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 Stuntman posted:since a lot of people only check bookmarks, you should know that our admin, lowtax, has been credibly accused of abusing his partner. unpurposed posted:I didn't find one in the thread so I created an Aviation Goons Discord server here: https://discord.gg/dgs64Bg . AWSEFT posted:It's been a pleasure keeping this thing going for the last... 14+ years? I've shifted over to discord as well. Version 10 - 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 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. Another option is BasicMed, see below. 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 What is BasicMed? BasicMed is a program that allows people to fly without having to maintain an FAA medical. What do I need to fly under BasicMed 1: Hold a US driver's license 2:Hold (or have held) a medical certificate issued by the FAA at any point after July 15, 2006. 3:Answer the health questions on the Comprehensive Medical Examination Checklist 4:Get your physical examination by any state-licensed physician, and have that physician complete the CMEC 5:Take the online medical education course and complete the attestations/consent to the National Driver Register (NDR) check. What can I fly under BasicMed 1. Fly with no more than five passengers. 2. Fly an aircraft under 6,000 lbs maximum certificated takeoff weight. 3. Fly an aircraft that is authorized to carry no more than 6 occupants. 4. Flights within the United States, at an indicated airspeed of 250 knots or less, and at an altitude at or below 18,000 feet mean sea level (MSL). 5. You may not fly for compensation or hire. What if I have a medical condition that might keep me from getting a medical? For certain cardiovascular, neurological, or mental health conditions, the FAA will require a special issuance, but only once. For more details, see the FAA BasicMed website, and AOPA has a pretty good explanation as well. https://www.faa.gov/licenses_certificates/airmen_certification/basic_med/ https://www.aopa.org/news-and-media/all-news/2017/january/12/aopa-details-basicmed-rule Other stuff to be aware of As of June 2017, BasicMed isn't recognized in Canada or Mexico, although this may change. 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 Home built/Light Sport catch all 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 9er Version 8 Version 7 Version 6 Version 5 AWSEFT fucked around with this message at 18:15 on Jun 27, 2020 |
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May 23, 2017 13:22
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Pilots ITT!!!! Alctel = Canada - Private Pilot Aleks_r = Norway - JAA PPL-A Animal = Puerto Rico - ATP ASEL/AMEL IR CFI 767 a patagonian cavy = KBFI - CPL IR CFI-I ausgezeichnet = USA - ATP-MULTI COMM-SE CFI-I, 737, DC-9, BAe ATP, G4, DA-7X, Corporate Awseft = USA - ATP AMEL azflyboy = USA - ATP AMEL / COMM ASEL/ASES CFI/CFII DHC-8 Type AzureSkys = USA - ASEL PP IR plus A&P babyeatingpsychopath = ??? - PP ASEL, A&P, and Radio/Avionics repairman Bargearse = Australia - ASEL PPL Blackdawgg = USA - ASEL/AMEL Commercial Bob A Feet = KNCA - Military ME/rotorcraft/powered lift/IR, V-22 Commander 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 MEI casey = USA - ASEL/AMEL MEI/CFI/II ATP EMB-145 – Ex-Airlines CBJSprague24 = USA - ASEL PP IR AGI/IGI Remote Pilot CerebralAssassin - ASEL COMM IR/Taildragger Cessna = USA - PP ASEL Choicecut = USA - Student cigaw = KSAC - Comm SEL MEL IR CFI/CFII/MEI CloFan = USA - PP IR Commercial ASEL Colonel K = UK - EASA PPL IR(r) / nppl (Aeros, Night) and FAA 61.75 PPL ControlledBurn = USA - Commercial ASEL/ASES/AMEL IR CraZy GrinGo = USA - Helo ATP / CFI/CFII Crazyivan45= USA - PP ASEL Airframe Dalrain = USA - ASEL PP Desi = CYOW/CYQT - ATPL, FI, FII, MEI, MU2, CL-65 dexter6 = KJYO - PP ASEL Dominoes = ??? - PP ASEL DrDork = USA - Rotary ASEL COMM IR, CFI/II dupersaurus = KRDU - ASEL PP e.pilot = Colorado - Comm SE/ATP ME CFI/II/MEI IR Tailwheel, CL-65 B767 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 Foghorn = KGTU - ASEL PPL IR 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, A320, A330/A350, IR, SEP (Airline SFO) IceLicker = USA - PP IR ImDifferent = USA - ASEL PP IR ImplicitAssembler = Canada - PPL ASEL, Rotary student 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 737 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 Nuggan = USA - PPL ASEL Paramotor Nullpunkt = Germany – CPL/ME Octoduck = USA - PP IR - naval aviator ohno = kbdu - student pilot Ormy = ??? - PPL UK overdesigned = KNKT - PPL SEL IR w/ HP, Tailwheel - Naval Aviator oversteer = UK - PP Glider Per = Denmark - PPL Prefect Six = ??? - PP ASEL Pilot to Gunner = USA - Student (Engaged to a UAV AF pilot) Pivo = Canada - student pilot Poise aka HarryLerman = ATP ASEL/AMEL IR (Naval aviator), B737, G100 PT6A = Canada - ASEL/AMEL Commercial, IR, Class 4 Random Letters = USA - ATP AMEL, Comm ASEL/ASES, IR CFI/II, Tailwheel, DHC-8 737 Type Rekinom = USA - Commercial AMEL, IR, Air Force Reztes = KRAL - Comm ASEL IR CFI Rickety Cricket = KDCA - ATP ERJ170/190 CFI/CFII rldmoto NC - PPL ASEL/ASES Super Drifter, building Rans S20 Rolo = NC, USA - Comm ASEL/ATP AMEL IR CFI/II/MEI + A&P, C525, LR60, DA-50 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 Sewer Adventure = - ESEA PPL (A) Sharma = - Comm ASEL/AMEL IR B200Shavnir = KTKI - PPL ASEL silversiren = KCRG - Student simble = P19 - ASEL PP Slamburger = US - ASEL PP sleepy gary = USA - PP ASEL SomeDrunkenMick = Ireland - Student Pilot St_Ides = Canada/USA/Kenya - PP, glider, hot-air CPL Stupid Post Maker = USA - Comm ASEL/ATP AMEL CFI/II SwimNurd = I73 - student Thaumaturgic = ??? - PP ASEL TheCobraEffect = USA - PP Helicopter/ASEL The Ferret King = USA - PP ASEL and CTO The Slaughter = USA - ATP AMEL/COMM ASEL MEI/CFI/II PIC E170/190 737 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 - ATP AMEL/Comm ASEL Type CL-65 Two Kings = USA - ASEL/AMEL COMM/IR CFI/II Unicom = Canada - ASEL PP unpurposed = ??? - PP ASEL unnoticed = USA - ASEL PP Varlock = Canada - High altitude ATC vessbot = USA - ATP ASEL/AMEL CFI L-39 Albatros, TBM Avenger, CL-65, tailwheel, aerobatics xaarman = US - ATP ASEL AMEL (Air Force) 707/737 Type Zero One = KDET - PP Everyone above has posted something since 2014. If you want to feel special, post your stuff with my name so I see the post, and I'll add you AWSEFT fucked around with this message at 12:59 on Jun 12, 2020 |
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May 23, 2017 13:22
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Answered in the first line. But still wow
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May 23, 2017 15:43
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Cool, a new thread. Congrats on the bus.
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May 23, 2017 16:30
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drat time flies. HaHAAAA. If we add types to the OP can I go ahead and throw C525 and LR60 to my name? The CJ type is SIC only for a couple weeks cause I'm off to FSI the first week of June 
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May 23, 2017 17:16
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Another thread time! Awseft mine could do with an update Colonel K = UK - EASA PPL IR(r) / nppl (Aeros, Night) and FAA 61.75 PPL
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May 23, 2017 17:51
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I guess since we're doing updates for the list ATP Types: L-39 Albatros TBM Avenger CRJ Also, CFI, tailwheel, aerobatics
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May 23, 2017 18:06
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You can change me from copilot to aircraft commander.
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May 23, 2017 18:14
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Yay new thread. Awseft, add me as USA PPL ASEL please
Nuggan fucked around with this message at 21:57 on May 23, 2017 |
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May 23, 2017 18:24
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I've got MEI now.
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May 23, 2017 18:53
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vessbot posted:I guess since we're doing updates for the list Who does one need to know to get to play with toys like these? Also, what's the insurance like for those birds?
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May 23, 2017 19:46
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Yay add me. I have an ESEA PPL (A)
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May 23, 2017 20:28
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Yeah add me too, PPL, flying a Super Drifter and building a Rans S20 in North Cacalacky.
