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Version 9 - A continuous thread since 2006! A little about the title. Welcome to the aviation mega thread! Here pilots, controllers, and aviation buffs mingle to ask, answer, and BS about all things flying. First, some general information for those interested in becoming a pilot. There are many things to think about when deciding to become a pilot. Most importantly is where you want aviation to take you. Do you want to fly privately (meaning you friends and family with no compensation) or commercial (where you can get compensated)? Do you want to fly for fun or go on to the airlines, corporate, cargo, or flight instruct? No matter what you decide, you should start by joining the AOPA, which will keep you abreast all the general aviation news and will send you a free flight training magazine for 6 months as a student pilot. They have great articles for people starting out and the organization fights for General Aviation rights. The AOPA also has an airport directory where members can post comments on the local airports and flight schools. (This info is also good when you start flying). Not to mention a whole forum dedicated to pilot/plane questions. Now to find a flight school. The best way to check out a school is to go there. You can go to a local airport or see if the college has an aviation program. When you get there, ask them about cost, training, and to show you a few of their aircraft. Look at what equipment you’ll be training in/with. An old Cessna 152 is most common when you start (unless your overweight) and then you’ll move on to the old/middle aged Cessna 172. You can check them all out for fun, just don’t get yourself hooked on the brand new Cessna 182 with glass panel just yet. During training it doesn't really matter what you learn in, the point is to be airborne as much and as often as possible. While you're there, ask about a demo flight. They are usually cheaper than a normal lesson, count as your first flight lesson, and will let you get a hands on feel of what to expect. While at the school, find out if they are Part 61 or Part 141 (Part refers to what Part of the FARs (Federal Aviation Regulations) your training will fall under). Part 141 is a pre approved, structured approach to your ratings. Because of its structure and many stage checks, you can get your rating in less flight time. Part 61 is more general and gives you more flexibility in your training. Here is an article with more information. So you found the school and hopefully taken a demo flight. Next you’ll want to get a FAA medical from a AME so that you know that you are capable of getting a license and aren't throwing your money away. You will also need your medical to solo and will officially label you as a student pilot. If you want to fly for fun a 3rd class FAA medical will do. If you plan to be a flight instructor (and instruct anyone w/o a private license) you will need at least a 2nd Class FAA medical. If you want to go to the airlines you will need a Class 1 FAA medical. If you plan to go airline/cargo/corporate go ahead and get a first class medical now. If cannot pass it now, chances are you wont be able to pass it then, plus they’re usually the same price. When you pass your medical it’s good to fly as a private pilot for five years (assuming you're under 40). Here is a good site explaining medicals and the requirements of each. If you cannot pass your physical, don’t worry, it’s not over yet. The FAA now has a sport pilot program that only requires a valid (non-suspended) drivers license and requires less hours to complete. However, It does have limitations and you should talk to you flight school about it. For Part 61 you will need 40+ hours of flight time. Cost will be close to $5000 (minimum) however everyone learns at a different pace, some people require 100+ hours to get their wings and some do it right at 40. So be mindful if it’s taking longer and don’t get discouraged. I promise it’s worth it. During that 40 hours, you will have to log specific kinds of flight toward your license. This time includes a minimum of 20 hours of instruction and 10 hours of solo. You will also have to have knowledge of specific topics listed in the Practical Test Standards (or PTS) for the written test. After passing your written test and required flight time, your instructor will sign you off for your checkride. The checkride consists of an oral exam and a flight exam by an FAA designated examiner. The PTS lists the areas of knowledge