't seen in a while was moved down (since I didn't have profile links for them). Update me with your creds and I'll move you up.
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Apr 2, 2013 21:22
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Stupid Post Maker posted:I just finished a lesson plan on airport markings, signs, and lights for my CFI and was wondering if anyone has been to an airport that utilized runway status lights. Also, does anyone know of any in Illinois or the midwest in general? Detroit has the lights installed but they don't use them. In fact, I don't think I've ever seen them used.
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Apr 3, 2013 22:09
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OP UpdatedRipoff posted:I have two training flights under my belt at this point, and I realize there's something wrong with me: I love the lovely, late 80's C172 that shoots Avgas all over your hand whilst priming, that has a DG that becomes useless 30 seconds after a turn, and has a radio that sounds like Rice Krispies covered in carbonated milk. It's such a heap of crap and yet I enjoy flying in it more than the slick, slaved-DG and modern C172s they have around. I have no idea why. Nothing wrong with that. The last pilot I flew with owns a Cessna 150. The VOR hardly ever works and he loves it. At work he flies a modern(ish) jet, at home, he just wants to cruise around VFR in his old rear end plane. Edit: Maybe look at some old pre-IFR instrument airplanes to fly.
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Apr 8, 2013 15:22
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Shavnir posted:Hello! I've gotten a couple lessons so I guess I'm okay adding myself to the list Added
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Apr 17, 2013 16:17
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helno posted:I just noticed when filling out my logbook tonight that it was my 100th flight. I took off all of March (ear infection/vacation) and 100 flights ago was mid-January 2013. While I'm looking I have almost 200 hours so far this year as well. KodiakRS posted:One of these days your going to read one of my posts where I try to add myself. I don't remember you posting your stats. I usually say when I updated the OP so if I missed anyone they could speak up. Anywho, you are on there now for sure (I double checked) AWSEFT fucked around with this message at 14:28 on Apr 18, 2013 |
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Apr 18, 2013 14:23
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kmcormick9 posted:Any suggestions for a great sub $500 headset? I loved my DCs. I had the low model with ANR. Batteries were a bitch and by the time I started instructing I never replaced the batteries. Now I use a Telex 850 but the jet is quiet compared to your props. OP Update.
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Apr 19, 2013 01:54
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Rickety Cricket posted:So I have a question: I'm getting ready to go for my second medical, not second class medical, but my first renewal (loving special issue medical). I remember filling out a form last year before my first medical, where one question said "Is this your first medical application" Schedule and fill the papers out online.
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Apr 23, 2013 14:40
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Uncle Jam posted:This happens to me all the time coming into DTW, it looks so close then you get to the ground and the other plane is way far away. You based in DTW?
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Apr 23, 2013 14:41
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Just saw the video of the National Air Cargo crash. Sure looks like a cargo shift induced stall. A dispatcher friend of mine knew two of them. Sad day for sure.
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Apr 30, 2013 18:06
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Tommy 2.0 posted:I just came in to post about this. Is that GTI (Giant)? If so I have worked that plane, a LOT. Callsign: "National Cargo" Giant is Atlas Air
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Apr 30, 2013 22:41
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Stupid Post Maker posted:Just passed CFI Which one?
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May 1, 2013 13:43
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Stupid Post Maker posted:Initial Now do your CFII in 3 days like I did. =D Edit: I went rear end backwards: MEI, CFII, Comm Single, CFI Ron Don Volante posted:I'd like to know what the training's like, what the work's like, and whether there are any job prospects whatsoever. We have a few ATCers that post often. I'm sure they'll be around. AWSEFT fucked around with this message at 20:07 on May 1, 2013 |
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May 1, 2013 20:00
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Mikojan posted:Mikojan - EU frozen ATPL, A320 FO Added. Welcome! Also updated myself. Lost the SIC restriction on my type rating.
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May 8, 2013 14:24
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Updated you Rolo.AAA DOLFAN posted:Just stumbled upon this thread. I worked for an aviation law firm in toronto and I even assisted on several big crashes including air France. I'm a lawyer. Wasn't sure how or where to add that to the OP so I put you under "more resources". Unless you have a rating. Maybe you own a V-tail Bonanza? =O
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May 8, 2013 22:33
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QuiteEasilyDone posted:Well it depends on where you want to be. NYC area is THE busiest corporate and Airlines hub what with Teteboro, Morristown, White Plains airports constituting a significant bulk of US Charter travel and Newark, JFK, and LaGuardia airports for heavy commercial traffic. I have a friend who was a flight instructor in White Plains on the SR20/22. She did it for a while and even found work on the side but it didn't pay well. Luckily she lived with her parents and had money.
