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The Slaughter posted:She can change the ticket to use it at a later date if she's willing to pay the change fee... If it's a non-refundable fare, then the insurance company would really be her only other option. And by later date, that means all travel completed within a year. And some economy fares don't qualify for changes. https://www.delta.com/content/www/en_US/traveling-with-us/ticket-changes-refunds/ticket-changes.html
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Feb 3, 2015 17:29
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fordan posted:And by later date, that means all travel completed within a year. And some economy fares don't qualify for changes. https://www.delta.com/content/www/en_US/traveling-with-us/ticket-changes-refunds/ticket-changes.html It'd help if we had the exact fare code. For the most likely ones you'll be able to convert it delta credit minus the $200ish change fee. E isn't refundable, Y is full fare and refundable. B and M won't have the change fee.
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Feb 3, 2015 17:48
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So with the American regional industry getting hard up for ATPs, anybody think they'd do the leg work to take on a Canadian with an ATPL? I'm still a while away from that (chasing the 500-hr mark as an instructor) and the opportunities up here are either limited or in some god forsaken place north of 60. Its a joke for a Canadian to get a full on standalone FAA equivalent license, but the hurdle has always been the Right to Work in the US requirement - an airline would basically have to be willing to put in a bit of legwork for a work visa, which wouldn't be too hard to prove a need for by the looks of it.
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Feb 4, 2015 00:49
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Desi posted:So with the American regional industry getting hard up for ATPs, anybody think they'd do the leg work to take on a Canadian with an ATPL? I'm still a while away from that (chasing the 500-hr mark as an instructor) and the opportunities up here are either limited or in some god forsaken place north of 60. Its a joke for a Canadian to get a full on standalone FAA equivalent license, but the hurdle has always been the Right to Work in the US requirement - an airline would basically have to be willing to put in a bit of legwork for a work visa, which wouldn't be too hard to prove a need for by the looks of it. The first place I'd look would be how your license might mesh with the terms of The ATP Law, because God knows there's some stupid, stupid stuff in that reg (i.e., Instrument AND Commercial must be completed Part 141 at an approved college for time credits, with no grandfathering).
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Feb 4, 2015 03:55
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CBJSprague24 posted:The first place I'd look would be how your license might mesh with the terms of The ATP Law, because God knows there's some stupid, stupid stuff in that reg (i.e., Instrument AND Commercial must be completed Part 141 at an approved college for time credits, with no grandfathering). That only applies if he's trying to get the r-ATP at 1000/1250 hours. If he's shooting for 1500 hours it's no issue.
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Feb 4, 2015 07:28
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Desi posted:So with the American regional industry getting hard up for ATPs, anybody think they'd do the leg work to take on a Canadian with an ATPL? I'm still a while away from that (chasing the 500-hr mark as an instructor) and the opportunities up here are either limited or in some god forsaken place north of 60. Its a joke for a Canadian to get a full on standalone FAA equivalent license, but the hurdle has always been the Right to Work in the US requirement - an airline would basically have to be willing to put in a bit of legwork for a work visa, which wouldn't be too hard to prove a need for by the looks of it. Like the thread title says, the pilot shortage in the US is more a case of people not wanting to work for regional poverty wages than an actual shortage of pilots, at least for now. Since getting a work visa would cost an airline time and money on top of the same pay/benefits they'd have to provide a US citizen, I really can't see any regionals here willing to put in the extra effort and money unless things get significantly more desperate for finding pilots.
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Feb 4, 2015 08:53
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Has anyone gotten their PPL in northern NJ within the last couple of years? I've saved up enough that so long as my company meets performance goals and I get my bonus, I can finally start lessons - I'm just trying to get solid handles on total costs incurred to make sure I'll be in the right spot.
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Feb 4, 2015 19:51
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MJP posted:Has anyone gotten their PPL in northern NJ within the last couple of years? I've saved up enough that so long as my company meets performance goals and I get my bonus, I can finally start lessons - I'm just trying to get solid handles on total costs incurred to make sure I'll be in the right spot. There's no solid total cost. $8k-$14k is a reasonable range to assume, all in (including books, modest set of gear, and the written exam + checkride and medical).
