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ATC will make you climb or cancel (I think). If you're VFR FF on a victor route they'll advise you to climb. Just file 7000. Direct.
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Sep 12, 2017 01:47
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Fair enough, I'll just do that. Thanks for the input, guys.
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Sep 12, 2017 01:55
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I'd love to hear input from a controller that actually deals with MEAs and such. MEAs in ZMA airspace are ENTIRELY 3000ft, and the MVA is between 2 and 3k, mostly (98%) 2.  My partially-educated-but-probably-wrong thought would be if you filed SLK direct RIGID, you'd avoid the MEA requirement for the airway, since you're then RNAV, instead of of radio nav. 
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Sep 12, 2017 03:47
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Captain Apollo posted:Op update please Done. Congrats!
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Sep 17, 2017 13:30
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Our chief flight instructor and flight training manager, who seemed content to run the flight school and instruct until retirement (and had done so for 10 years at least), abruptly hosed off for the airlines. I had a promotion pending which was dependent on her staying. I would've moved from the office to the airport.  e- gently caress, I forgot she was going to try and get me a raise over my current job, too. Higher hourly pay with a few less hours worked (net result would've been I'd have made more) and infinite remote work ability. 
CBJSprague24 fucked around with this message at 01:31 on Sep 18, 2017 |
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Sep 18, 2017 01:21
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I'm still waiting on my part 91 pay raise I asked for in July. The plane went down for Mx for a month immediately after I asked. Now management doesn't want to ask for more money for my raise because the owner hasn't had his plane. I get what they're getting at, but still come on. None of that was my fault, the plane is back and my raise would be a drop in a bucket compared to the money they push around.
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Sep 18, 2017 02:53
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Anyone happen to know how ultralight regulations work when you already have a pilot cert? Do they change at all? I was watching videos of someone flying a paramotor today, and I was wondering if I had a radio and put proper lighting on it, are you then allowed to fly over congested areas, into ATC controlled airspaces, etc?
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Sep 18, 2017 19:14
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An ultralight can fly into controlled airspace with prior authorization from the controllers but you are always restricted to sunrise-sunset according to 103.11(a). Your license has no affect on the limitations on Ultralight flying. The FAA AC 103-7 is a pretty good reference for the requirements of part 103 flight. I'm pretty sure you have to build an experimental if light aircraft if you want to remove some of the limitations of Ultralight flying.
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Sep 19, 2017 05:37
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freezepops posted:An ultralight can fly into controlled airspace with prior authorization from the controllers but you are always restricted to sunrise-sunset according to 103.11(a). Your license has no affect on the limitations on Ultralight flying. The FAA AC 103-7 is a pretty good reference for the requirements of part 103 flight. Thanks for that. I'm not really looking to get around any regulations, I was just curious on if there was any effect from having a license since I couldn't find any info about it. Anyone around here done a paramotor before? They look incredibly fun, especially with how low you can fly. I imagine they don't do well with crosswind or turbulence though.
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Sep 19, 2017 05:54
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Nuggan posted:Thanks for that. I'm not really looking to get around any regulations, I was just curious on if there was any effect from having a license since I couldn't find any info about it. At the speeds they fly at, there's no such thing as crosswind. You just fly "into the wind" The FliteTest people have done a bunch of stuff with paramotors. Hop on youtube and look up FliteTest and PPG.
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Sep 19, 2017 14:50
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320 passed for another year - shame I haven't flown it since January and am not rostered to fly it for at least another 2 months  back to the 330 I go
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Sep 21, 2017 18:19
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Update the list, I just passed my multi-engine ride!
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Sep 24, 2017 01:48
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Pics of your enlarged quads on your right leg?
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Sep 24, 2017 02:07
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e.pilot posted:Pics of your enlarged quads on your right leg? I did the rating in a Seneca, so I had counter-rotating props and thus no critical engine. Thank god for the small things -- at least I got both legs worked evenly. It's a really goddamn nice plane, extremely well-mannered and easy to control. I think all of the three flight schools at my home airport are using them exclusively for twin training now, after the lovely incident with the awful, lovely Tecnam piece of Italian trash.
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Sep 24, 2017 02:22
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Deets on the tecnam incident? Sounds like fun. That plane looks really good on paper but just kinda sucks in the real world.