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May 14, 2013 14:55
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xaarman posted:Guys guys my dreams have come true... I have a 707 (and 720) type rating!! That's a cool type. Definitely an interview talking point (assuming the interviewer is old).
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May 16, 2013 12:38
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Anyone want to read the new Part 117 (duty/rest) rules? Here ya go, right from ALPA. http://www.alpa.org/portals/alpa/committees/ftdt/Part-117-Flight-Time-Limitations-and-Rest-Requirements.pdf
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May 17, 2013 20:08
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quote:Q-24. Can a flightcrew member’s FDP limit be extended; and if so, under what conditions would an extension be allowed? A-24. There are two ways to extend a flightcrew member’s FDP limit: (1) pre-takeoff extension; and (2) post take-off extension. A pre-takeoff extension, because of unforeseen operational circumstances, of up to 2 hours, can be made if the pilot-in-command and the certificate holder agree that the crew is fit and the flight can be safely operated if the FDP is extended. An extension of more than 30 minutes can be granted only once prior to receiving a 30 consecutivehour rest. The certificate holder is required to report all extensions over 30 minutes to the FAA Administrator. A post-takeoff FDP may be extended to enable the aircraft to land at the scheduled or alternate airport. The same conditions outlined for a pre-takeoff extension apply. If I'm reading this right, we can go over the limit if we get 30 hours after we land. Am I reading that right?
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May 18, 2013 22:14
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Animal posted:Apparently if your airline has a fatigue program most of the new rules go to the shitter When I hit the new rules, I'm dropping the F bomb. No way can submitting a report make me feel more awake then my fellow pilots.
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May 22, 2013 14:57
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CBJSprague24 posted:Isn't Delta picking up the AirTran 717s to help draw down 50 seat ops? My understanding of that situation was "Park most 50-seat CRJs, replace those with 70 seaters, replace 70 seater flying and DC-9-50s with 90 seaters or 717/MD-90s". They want to park the CRJ200 but I think its going to take longer than expected. Indeed the 717 are going to replace the DC9s and 50 seaters but I just don't see them flying a 717 or even a CRJ700/900 into HIB, BJI, INL, BRD, CWA, MQT, RHI, SBN, ESC, IMT, UNV, PLN, LAN, MBS, CIU, TRI, EVV, FSM, AEX, LFT, BQK, AGS, EWN, GNV, GTR, MLU, LNK, ABR, ACK, DHN and I'm sure there are more. AWSEFT fucked around with this message at 18:39 on May 25, 2013 |
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May 25, 2013 18:36
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hobbesmaster posted:Delta still has an aging DC-9 fleet to draw down. The Dino-nine. Actually, IIRC, NW re-skinning them and bulked them up so they'd last another 20 years.
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May 26, 2013 21:50
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hobbesmaster posted:How is it possibly economical for delta to keep them in operation? Well at the time, NW owned them outright (no loan) and fuel prices were low. They figured even with fuel at $90 a barrel, it was still cheaper to fly them then to buy new ones. Now, not so much hence the retirements. Edit: Plus it was a NW airplane (Delta didn't own any) and Delta management doesn't seem to like them from what I've heard.
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May 27, 2013 12:42
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Richlove posted:This is a great thread and because of it I have logged my first three hours towards my PPL this past weekend. Congrats! Glad we could help you get off the ground. 