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Feb 4, 2015 20:45
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DNova posted:There's no solid total cost. $8k-$14k is a reasonable range to assume, all in (including books, modest set of gear, and the written exam + checkride and medical). And don't pay any flight school upfront for everything all at once; flight schools aren't exactly the most stable businesses around and people have been burned when their school has gone bankrupt with their training money. I mean, buying blocks of flight time in reasonable chunks sure, a fixed sub-$1k amount for ground school ok (although lots of flight schools tell you to do ground school on your own with books or online/video with King Schools or Sportys). In South Jersey I passed my checkride with 60 hours of training, and aircraft rental + instructor was like $140 (6 years ago though), so I spent like $8400 on flight training (a bit less since some of it is solo), plus $4-500 for King Schools & Jeppesen books for the written, plus headset, fuel sampler, flight bag, charts, other such aviation gadgets. So I did it probably just shy of $10k. I'd expect it to be a bit more expensive up in North Jersey and nowadays. You might be ready for the checkride closer to the 40 hour minimum, but that's a dangerous thing to assume when budgeting.
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Feb 4, 2015 21:06
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hey so my friend is about two weeks out from having his private, intrumental, commercial, and multi-engine license. he only has two-hundred and fifty hours and he's hoping to get into low paying cargo/ pipeline patrol right after graduating. is this feasible or do i need to smack him on the head and get him to get the instructor cert? my concern is that due to the amount of hours on his log that he'll have to spend a year or two slinging pizzas and what not to pay off his student loans and checking planes out to build up his hours before he'll even qualify for the lowest of the low pilot jobs.
havent heard a peep fucked around with this message at 10:39 on Feb 5, 2015 |
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Feb 5, 2015 09:48
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He should get the instructor cert, it's possible to get jobs at 250 without it but they're few and far between for sure. its just competitive enough to where they don't usually need someone with 250.
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Feb 5, 2015 19:59
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Hey guys, what do you all think of this: http://www.bbc.co.uk/news/magazine-31109732 Essentially talking about reducing separation distances to save money and delays. I'm not a pilot so I'd appreciate some insight from you guys. I should crosspost this in the ATC thread I guess.
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Feb 6, 2015 09:51
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liquidfire posted:hey so my friend is about two weeks out from having his private, intrumental, commercial, and multi-engine license. he only has two-hundred and fifty hours and he's hoping to get into low paying cargo/ pipeline patrol right after graduating. is this feasible or do i need to smack him on the head and get him to get the instructor cert? my concern is that due to the amount of hours on his log that he'll have to spend a year or two slinging pizzas and what not to pay off his student loans and checking planes out to build up his hours before he'll even qualify for the lowest of the low pilot jobs. Aerial survey. Some places may start hiring again in May.
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Feb 7, 2015 05:43
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So, the ATR crash in Taipei. One engine auto-feathered, and the crew reacted by immediately shutting down the good engine. Is anyone here who was an instructor for Chinese indentured servant ab initio students surprised by this? I am not in the slightest.
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Feb 7, 2015 18:01
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Animal posted:So, the ATR crash in Taipei. One engine auto-feathered, and the crew reacted by immediately shutting down the good engine. Even worse than that. They didn't "immediately" shut down the good engine, they spent 40-50 seconds dicking around with it doing partial power reductions, and then shut it down ??
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Feb 7, 2015 18:59
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The pilot is a hero though because his hand was still on the stick when they found his mangled body.
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Feb 7, 2015 19:40
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Trying hard: the ultimate measure of success.
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Feb 7, 2015 21:35
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Animal posted:Is anyone here who was an instructor for Chinese indentured servant ab initio students surprised by this? I am not in the slightest. I never taught multi engine, but hearing the horror stories from my MEI friends doesn't shock me. One time at night one student was setting up to land on the lighted street perpendicular to the airport rather than the runway. I guess the cars on the road didn't clue him in? Anyway, interesting thrust question: the cf34 gets roughly 85% of thrust from bypass air and 15% from core N2, according to my company's training material. What's the approximate pounds on thrust on this? I ask because one of my friends raised the question of whether this in regards to airflow (mass) or pounds thrust (force)? Any RJ drivers/mechanics want to tackle this? Butt Reactor fucked around with this message at 22:23 on Feb 8, 2015 |
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Feb 8, 2015 01:43
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Not sure you're stating the question right. To figure out the pounds of thrust of the bypass flow, you'd simply multiply the pounds of thrust of the engine by .85 edit: Are you saying you're not sure if 85% of thrust comes from the bypass, or 85% of the mass flow goes through the bypass? vessbot fucked around with this message at 01:58 on Feb 8, 2015 |
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Feb 8, 2015 01:52
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Mass flow rate percentage and thrust percentage aren't going to be equal, since the core flow gets accelerated more than the bypass flow; the two aren't interchangeable. But yeah since you said you know 85% of thrust comes from bypass, just multiply total engine thrust by .85.. If you want mass flow rates you'd need to know core flow and bypass flow exit velocities and temperatures and probably some other stuff that I've forgotten since I went to college. edit: and if you are saying you only know that the fraction of mass flow in the bypass is .85 then you'd need the above to properly calculate thrust fractions.