and flight maneuvers you can be tested on and how well you have to perform. Another question that comes up is if you have a friend with a plane. Great! Schools will allow their instructors to teach you in another person’s plane (so long as it meets the standard criteria). Some schools do add a surcharge for this service but it can still save you money in the long run. Also if you are serious, talk to the school about buying time in bulk. Most schools will offer you a discount on the flight time if you pay up front in advance. Also some community colleges also have deals with the flight schools to offer you a discount. You are then paying the college the money upfront to get the school’s discount. The school then hands the check to the flight school. This option also makes you a college student and lets you enroll in college classes like aviation weather and ground school. These courses are usually much more in depth than most flight instructors' ground school. Not to mention that up to a point college can be written off on taxes. With you Private Pilot license you can take friends and family on vacation. Fly at night and see your city light up. If you did it for pleasure you may jump off here or ride a little further for some extras. Remember as a private pilot, all costs associated with the flight need to be shared by the pilot (no flying for compensation). Next on the list is the Instrument Rating. (IFR, IMC) This is not an easy thing to obtain and requires a lot of hard work and dedication. It’s one of the hardest and most rewarding licenses. This add-on allows you to fly into IMC (the clouds and low/no visibility using and trusting the instruments in front of you). This rating can get you out of sticky situations (like fog rolling in) in a snap. You will be taught to interpret the instruments and understand how the aircraft is flying without seeing anything outside. This rating requires concentration, multitasking, quick thinking, and trust in your aircraft. To get an instrument rating (via Part 61) a private pilot will be required to obtain 50 flight hours of pilot in command (PIC) cross country time. Cross-country means you NEED to travel at least 50 NM in a straight line from your starting airport and land. Then you need to have 40 flight hours of simulated or actual instrument flight. This means you need to fly with an instructor or another pilot for 40 hours and fly the aircraft by only reference to the instruments. 15 of those hours MUST be with an instructor. Some of this time (50-15 = 35) can be done with another pilot acting as your safety pilot. This is a great way to met other pilots and if you make it a trip to a cross-country airport you’ve killed two birds with one stone. I recommend you do as much with an instructor up front as you can and in actual conditions if at all possible. Pilots usually then move on to the Commercial Certificate. This is when a pilot can finally get paid to fly or fly at a less than equal share of the cost. Next logical step is to become a Flight Instructor. This allows you to teach students to fly. Its a great way to build flight time while getting paid, albeit not a lot. There are three instructor ratings listed below. Finally, some people get an ATP or Airline Transport Pilot License. This is now required for anyone wishing to be an airline pilot. To obtain an ATP you must have 1500 hours of flight time. However, there is a specific exception for military pilots and pilots who attend an approved Collage 141 school. People who attend an approved 141 collage to receive their ratings can get an ATP with only 1000 hours (500 less then normally required). What privileges does each license/rating give me Licenses Sport pilot is limited to weight, fixed gear, no more then one pax., Single engine, must be VFR, not for hire, not at night, no controlled airspace Private pilot (PP, PPL) is able to fly anyone during day or night VFR as long as s/he pays an equal share Commercial pilot (Comm) allows a pilot to get paid to fly others. ATP pilot may act as PIC of a scheduled air carrier's aircraft weighting over 12,500 or having more than 9 passenger seats. Airline FOs are also required to have this. Ratings Single Engine (ASEL, SE) allows pilot to fly an aircraft with a single engine Multiengine (AMEL, ME) allows pilot to fly aircraft with more then one engine Sea Rating (ASES, AMES) allows pilot to fly aircraft on water (with floats) Instrument rating (IR) allows pilot to fly in IFR (less then VFR) weather. Type rating allowing a pilot