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May 23, 2017 22:04
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Perhaps this could be added to the OP. https://forums.somethingawful.com/showthread.php?threadid=3474976 I intended it to be just about Ultralights and Homebuilts but it has turned into a catch all for my aviation which is more on the fun side rather than the professional side. I even updated all the broken tinypic links from my first year of ultralight flying.
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May 23, 2017 22:44
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rldmoto posted:Yeah add me too, PPL, flying a Super Drifter and building a Rans S20 in North Cacalacky. Where in NC?
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May 24, 2017 00:37
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i am kiss u now posted:Cool, a new thread. Congrats on the bus. AWSEFT, who'd you get on with? Frontier? I start year eight in the 7X on June 1. As such, I'm ruined for conventional aircraft for life.
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May 24, 2017 01:42
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ausgezeichnet posted:AWSEFT, who'd you get on with? Frontier? I start year eight in the 7X on June 1. As such, I'm ruined for conventional aircraft for life. I'm gonna guess either he's no longer "blue" about aviation or he has "(red) wood" because he's so excited.
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May 24, 2017 01:49
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OP is caught up to this point. Both incorrect AWSEFT fucked around with this message at 02:45 on Mar 20, 2019 |
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May 24, 2017 03:30
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Needs to be an updated section on BasicMed. Any volunteers?
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May 24, 2017 07:37
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Might want to add to the Part 141 section that, in some cases with college programs (at least with us), you need to have a medical certificate in hand before you can even think of registering for the Private flight lab but YMMV, check with the college. This is apparently enough of an issue that our flight training partner hands out flyers with detailed instructions on what you have to do from MedXpress registration to the first flight.Captain Apollo posted:Needs to be an updated section on BasicMed. Here's a starting point with FAQs: https://www.faa.gov/licenses_certificates/airmen_certification/basic_med/
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May 24, 2017 16:44
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One thing to note with basicmed that at least my AME mentioned to me was that a lot of doctors are hesitant to take on that liability and therefore will not sign you off. If you can swing it, just get a 3rd class medical. My AME said that at least when they issue a 3rd class medical, if something were to happen, the FAA has their back.
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May 24, 2017 17:59
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Captain Apollo posted:Needs to be an updated section on BasicMed. You (or somebody) write it and I'll post it. It could also be a shorter description and a link to the FAA. I'd be ok with that.
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May 24, 2017 19:19
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Here's my quick " WTF is BasicMed?" Any comments/suggestions are welcome. What is BasicMed? BasicMed is a program that allows people to fly without having to maintain an FAA medical. What do I need to fly under BasicMed 1: Hold a US driver's license 2:Hold (or have held) a medical certificate issued by the FAA at any point after July 15, 2006. 3:Answer the health questions on the Comprehensive Medical Examination Checklist 4:Get your physical examination by any state-licensed physician, and have that physician complete the CMEC 5:Take the online medical education course and complete the attestations/consent to the National Driver Register (NDR) check. What can I fly under BasicMed 1. Fly with no more than five passengers. 2. Fly an aircraft under 6,000 lbs maximum certificated takeoff weight. 3. Fly an aircraft that is authorized to carry no more than 6 occupants. 4. Flights within the United States, at an indicated airspeed of 250 knots or less, and at an altitude at or below 18,000 feet mean sea level (MSL). 5. You may not fly for compensation or hire. What if I have a medical condition that might keep me from getting a medical? For certain cardiovascular, neurological, or mental health conditions, the FAA will require a special issuance, but only once. For more details, see the FAA BasicMed website, and AOPA has a pretty good explanation as well. https://www.faa.gov/licenses_certificates/airmen_certification/basic_med/ https://www.aopa.org/news-and-media/all-news/2017/january/12/aopa-details-basicmed-rule Other stuff to be aware of As of June 2017, BasicMed isn't recognized in Canada or Mexico, although this may change. azflyboy fucked around with this message at 20:14 on May 24, 2017 |
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May 24, 2017 19:52
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I've been hearing about this supposed reticence by physicians to sign off on a Basic Med form. Interestingly, I haven't actually heard of anybody being denied, and even if they were it's not reportable so they can find a physician who is comfy with the idea! This anecdotal evidence and hearsay are doing a lot to destroy some hard fought good intentions. As a gentle reminder, an overarching principle of BasicMed is that you develop a relationship with your physician. I think we're all overreacting to the supposed fear of denial, but we have to remember that a 3rd class medical denial instantly goes to Ok City, while a BasicMed "refusal" means the patient uses some capitalism to find a doctor that is comfortable with the patient. I've done some research on this: Here is the medical exam the Department of Transportation requires for truck drivers: https://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/docs/MedicalExaminationReportForm_091616_MCSA_5875.pdf Here is the medical exam the FAA requires for BasicMed: https://www.faa.gov/documentLibrary/media/Form/FAA_Form_8700-2.pdf The DOT has a search feature where you can find a physician that participates in the DOT signoffs: https://nationalregistry.fmcsa.dot.gov/NRPublicUI/home.seam I used Omaha, NE as an example. Doing a search led to 16 pages worth of medical examiners. I'm going to try and leave as much snark out of this reply as possible because I think it's important for future, current, and past aviators to be able to see through the "comments section" of this new process.