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Feb 8, 2015 02:20
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Butt Reactor posted:I never taught multi engine, but hearing the horror stories from my MEI friends doesn't shock me. One time at night one student was setting up to land on the lighted street [i]perpendicular[i/] to the airport rather than the runway. I guess the cars on the road didn't clue him in? Perpendicular? How does that work? I can understand parallel, in fact delta has proved that 757s can land on parallel taxiways without a problem! Speaking of Delta, I'm stuck in Narita for another 4 hour because apparently the incoming flight was struck by lightning and they need to inspect it. I can't decide whether a 3 hour delay seems too long or short for that - what exactly are they checking?
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Feb 8, 2015 09:48
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I just had to post something about the 3 hour delay. It's now more like a 14 hour delay.
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Feb 8, 2015 12:36
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hobbesmaster posted:I just had to post something about the 3 hour delay. It's now more like a 14 hour delay. Just a guess but: I'd say they're waiting on a replacement for whatever part was struck by lightning. A lightning strike will usually leave a hole or remove part of whatever it hits. Usually it's a wingtip or nose cone or some part that can be replaced quickly but they may be waiting for the part to come in on the next flight from the U.S.
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Feb 8, 2015 15:19
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hobbesmaster posted:I just had to post something about the 3 hour delay. It's now more like a 14 hour delay. Probably crew duty issues. Those duty days can't deal with last minute delays.
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Feb 8, 2015 17:00
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SCOTLAND posted:Probably crew duty issues. Those duty days can't deal with last minute delays. That makes sense, the delay is even long enough to use the same crew if they timed out. I liked the passenger complains in the skyclub. "What you don't have a spare plane?!" "I've flown between Taipei and Japan 30 times and this has never happened before!" Agent: "Its delayed until 7am" Passenger: "you mean the flight is cancelled"
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Feb 8, 2015 21:40
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Morning or whatever it is... If anyone wants to attempt to pick my brains regarding commercial flying please feel free. I am a SFO with a British Carrier currently operating the 757/767 but slated to reconvert to the A320/321 sometime this summer. I still also muck around in light singles in my spare time. Any questions sling them my way. hjp766 fucked around with this message at 10:54 on Feb 9, 2015 |
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Feb 9, 2015 10:52
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hjp766 posted:Morning or whatever it is... Are cockpit doors soundproof and insulated from airflow generally? If someone was having a loud freakout in first class, would you be able to hear it if you took off your headset? How do you contact the flight attendants? As a percentage, how much higher would your fuel burn be if you were flying at 10,000-14,000 feet and at cruise power, compared to flying in the normal flight levels?
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Feb 9, 2015 11:53
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What are the competitive hiring mins for mil/civ?
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Feb 9, 2015 14:44
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DNova posted:Are cockpit doors soundproof and insulated from airflow generally? All cockpit doors I've encountered have a kick out panel in them for emergencies... the level of airflow that gives varies. quote:How do you contact the flight attendants? Interphone via the same headsets we use for talking to ATC. quote:As a percentage, how much higher would your fuel burn be if you were flying at 10,000-14,000 feet and at cruise power, compared to flying in the normal flight levels? Fuel flow is relatively stable for a given thrust rating at all levels, the difference is in the amount of thrust and speed achieved at the different levels. We use roughly the same power as a ballpark for all phases once we've climbed up to cruise, and actually slightly less in the pattern and coming in to land. However, we're doing M0.76-M.82 in the cruise, 240 knots initially in the pattern and between 130-170 knots during approach dependant on how far out we are. Given we reckon on about 80 kilos of fuel per minute to achieve normal (240kts) speeds at 10000 ft to get LRC (approx. 300 kts) probably add at least 50-70%. We go from about 1.2 EPR to 1.4 or 1.5 EPR which is equivalent to the fuel burn on climb out.