fly a specific aircraft weighting over 12,500 lbs or turbine powered. Instructor CFI allows commercial pilot to teach others how to be private/commercial pilots. CFII allows commercial pilot to teach instrument students MEI allows commercial pilot to teach multiengine students Sign offs tailwheel signoff allows flight of aircraft with a tail wheel. complex signoff allows flight of aircraft that have retractable gear, flaps, and controllable pitch prop high performance allows flight of and aircraft with 201hp or greater As you may have notice, aviation is full of acronyms. It is never ending so here is a brief list to get you started. Operations Dual = with instructor X/C = Cross-country PIC = Pilot in Command VFR = Visual Flight Rules IFR = Instrument Flight Rules Night =  SIC = Second in Command Others FAA = Federal Aviation Administration  AME = Aviation Medical Examiner TFR = Temporary Flight Restriction MOA = Military Operating Area Pax = passengers AoA = Angle of Attack WoW = Weight on wheels What are all these "parts" I keep hearing about? Aviation in the US is regulated by the FAA, and their regulations are divided into a several numbered "parts" that apply to various kinds of flying. In addition to parts 61, 91 and 141, there are also parts 121 and 135 that govern commercial flying operations. * Part 121 regulates scheduled air carriers, which covers both passenger airlines and some big cargo carriers like FedEx. * Part 135 is intended to cover "commuter and on demand" operations, which are normally things like aircraft charter services without a fixed schedule, but there is also a provision for scheduled part 135 operations as well. Aside from the listed parts, there are also sections covering everything from aircraft design and pilot drug testing to airport markings and crop dusting. Give me an idea of different aircraft rental prices. Wet hobbs time for my school (03/2012): 172M - $97 172R - $117 172SP - $127 172 Glass - $142 182 - $195 Instructor - $55 How do you taxi an airplane and is it hard? Most aircraft taxi using the nose or tail wheel and the pilot controls this with his feet on the rudder petals. It does take a little getting use to driving with your feet and yes there are aircraft that you don’t steer with your feet (The air-coupe). Jets typically use a tiller which is a handle that turns the nose wheel. How do they track aircraft hours? Plane rentals come in a couple different methods. Rentals can be "wet" or "dry", wet rentals include oil/gas/etc in the rental price whereas dry rentals do not. With wet rentals if you buy gas somewhere for the plane it will be reimbursed to you. The other big distinction is "hobbes" vs "tach" time. Hobbes time measures the time you turn the airplanes electrical master switch on, until you turn it off. Tach time is like it sounds, based off the engine running. The tach timer only counts up in real time when the engine is at 100% rated rpm, anytime its lower its counting up slower. To account for that, some places will charge something like tach time * 1.3, to account for the differences. With that said, most places use hobbes time and are wet rentals. Some other policies that you'll usually find are daily minimums, so if you want to rent a plane and fly somewhere on day 1, stay a day and come back on day 3 you'll end up with a 3 or 4 hr/day minimum fee to account for all the time you are taking that airplane out of service. Not all places have this, but its not uncommon either. There are also clubs where you buy into shares of an airplane, but those rules vary quite widely. The often involve an up front cost to buy your share and dues which will get you X hours per month/year/etc and anything over that is at a set rate. It gets pretty hot during the summer down here in Texas, and most airplanes don't have air conditioning. Does it get significantly cooler at 2-3000' AGL? Yes it gets very hot outside and when you’re locked in a small cockpit with no airflow on the ground you tend to sweat A LOT. I try to wear lightweight clothing that breaths well. You can open the window (as long as your not in a piper (just open the door)) on the ground. The air does get cooler (about 2-3 C per thousand) but its really the air rushing in the vents at 130 mph that keeps you cool. Also be sure to have water on hand to avoid dehydration. Can my passengers drink alcohol in my GA aircraft? There is no mention of open container or the legality of allowing drinking on board. However the regulation (FAR 91.17) does state the except in