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May 24, 2017 20:11
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i am kiss u now posted:One thing to note with basicmed that at least my AME mentioned to me was that a lot of doctors are hesitant to take on that liability and therefore will not sign you off. If you can swing it, just get a 3rd class medical. My AME said that at least when they issue a 3rd class medical, if something were to happen, the FAA has their back. Someone who gets patients and receives money off of medicals has some FUD to say about their services not being required? Why, I never! And the only sense in which the FAA would have their back if someone had a type of medical aviation issue that would get a "normal" doc in trouble with his liability insurance would involve the FAA's knife as well as the AME's insurance company's knife. My personal physician had no issue signing my BasicMed paperwork back on May 1. Doctors sign medicals all the time for truck drivers, scuba divers, etc; it's not exactly an uncommon thing to do.
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May 25, 2017 03:41
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Yeah, I took it with a grain of salt. I think basicmed is a great idea and if I had known about it before I needed to get a special issuance for my last medical, I totally would have done it. Then I wouldn't be jumping through all this poo poo that I have to now. The FAA standards for a disqualifying event for even a 3rd class medical are absolutely outrageous. I'm guessing that if I asked my PCP to do it, they totally would.
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May 25, 2017 03:55
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gently caress me is this thread really 11 years old now? jesus christ. today some lady wouldn't leave the lav at 2500 ft on final so the flight attendants decided that was good enough to break sterile and call me and at the same time Alaska did a horrible join to a parallel runway next to us and gave us a DESCEND DESCEND ra while the flight attendants were trying to explain to me what was up with this woman. This is the kind of poo poo they don't train you for in flight school. Or IOE, for that matter.
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May 25, 2017 10:03
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I see the next airline fiasco centering around the bathroom. On my flight to Paris on Aer Lingus, an elderly woman couldn't understand why she couldn't use the bathroom during turbulence. Obviously, arguing, speaking loudly, and gesturing to Irish stewardesses (Im assuming she couldn't understand them so thought they didn't speak English??) was the answer. She in turned tried to pick a fight during every drink service. I'll give it to the head stewardess. She talked this woman down and was nothing but pleasant and completely pacified her.
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May 25, 2017 16:10
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I don't see why they don't just put a seatbelt on the toilet and sell it as an extra seat.
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May 25, 2017 16:46
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Funny you mention that. The King Airs the Navy flies for flight school have one and a relief tube if you simply have to pee. If the Chem toilet is used, it has to be suctioned/cleaned/refilled and noted with a MAF. It's contained underneath a bench seat next to the door/stairs. No curtain. It does have a seatbelt and when you are trying to fill every seat, you use it as a seat. The Navy uses the flight school C-12 to fly students out to Roswell and El Paso for winter detachments when weather is lovely in coastal Texas-- move like 12 students at once and also get cross country training for a few at the same time. One of my last flights from flight school I was reviewing the ADB and saw a passenger manifest from the last flight. 12 people-- drat, full flight. Next page? MAF for the chem toilet. Some bastard took a poo poo, no door or curtain, in a full King Air.
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May 25, 2017 17:49
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Rolo posted:Where in NC? Just outside Southern Pines, an hour south of Raleigh. Near KSOP and BQ1.
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May 25, 2017 17:55
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rldmoto posted:Just outside Southern Pines, an hour south of Raleigh. Near KSOP and BQ1. Oh neat. I practically grew up at KTTA so I knew a lot of builder-bums in the area. I'd love to build something someday.