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Feb 9, 2015 16:08
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Any Australians in here? Anyone that's got some insight into aviation in Oz?
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Feb 9, 2015 16:47
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Tony Montana posted:Any Australians in here? Anyone that's got some insight into aviation in Oz?
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Feb 9, 2015 17:56
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Just had my first go around in a commercial jet. RJ145 on approach to ORD, was passing over 90 when we throttled up and headed back into the cloud. I figured it was a minimums issue but they announced that ATC deemed their separation inadequate.
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Feb 9, 2015 18:07
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PSA is getting 24 more CR9s. Apparently, this will delay at least part of the CR7 transfer from Envoy.hobbesmaster posted:That makes sense, the delay is even long enough to use the same crew if they timed out. People are dumbasses when it comes to travel. I got a book about 10 years ago called Air Sick Humor which is sort of a best of of travel morons at their worst. I'm amazed at the number of "experts" who haven't figured out that the airlines aren't in control of the weather. CBJSprague24 fucked around with this message at 02:30 on Feb 10, 2015 |
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Feb 9, 2015 18:53
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Is there a postwar aircraft with a worse safety record than the FH-227? Wiki says 23 of the 78 built crashed which seems absolutely ludicrous to me. edit - I stumbled across this while reading about the cannibal rugby team of movie fame
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Feb 10, 2015 15:51
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CBJSprague24 posted:PSA is getting 24 more CR9s. Apparently, this will delay at least part of the CR7 transfer from Envoy. No word on our side about the delay in the CR7 transfers. I'd like to believe it's real but who knows at this point.
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Feb 10, 2015 17:26
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bewbies posted:Is there a postwar aircraft with a worse safety record than the FH-227? Wiki says 23 of the 78 built crashed which seems absolutely ludicrous to me. I could argue that the Comet is up there... http://en.wikipedia.org/wiki/De_Havilland_Comet As noone understood the problems of metal fatigue and the original square picture windows copied from non-pressurized aircraft killed it off, and handed the rest of the world the aircraft industry which had effectively been half dominated by the UK due to being the first successful production jet in respect of actually technology except the window frames!
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Feb 10, 2015 19:24
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Has anyone in here worked as a Part 65 flight dispatcher? I'm going to be looking for a new job soon, and my previous work experience lets me go directly to the exam phase. I'm looking for general info like starting salary, how willing you have to be to move, typical hours, etc.
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Feb 10, 2015 21:34
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hjp766 posted:I could argue that the Comet is up there... Such a beautiful plane though.
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Feb 10, 2015 21:58
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Tony Montana posted:Any Australians in here? Anyone that's got some insight into aviation in Oz? I got my CPL and MECIR and did ATPL exams in Australia but never went into the industry. Not sure how useful I'll be but ask away.
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Feb 10, 2015 22:16
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hjp766 posted:I could argue that the Comet is up there... e.pilot posted:Such a beautiful plane though. That was a great way to start the morning, what an interesting read. The cockpit is something straight out of WW2  SeaborneClink posted:There was an ENROUTE controller answering questions in the ATC thread I was more looking for pilots to ask them about the path in Oz. Jon Von Anchovi posted:I got my CPL and MECIR and did ATPL exams in Australia but never went into the industry. Not sure how useful I'll be but ask away. Hi  So where did you train? How much did it cost you? How long did it take you? Any insights into if you did it again, how to do it better? What's it like trying to get a job flying in Australia? Could we put together a bit of a primer on flying in Oz like the great OP these guys have written for the US? Thanks mateFor everyone, this is airing on Aussie TV at the moment and I've found it interesting. If you haven't seen it it's a British series called 'Worst Place to be a Pilot' which almost sounds like a bit of a throw-down to challenge orientated aviation types Here is the first episode of the 4th series.. they're all Cessnas and the Caravan is about as big as they get but when you see where they are putting them down and the terrain, that is why the series is interesting.https://www.youtube.com/watch?v=6jFsVRQyhlg
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Feb 11, 2015 01:44
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