an emergency “no pilot of a civil aircraft may allow a person who appears to be intoxicated or who demonstrates by manner or physical indications that the individual is under the influence of drugs (except a medical patient under proper care) to be carried in that aircraft”. How low can you fly? FAR 91.119 only stipulates, “the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure.” So open water means you can fly <10 feet above the surface. However keep in mind that wouldn't allow you sufficient altitude to safely land in the case of an engine out. What do I do if I’m not comfortable with my instructor? Be vocal about it with your instructor if you're feeling uneasy or scared at any point so he can tailor the lessons to match your level of discomfort. A good instructor will not mind you changing instructors if you don’t mesh. What accessories might I need? (This is from a non-CFI IR private pilot, CFIs and airline pilots are different) Headset, Tri-fold Kneeboard, VFR Sectional, IFR low altitude, IFR Approach Procedures, AF/D, Transceiver, GPS (w/ Antenna), Multi-tool, Fuel sump, PTT Switch, Flashlights, extra batteries, pens, highlighters, markers, flight computer E6B, flight timer, Plotter, IFR Plotter, log book (sometimes), foggles, passport, binder clip (for Approach plates), small notepad, flight planner sheets, gum, water, large mouthed relief container, Ibuprofen, dopamine (for the passengers not you), and acetaminophen. How hard is it to find an aviation job in ______? In aviation, the ease of finding work is only limited by how far you're willing to move. New rest duty/rest rules! Part 117 Part 117, effective January 4, 2014, is the first major revision of the flight limitation regulations in 60 years. It increased minimum rest times (layovers) from 8 to 10 and reduced duty days (time on duty) from 16 hours to 9 to 13 hours based on start time and number of flights. It also added language allowing pilots to more easily avoid flying when unfit. This is ALPA’s Guide to Part 117 (pdf) and is a great resource. I want to know more about aerodynamics. Inferior Third Season posted:I have a Master's in Aerospace Engineering. So I guess I could be the resident expert on questions regarding aerodynamics and such  What is the difference between a sport license and a private pilot license? A sport license will be a little less expensive, but a lot more restrictive. Some key points: - Under 1320 gross weight - 2 seats - daytime only - max speed of 120 knots - can't go to towered airports without extra training - 20 hours vs 40 hours Items to be covered during a good passenger preflight briefing Pilot in Command’s distinction/authority Seat belts (how to use them, keep them on during the flight) Headsets (how to adjust volumes) Exits (where they are located, how to use them) Sick-sacs (where they are, how to use them, be sure to get one out BEFORE you puke) Fresh air vents (where they are, how to use them) Not to touch anything without my permission (especially anything red) Keep clear of the flight controls (since passengers may not be aware of the rudder pedals) Sterile cockpit (especially for controlled fields) Point out any traffic they might see Anything they think might be a problem in flight(stuff leaking from the airplane, bits falling off etc...) Oxygen (if required) Positive exchange of controls If I own an aircraft what maintenance can I perform myself? The regs only allow preventative maintenance to be performed by a pilot, with all other work requiring a certified person of some kind. (Exception: Experimental amateur-built aircraft, where the builder is automatically the ONLY mechanic.) More info: http://www.watsonvillepilots.org/articles/DIYmaint.htm I want to learn how to fly helicopters. Are they different than fixed wings? Yes! There are some major differences between rotorcraft and fixed wing. *The licenses: The pipeline is different than fixed wing, a little more streamlined. You'll start with a private pilot (rotorcraft), then usually go for your instrument rating, commercial rating, and then CFI and CFII. We don't generally get ATP ratings and we don't have to worry about multi-engine vs. single engine. Yes, this means that your fixed wing license won't let you fly a helicopter; you'll have to go to rotorcraft school as well. On the plus side, a lot of your ground school and even some of your flight training will carry over. So, you won't have to relearn how to calculate weight and balance, navigational aids, meteorology, etc. This will cut down on