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May 31, 2013 13:49
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Animal posted:Full type. And my regional is starting to panic. Are you sure? GoJets is NOT typing FOs who already have an ATP. My company was going to let me slide on my existing ATP. Edit: I heard Silver was sending FOs to ATP. lol AWSEFT fucked around with this message at 23:59 on May 31, 2013 |
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May 31, 2013 22:59
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Ferris Bueller posted:I pointed this out when scheduling tried to reassign me to a bunch of additional flying, after exactly an 8hour reduced rest period, and flying in weather the entire trip(delays ect.) I was told its legal so as far as they were concerned it was safe, and they had no one to cover the flying anyways. I called their bluff, called fatigued, and magically they found someone else. Unfortunately this is usually the case. I've dropped the F bomb and had flights cancel though. It sucks but I'm not risking my life, license, and the passengers lives when I know I can't perform 100% just to help the company. Sorry. Speaking of fatigue calls. My last one was actually due to a lack of eating. It was a 5 leg day and the first leg was delayed for mx. The airport only had vending machines for food and delayed the rest of our flights into the next. Basically we'd have to fly non-stop for 7 hours and still wouldn't be in done by release time. This was on the last day of a busy 4 day trip. After 9 hours of not eating anything but airplane snacks, I needed to eat and got called on it while eating. I said I had already pushed myself too far and I'm not flying anymore because I'm not safe. AWSEFT fucked around with this message at 15:45 on Jun 4, 2013 |
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Jun 4, 2013 15:43
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hobbesmaster posted:What about Comair 5191 or the idiots joyriding on the other Delta/NW regional whose name I've forgotten? Pinnacle 3701 Edit: The theme here isn't time at the accident but the time they got hired with. In all these instances they came from the Gulfstream Academy. I've flow with some from there that are sharp, others just WAY too relaxed. Edit edit: Although I truly believe Comair 5191 was about fatigue not over training. You get in a flow when you fly the same airplane for so long and so frequently. You just do things, like checklists, and its very easy to run a whole checklist and then realize you didn't touch a switch. More often then that the checklist has caught that "Hey you didn't x" but when I'm tired, I've done it. I've also caught other pilots on it. When you're tired, it sucks. You will miss things, you will make mistakes, you will misjudge things. Its a human factor that is difficult to fix. The new sleep rules (I have a copy if anyone would like them) are a step in the right direction. AWSEFT fucked around with this message at 16:13 on Jun 4, 2013 |
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Jun 4, 2013 15:55
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hobbesmaster posted:I like how they "pushed the aircraft to its limit" by setting the autopilot. The most boring thrill seekers on the planet. Actually they did quite a few abrupt maneuvers at low altitude as well. Also, they say they set it 500 fpm above FL380 which was against manufacturers recommendations. Believe it or not, thats quite a climb rate at that altitude for that airplane. We are usually using 500 fpm in the mid/upper 20s. But the recommendations must have been from the climb/cruise chart Edit: They had them but they were in their FCOM not in a Quick Reference Handbook. AWSEFT fucked around with this message at 16:48 on Jun 4, 2013 |
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Jun 4, 2013 16:33
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MrYenko posted:That video is nearly a decade old. They're a little late to the party. http://www.cnn.com/2013/03/04/us/new-york-drone-report
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Jun 4, 2013 20:25
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http://mobile.buffalonews.com/?articleRedirect=1
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Jun 6, 2013 17:52
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DNova posted:The Buffalo News has recently put up a paywall and their sites are generally a huge pile of poo poo now, but this link *might* work and I assume it is what AWSEFT meant to post: http://www.buffalonews.com/apps/pbcs.dll/article?AID=/20130606/CITYANDREGION/130609441/1010 Try this one. Its a hard hitting article about the culture Colgan had and how the FAA "intervened". You can't possibly think the airlines aren't in bed with the FAA after reading this. :alert: In case you hit the paywall, text at the bottom. KodiakRS posted:The FAA is in bed with the airlines, news at 11. Buffalo News posted:Colgan warned by FAA about safety prior to 3407 crash AWSEFT fucked around with this message at 22:03 on Jun 9, 2013 |
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Jun 9, 2013 21:57
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Any leads on pilot jobs in NC or FL? I've been searching for 2 years without any luck.
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Jun 11, 2013 23:30
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azflyboy posted:I've seen a few flight instructor jobs pop up in FL over the last few months, but I'm guessing you're looking for something slight better than "flying piston single with foreign student trying to kill me". Indeed. Figured with this kind of time a new job would be easy. Ha, can't get a call from anyone.
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Jun 12, 2013 00:43
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Anyone have an "in" with XOJET?
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Jun 18, 2013 20:38
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copperblue posted:What is the group's recommendation for an android logbook app? I'm surprised Garmin Pilot doesn't have some way to track this. As a Mac user I LOVE LogTen Pro on my laptop however the company refuses to make an Android app. So, I do my logbook when I get home. I know a few pilots that use LogBook Pro but since they charge to import your monthly schedule a lot refuse to. I'm thinking I'll need to break down and get an iPod touch to do my logbook but for now, entering them at home is the best option. Off topic LogTen Pro will import your pairings free and exports them to iCal. If you have iCal synced to Google Calendars like I do, it also syncs them leg by leg to your Android phone. Which is freakin sweet. Everyone I've shows that to thinks its awesome. Plus I can share it with my wife so she doesn't wonder where I am.
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Jun 24, 2013 21:10
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DNova posted:Read the FAA books and borrow/buy the King Schools syllabus from someone. The FAA books are actually really good and they are free on the FAA web site (I'm pretty sure the link is in the OP). I would avoid learning via the Gleim study guides as those just teach to the answers and you don't really learn anything. First, learn it, then if you want review the study guide. You'll find it very easy this way. Also, when I took my CFI checkrides, the Fed liked seeing the FAA materials.
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Jun 27, 2013 01:06
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