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Sep 24, 2017 03:00
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e.pilot posted:Deets on the tecnam incident? Sounds like fun. An idiot bought a plane with a SESC of 3000 ft. for a flight school based at 4000 ft. and then one crashed and people died. The report hasn't been released but I'm willing to bet it involved an adventure below Vmc with simulated engine failure, followed by a spin which may have been unrecoverable. Two instructors on board at the time. Later, we found out all the CFIs around told them what a poor plane they were buying, and some flight test examiners refused to do checkrides on them even before the crash. I totally get the appeal of a twin trainer that sips avgas, rather than burning 18-20 gph, but it turns out that when you optimise for efficiency alone, you get a poo poo plane.
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Sep 24, 2017 03:10
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Congrats PT6A. I'm curious, can you give a brief outline of the Oral and Practical? I'd like to see the Canadian version of these rides. Did you have to have a certain amount of hours before you could take the ride, for example?
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Sep 24, 2017 17:06
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Captain Apollo posted:Congrats PT6A. Thanks! There are no minimum hours, you just need a recommendation from an instructor. Most people do the flight test with around 10 hours. Myself, I had 10.8. The ground portion was fairly simple. You had to demonstrate that you could calculate weight and balance, fuel requirements, ASD, single engine service ceiling, etc. Then he asked some questions about multi-engine-specific theory (critical engines, Vmc, effects of forward vs. rear loading with one engine inoperative, etc.), had me recite the important V-speeds from memory, and asked some systems-related questions about the aircraft. He supervised the walk-around (which is technically an "air item," meaning if you were to fail you are eligible for a partial re-test of that item alone). The practical portion consisted of a standard circuit and a touch-and-go, followed by general climb/departure procedure. He gave me a simulated engine failure during cruise, then we did the upper air work. We started with maneuvering at reduced airspeeds -- basically slow the aircraft down to 80 KIAS, add in flaps and gear, all while maintaining speed, heading and altitude, including through a 180-degree turn with 30 degrees of bank. From there, without returning to cruise configuration, we did the approach-to-stall in dirty configuration (meaning you recover at the first indication of a stall). Then we did the full stall in clean configuration, followed by recovery to cruise flight. Then we did steep turns, 180 degrees one way, 180 degrees the other way at 45 degrees of bank. Finally, we did simulated engine failure during overshoot (the one exercise I was worst at during training, but pulled off perfectly on the flight test). On the way back to the airport, he simulated an engine fire, so we set zero thrust on the engine in question after I had simulated securing the engine properly, and flew the circuit and landed on one engine. After we taxied back, he asked a few questions about other emergency situations -- such as gear extension problems, propeller overspeed and something else I can't remember. The official Transport Canada standard is here: https://www.tc.gc.ca/eng/civilaviation/publications/tp219-menu-3292.htm Interestingly, I don't think there's any requirement to have a separate rating in order to instruct the multi-engine rating in Canada -- you just need a multi-engine rating and an instructor rating. That being said, it is our policy (due to insurance requirements, I believe) that instructors must have 50 hours on type to instruct the rating, so at the moment only our CFI can do them. With students that already have the multi-engine rating, an instructor that holds a group 1 instrument rating can instruct the instrument rating in the Seneca without 50 hours on type, I believe. EDIT: I'd be interested to know how that compares to the US standard. Another difference is that there is no complex aircraft requirement for the CPL in Canada, so this was my (and I'm guessing a lot of students') first exposure to retractable landing gear and constant-speed props. PT6A fucked around with this message at 19:23 on Sep 24, 2017 |
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Sep 24, 2017 19:11
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Oh man, I remember my SE/ME commercial ride. I didn't know about it until the examiner walked into the flight school and asked for me (I knew it would be a combined checkride, but didn't know when it was going to be). After confirming with my instructor that it was indeed for today, we were both (the examiner and I) a little pissed. The oral was very casual, we just talked about everything that was supposed to be covered in the oral less of an exam-type discussion and more of a 'let's just talk about this poo poo so I know you know what you're talking about'. I think he talked more than I did, mostly cool flying stories from his career. The flight was very relaxed too. I did the SE stuff in the Cherokee and nailed everything except the engine out landing, he didn't like that I did a forward slip to ensure I made the landing. The ME/complex work in the Seminole was also straight forward, nothing tricky aside from pulling the breaker for the landing gear (which I admittedly saw him pull so the troubleshooting was really only one step). It was truly an enjoyable experience, which I would not say about any other checkride I've had. I just pulled out my logbook and that was 10 years ago in November. Holy poo poo
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Sep 24, 2017 20:41
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PT6A posted:Update the list, I just passed my multi-engine ride!  Congrats! Done.