study time (and expense) considerably, and allow you to spend more time hour building. *Where you spend your time: As a new helicopter pilot, you can expect to spend several hours learning how to hover. Trust me, it's not an easy thing to learn -- while some people can learn it in as low as an hour or so, it takes most pilots two or three hours to feel comfortable holding and controlling a hover, and some can take even more than that. We also have another hurdle in learning how to autorotate -- an emergency maneuver that is part of your PPL checkride. We'll talk more about it below. You can compare learning to hover and learning to do autos in a helo with learning how to take off and land, and learning stalls and spins in a fixed wing. *Instruments - while instrument flying isn't significantly different than fixed wing, due to the aerodynamics of helicopters, it is easier in some regards. When holding a constant level of collective pitch (and maintaining a constant manifold pressure) and a constant rotor RPM, helicopters have a strong tendency to maintain a constant (give or take 50-100 feet) altitude. Changes in altitude typically result in a change in airspeed (easily visible on your instruments) and a change in rotor RPM (both audible, visible on your instruments, and if you have a throttle governor, you probably will feel it too). Thus there is a natural tendency for the helicopter to "fly itself" at a level altitude, and bit more tactile feedback that lets you be a bit more responsive to "feel". *Expense - Yeah, it's more expensive. A lot. You're probably looking in the $200-250 an hour range for dual instruction, and around half that for solo. If you're looking to build turbine time, it can range from $400-1000 depending if it is solo, or dual. It gets expensive real quick. Even worse, getting a job is difficult as most jobs require type experience in a turbine helicopter, which can cost you tens of thousands to obtain. There are two routes if you're seeking employment. The first the military route. This will build you a large number of turbine hours at no cost, and is realistically the only way to get turbine time in the hundreds of hours. The other option is to get a CFII and build time as an instructor. Your time will likely be on piston helicopters, but your school may give you a discount or even free turbine time, and you'll be building total time hours that will at least put you in the ballpark when you're applying for jobs. *Flying: It's a whole different experience when you're flying. For one, you aren't bound by the same restrictions as fixed wings. Everyone else is tooling around at a few thousand feet or more; you're buzzing along at 500 ft. AGL or less. They get put into the pattern or directed by ATC while you get cleared to approach direct to the helipad, or an empty taxiway, or directly to the apron....wherever you want because you can land anywhere. Yes, this means you have to be more vigilant and keep your head on a swivel, but it's nice being able to utilize the grass runways, (or no runway at all) or make a left hand traffic pattern to 8L while everyone else is doing right hand traffic to 8R. The downside? You're much more restricted ceiling-wise. If there's weather or cloud cover, you ain't flying over it. And you're going to be more restricted in terms of fuel range (which is reflected in your cross country requirements being shorter than fixed wing). But who the gently caress cares when you can fly from Palm Beach down to the keys, land on an island with no access by land, fish all day, then fly home? Or if you live in the boonies, even just land in your own backyard? Can you name some of your favorite aviation related web sites? http://avherald.com/ Airline blunders/crashes/incidents http://www.airlinepilotcentral.com – Has pay rates for Airline/Charter/Cargo http://www.visi.com/~mim/nav/ - Basic VOR/ADF/HSI demonstrator http://www.aeroplanner.com/ http://www.exams4pilots.org/ http://www.pfactor.com/ http://www.aopa.org/ http://www.airliners.net http://www.wunderground.com http://www.eaa.org http://leftse.at/ http://pprune.org/ http://www.propilotworld.com/  /y https://www.studentpilot.com http://gc.kls2.com/ https://www.avcanada.ca  http://airnav.com/ http://skyvector.com/ http://adds.aviationweather.gov/ http://fltplan.com/ https://www.mywrittenexam.com https://www.myafd.com https://www.myplane.com http://www.alexisparkinn.com/aviation_videos.htm http://www.navmonster.com/ Good info on atmospheric conditions https://www.duat.com/ http://www.chickenwingscomics.com/ http://www.stuckmic.com More resources For information for fully converting your Canadian TCCA to an FAA certificate see AC 61-135 [pdf] Sample Airmen Knowledge Test Questions There is a way to get a license based on your foreign license with just paper work. AAA DOLFAN = Lawyer for an Aviation Law Firm in Toronto Books and Guides Aviation Handbooks and manuals I recommend the AIM (Aeronautical Information Manual), IFH (Instrument Flying Handbook), IPH (Instrument Procedure Handbook), PHoAK (Pilot's Handbook of Aeronautical Knowledge) and the AFH (Airplane Flying Handbook) which is on this page Everything explained for the Professional Pilot Stick and Rudder Say Again, Please and reluctantly the Gleim Knowledge test books are good for studying for the exam. -ian booksTransport Canada's Official Publicaions Air Command Weather Manual Current pilots looking for work check out these forums http://www.climbto350.com/ (Pay site) http://forums.jetcareers.com/jobs-available/ http://www.pilotjobupdate.com/ http://guardreservejobs.com/ (Guard/Reserve jobs)  If you would like to be special and listed (or updated) in my Pilots ITT list. Please either PM me or respond to this message  (please do NOT quote ALL the text). Also since V5.0 if you'd rather me put your airport vs Country let me know. If you like all the info provided vote this thread up! Thanks!Version 8 Version 7 Version 6 Version 5p AWSEFT fucked around with this message at 19:46 on Sep 22, 2014 |
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Sep 22, 2014 19:08
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Pilots ITT!!!! Alctel = Canada - Private Pilot Aleks_r = Norway - JAA PPL-A Animal = Puerto Rico - ATP ASEL/AMEL IR CFI ausgezeichnet = USA - ATP-MULTI COMM-SE CFI-I, 737, DC-9, BAe ATP, G4, DA-7X, Corporate Awseft = USA - ATP AMEL/COMM ASEL MEI/CFI/II PC-12, CL-65, A320 azflyboy = USA - ATP AMEL / COMM ASEL/ASES CFI/CFII DHC-8 Type AzureSkys = USA - ASEL PP IR plus A&P babyeatingpsychopath = ??? - ASEL PP Bargearse = Australia - ASEL PPL Blackdawgg = USA - ASEL/AMEL Commercial Bob A Feet = KNCA - Military ME/rotorcraft/powered lift/IR, V-22 copilot Bob Mundon = USA - ASEL PP brendanwor = Thailand/Australia - ASEL/AMEL Commercial IR NVFR CFI SF34 B737-800/900ER - Airlines bunnyofdoom = Canada - Student Pilot Buteruc = In UK - PPL/IFR (USA) Butt Reactor = USA - ATP MEL/COMM SEL IR CFI/II CL-65 PIC Type Captain Apollo = USA - ASEL/AMEL COMM IR CFI/II casey = USA - ASEL/AMEL MEI/CFI/II ATP EMB-145 – Ex-Airlines CBJSprague24 = USA - USA - ASEL PP IR AGI (Private 141, Instrument 61) CerebralAssassin - ASEL COMM IR/Taildragger Choicecut = USA - Student CloFan = USA - PP IR Commercial ASEL Colonel K = UK - JAR PPL IMCr / nppl / npplm ControlledBurn = USA - Commercial ASEL/ASES/AMEL IR CraZy GrinGo = USA - Helo CPL IR / CFI/CFII Crazyivan45= USA - PP ASEL Airframe Dalrain = USA - ASEL PP Desi = YOW AMEL FI (Class 2), FII, MEI Dominoes = ??? - PP ASEL e.pilot = Colorado - ASEL Comm CFI/II IR Tailwheel ehnus = Canada - ASEL PP Elliptical Dick = EHAM - ATCO Entone = KADS - Sport Pilot ASEL Farrok = USA - ASEL PPL Ferris Bueller = MI - Comm ASEL/ATP AMEL MEI/CFII/CFI EMB-145 and RJ-85/Bae146 SIC figby = ATL - ADX/COM/ME/INST - 121 Dispatch, PM questions fordan = N14 - ASEL/ASES Gigbutt = KBKL - PPL IR greasyhands = USA - ASEL/AMEL CFI/MEI/CFII Sa227 type Commercial/IR - pt135 cargo helno = Canada - PPL hjp766 = Europe (UK/DE) - EASA ATPL B757/767 IR, A320 IR, SEP (Airline SFO) IceLicker = USA - PP IR ImDifferent = USA - ASEL PP IR Inferior Third Season = USA - ASEL PP - resident expert on aerodynamics Infinotize = ??? - ASEL PP Jazzahn = K1B9 - PPL ASEL K = USA - ASEL PP Kawachi = Australia – ASEL/AMEL Commercial NVFR kmcormick9 = USA - Private SEL and Center controller KodiakRS = KPHX - ATP/CFII/MEI - KORD(Based) KS = US - Comm IR Helo, expired CFI/II Leif = USA - Rotor PP leviathor = KFAR - ASEL PP Loonytoad = UK - Quack UK JAR-PPL MagnumHB = USA - PPL ASEL, Tailwheel Mahnarch = USA - ASEL PPL manic mike = USA - Commercial ASEL/AMEL IR, USAF Meho = USA - PP ASEL MidasAg = USA - ASEL PP Mikojan - EU frozen ATPL, A320 FO MrChips = Canada - ASEL/AMEL IR ATPL, glider, air safety officer Nullpunkt = Germany – CPL/ME Octoduck = USA - PP IR - naval aviator ohno = kbdu - student pilot overdesigned = KNSE - PPL SEL IR w/ HP, Tailwheel oversteer = UK - PP Glider Pilot to Gunner = USA - Student (Engaged to a UAV AF pilot) Pivo = Canada - student pilot Poise aka HarryLerman = Commercial ASEL AMEL