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May 25, 2017 18:22
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rldmoto posted:Just outside Southern Pines, an hour south of Raleigh. Near KSOP and BQ1. haha wow I'm just over the state line from rockingham
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May 25, 2017 18:54
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I'd love to finish something one day! I'm in the covering stage, but aside from learning how to do it as I go, life is getting in the way currently. I was hoping to be finishing it up by the end of the year and that's looking less and less likely. On the upside, the weather is warming up and I've got this to fly:
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May 25, 2017 18:55
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Is that on your own property? Respect either way, that thing is so cool looking.
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May 25, 2017 19:11
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The Slaughter posted:gently caress me is this thread really 11 years old now? jesus christ. Parallel approaches at SEA are always fun with the TCAS. I've done several approaches there with the "MONITOR VERTICAL SPEED" going off repeatedly (which also comes with HUD symbology) during the last few miles of the approach because it thinks we're going to hit the airplane on the parallel runway.
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May 25, 2017 19:31
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Bob A Feet posted:Funny you mention that. The King Airs the Navy flies for flight school have one and a relief tube if you simply have to pee. If the Chem toilet is used, it has to be suctioned/cleaned/refilled and noted with a MAF. It's contained underneath a bench seat next to the door/stairs. No curtain. It does have a seatbelt and when you are trying to fill every seat, you use it as a seat. The Navy uses the flight school C-12 to fly students out to Roswell and El Paso for winter detachments when weather is lovely in coastal Texas-- move like 12 students at once and also get cross country training for a few at the same time. Hey, if it's that or making GBS threads your pants, you use the chem toilet.
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May 25, 2017 20:13
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Rolo posted:Is that on your own property? That's a local grass strip. I am almost never on pavement, which is a good and a bad thing. It makes me work a lot harder when I fly into a real airport, but grass is just so much more fun.
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May 25, 2017 22:37
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Bob A Feet posted:I see the next airline fiasco centering around the bathroom. On my flight to Paris on Aer Lingus, an elderly woman couldn't understand why she couldn't use the bathroom during turbulence. Obviously, arguing, speaking loudly, and gesturing to Irish stewardesses (Im assuming she couldn't understand them so thought they didn't speak English??) was the answer. She in turned tried to pick a fight during every drink service. I can totally see this. I was on a flight, thru 10k, FAs are getting their carts together, and my morning coffee hits me. I got up to use the lav and she barks at me to sit. Being a pilot I understand the rules but if the flight deck isn't gonna turn the sign off on a 3 hour flight we're gonna have an issue. Before she pushed the cart down the aisle she saw me watching and called up front to get the sign off. AWSEFT fucked around with this message at 02:44 on Mar 20, 2019 |
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May 26, 2017 02:41
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| # ? Sep 13, 2024 05:08 |
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So, for the OP, "Desi - CYOW/CYQT, ATPL, FI, FII, MEI, Mitsubishi MU2" Speaking of the MU2, there was a bit of an interest in the plane when I got the gig, thought I'd follow up now that I've got about ~150 hours on type. For one, I can say without a doubt, I don't know jack at 150 on type and this is after receiving top notch training and flying with some of the highest time MU2 pilots in the world as my captains. This thing is one hell of a machine that is an awesome medevac platform. I came in with 1700TT and 600MPIC and all that counted for effectively jack, as this plane is, in a word, humbling. It is an extremely high performance (in its class) and unstable airplane that demands constant and active monitoring and flying. If you rest for a minute, or get lazy with your scan for just a second, you will see the consequences immediately. If you have an emergency and are not prepared or well trained enough to handle it.... well, the airplane's accident history can address that. But if you respect the machine and fly it precisely and by the book you get incredible performance. We fly these things flat-out per SOPs and as a result are usually cruising up to FL280 over 300kts GS and I've seen just over 400 on occasion. We can hold 250kts to the 10 mile fix, haul the power back, dirty it up, and put it onto a remote gravel strip in a reserve hundreds of miles from civilization (look up CYPO and CYER) without breaking a sweat. On the flip side, we pick up our patients and bring them into dense airspace and mega-airports such as CYYZ, CYOW, CYTZ, and the like, where we can mesh into the flow of traffic without issue - heck, coming back into our base I've heard Q400's being told on multiple occasions to "keep your speed up as long as safely able, you're being followed by a medevac Mitsubishi that is gaining." Suffice to say, I'm having fun!
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May 27, 2017 13:23
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