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Sep 25, 2017 00:26
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PT6A posted:I did the rating in a Seneca, so I had counter-rotating props and thus no critical engine. Thank god for the small things -- at least I got both legs worked evenly. Oh, so the P2006t has made its way north I see? Agreed on the performance (or lack thereof), I did my ME checkride in one a few years ago. Thankfully most of my twin flying at that point was in a shitbox Cessna 310, so I was used to gremlins and such popping up at the worst time during the checkride.
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Sep 26, 2017 02:26
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Anyone know of a reputable place to buy a used Bose A20? I can get a %15 discount on a new one through work but $950 is still kind of a steep price. And before someone mentions it, I know I can do the uflymike tso thing for less money.
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Sep 28, 2017 05:21
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This evening, the entire pilot group I work with received an email informing us that our chief pilot had been fired, along with emails from management freaking out about an upcoming Seattle Times story about our inability to run an airline, along with a set of "talking points" to tell the public about the current dumpster fire here. Clearly, a group of very cynical pilots would never dream of telling the public anything except the ridiculous talking points someone in management distributed... azflyboy fucked around with this message at 08:37 on Sep 28, 2017 |
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Sep 28, 2017 08:21
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OP update - ATP ERJ170/190 KLGA !! I guess I'm an airline pilot now! Sim ride began with an RTO, backed up to departure end, normal takeoff, radar vectors to join the DP. FMS re-routes. Steep turns. Cargo aft smoke det fail, return to airport. Expect vectors for ILS 5R Cat 2. Missed approach, turning stall in the missed. Procedure turn for RNAV 32, ATC "go around" in the flare. Flap/Slat fail, LOC approach full stop. Back it up to threshold. V1 cut, hand flown single engine ILS to a missed approach, hand flown single engine visual approach. Actual flying portion was about 1 hr 20 minutes. Wowowowow 
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Sep 28, 2017 14:08
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azflyboy posted:This evening, the entire pilot group I work with received an email informing us that our chief pilot had been fired, along with emails from management freaking out about an upcoming Seattle Times story about our inability to run an airline, along with a set of "talking points" to tell the public about the current dumpster fire here. Article is up. As far as I can tell it's actually one of the more accurate pilot shortage articles to appear in non aviation specific media: https://www.seattletimes.com/business/boeing-aerospace/pilot-crisis-has-horizon-air-grappling-with-industrys-new-reality/
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Sep 28, 2017 15:15
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Rickety Cricket posted:OP update - ATP ERJ170/190 KLGA !! I guess I'm an airline pilot now! Congrats, that's awesome!
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Sep 28, 2017 16:06
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KodiakRS posted:Article is up. As far as I can tell it's actually one of the more accurate pilot shortage articles to appear in non aviation specific media: https://www.seattletimes.com/business/boeing-aerospace/pilot-crisis-has-horizon-air-grappling-with-industrys-new-reality/ That was exactly what I thought about the article as well. From what I can tell, the panic is due to Horizon/Alaska management really not wanting to accept responsibility for the disaster they created, and I was very pleased to see that the reporter correctly identified the "10 year contract" management pushed on us as being the thing that directly lead to the current mess at Horizon.
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Sep 28, 2017 17:28
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azflyboy posted:From what I can tell, the panic is due to Horizon/Alaska management really not wanting to accept responsibility for the disaster they created, and I was very pleased to see that the reporter correctly identified the "10 year contract" management pushed on us as being the thing that directly lead to the current mess at Horizon. Delta seems to be the only Major that realizes the current regional model is unsustainable and is making changes to it's fleet to accommodate that. Most regionals are throwing wads of money at anyone with a pulse and the requirements to be an FO but they're still treating their current employees like it's the lost decade. Reserve and captain pay at my regional are so bad that most of our senior FOs don't want to bother with the upgrade. The company recently put out a notice saying that if they don't get enough volunteers to upgrade that they're going to have to displace FOs out of the right seat into becoming captains. Despite that, the mainlines are still just chugging along like nothings the matter and their regional feed isn't on the verge of collapse. I have no idea how the next 5 years are going to go but I'm willing to be it'll be one hell of a ride.
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Sep 28, 2017 18:41
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It's a great time to be an up and coming pilot that's for sure. I don't know that the employment landscape has ever looked like this. Hopefully another 9/11 doesn't happen decimating the industry again.
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Sep 28, 2017 18:49
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Isn't the FAA reauthorization act up for vote in the next few days, along with its revised hiring requirements?
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Sep 28, 2017 19:34
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e.pilot posted:It's a great time to be an up and coming pilot that's for sure. I don't know that the employment landscape has ever looked like this. Well... that's encouraging. I'm still thinking of getting my instructor rating to get up to 1000-1500 hours, maybe further, but I feel way better than I did when I was choosing between college and a CPL a decade ago.
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Sep 28, 2017 19:41
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Dude I've been hearing of people getting right seat at Jazz with 200 hours. I'd just find some gig that'll get you building hours. Instructing is a lot of weird hours and days sitting around hoping your students don't flake again. Last time I asked one of the instructors at my school how the life was treating him he kinda got a dejected look on his face and said 'well, last paycheck I made $300..'.
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Sep 29, 2017 02:26
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EvilJoven posted:Dude I've been hearing of people getting right seat at Jazz with 200 hours. I'd just find some gig that'll get you building hours. Instructing is a lot of weird hours and days sitting around hoping your students don't flake again. Last time I asked one of the instructors at my school how the life was treating him he kinda got a dejected look on his face and said 'well, last paycheck I made $300..'. I may try firing out a few resumes, but I don't believe all the stories I hear just yet.
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Sep 29, 2017 03:37
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Instructing for time is all about finding a good school to teach at. If I could go back and instruct to 1500 instead of the 135 job I had flying EAS I'd do it every time. Schools are starting to feel the crunch of the shortage too so you should be able to shop around a bit and find a good one.
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Sep 29, 2017 04:02
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Rickety Cricket posted:OP update - ATP ERJ170/190 KLGA !! I guess I'm an airline pilot now! Very cool, congrats! KodiakRS posted:Reserve and captain pay at my regional are so bad that most of our senior FOs don't want to bother with the upgrade. The company recently put out a notice saying that if they don't get enough volunteers to upgrade that they're going to have to displace FOs out of the right seat into becoming captains. This is honestly the most hosed up thing I have heard about regional airlines and I worked for three back in the 90's. Junior manned into the left seat - what a cocked up situation.
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Sep 29, 2017 21:05
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ausgezeichnet posted:Very cool, congrats! It's Kafkaesque and scary as gently caress. If someone doesn't feel ready for the upgrade and says no, will they be disciplined for refusing to take it?
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Sep 29, 2017 21:26
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ausgezeichnet posted:Very cool, congrats! Does going from Mid/Senior FO to Jr Captain mean a big paycut? My novice understanding of similar payscales was that there would be some overlap at the top FO and lowest captain but apparently not? It's a kick in the dick to have to sit in the left seat, just a massive increase in responsibility but negligible compensation increase?
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Sep 29, 2017 23:11
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SeaborneClink posted:Does going from Mid/Senior FO to Jr Captain mean a big paycut? My novice understanding of similar payscales was that there would be some overlap at the top FO and lowest captain but apparently not? It's a kick in the dick to have to sit in the left seat, just a massive increase in responsibility but negligible compensation increase? Our FOs are getting a retention bonus, and senior FOs can bid for lots of days off then pick up open time at %200. If they upgrade they lose the retention bonus and end up on reserve with 11 days off a month max. Its a n egligible pay increase and a huge decrease in quality of life.
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Sep 30, 2017 00:19
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Animal posted:It's Kafkaesque and scary as gently caress. If someone doesn't feel ready for the upgrade and says no, will they be disciplined for refusing to take it? I honestly can't believe Sully hasn't hopped on the soapbox about 10 month upgrade captains yet unless somebody told him to STFU about it. This (forced upgrades) would be a valid talking point.
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Sep 30, 2017 00:49
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CBJSprague24 posted:10 month upgrade captains oh my sweet summer child.
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Sep 30, 2017 02:47
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