IR (Naval aviator) PT6A = Canada - ASEL PP Random Letters = USA - ATP AMEL, Comm ASEL/ASES, IR CFI/II, Tailwheel, DHC-8 Type Rekinom = USA - Commercial AMEL, IR, Air Force Rickety Cricket = KMTN - CPL ASEL IR CFI Rolo = NC, USA - Comm ASEL/AMEL IR CFI/II/MEI + A&P Saliva = USA - PP ASEL Samurai Monkey - JAR CPL / fATPL B737 3/900 Scotland = Canada - ATPL Instructor - Ex-King Air (in the bush), 767 and 787 Sharma = ??? - Comm ASEL IR Shavnir = KTKI - PPL ASEL silversiren = KCRG - Student simble = ??? - ASEL PP Slamburger = US - ASEL PP sleepy gary = USA - PP ASEL SomeDrunkenMick = Ireland - Student Pilot St_Ides = Canada - PP, glider, hot-air Stupid Post Maker = USA - Comm ASEL/ATP AMEL CFI/II SwimNurd = I73 - student TheCobraEffect = USA - PP Helicopter/ASEL The Ferret King = USA - PP ASEL and CTO The Slaughter = USA - ATP AMEL/COMM ASEL MEI/CFI/II PIC E170/190 The 3F rule = USA - ATP AMEL/ASEL/ASES/rotorcraft, IR airplane & helicopter, MEI/CFII, turbojet flight engineer, MD-11 type Tide = USA - ASEL PPL Tommy 2.0 = ??? - ATC Tower and Center Two_Beer_Bishes = USA - ASEL/AMEL Comm/IR Two Kings = USA - ASEL/AMEL COMM/IR CFI/II Unicom = Canada - ASEL PP unnoticed = USA - ASEL PP Varlock = Canada - High altitude ATC vessbot = USA - ASEL CFI commercial/IR xaarman = US - ATP ASEL AMEL (Air Force) 707 Type Zero One = KDET - PP Everyone above has posted something since 2014. AWSEFT fucked around with this message at 13:14 on May 23, 2017 |
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Sep 22, 2014 19:09
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yay, new thread. This thread is now about wingsuiting into Rio illegally: https://www.youtube.com/watch?v=GFmvMHPQ1k8
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Sep 22, 2014 19:21
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The Slaughter posted:yay, new thread. I'm not sure I would be jumping off the back of a WSC trike without the pilot killing the engine first. Well, I personally wouldn't choose to jump, but if I was going to, I'd prefer to eliminate the risk that my big billowy wing suit wouldn't catch and toss me back into the spinning pusher prop. Also, I so desperately want a WSC trike. Have 1.0 dual in one, so much fun. Like motorcycles in the sky.
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Sep 22, 2014 19:34
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fordan posted:I'm not sure I would be jumping off the back of a WSC trike without the pilot killing the engine first. Well, I personally wouldn't choose to jump, but if I was going to, I'd prefer to eliminate the risk that my big billowy wing suit wouldn't catch and toss me back into the spinning pusher prop. They seem like fun. Dual is hilariously expensive for some reason though.
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Sep 22, 2014 19:40
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Second instrument lesson tomorrow! 
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Sep 22, 2014 20:09
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I think the thread title should have been Aviation Megathread: The first of rule of Flight Club is you do not talk about Flight Club
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Sep 22, 2014 21:04
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Aviation Megathread: getting paid in flight hours
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Sep 22, 2014 21:05
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getting paid(??) in flight hours.
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Sep 22, 2014 22:04
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Aww yeah new thread. Can I get MEI added to my name in the list? Also I'm gonna be based at KTUS in about 2 weeks woop! Hear it's nice and warm there!
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Sep 22, 2014 22:34
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The Slaughter posted:getting paid(??) in flight hours. You should really pay them for the privilege of letting you fly for them.
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Sep 22, 2014 23:02
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e.pilot posted:You should really pay them for the privilege of letting you fly for them. You'd be amazed how many times I've had to explain that you can't eat flight time.
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Sep 22, 2014 23:38
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The miserable Instrument checkride I posted in the last thread was three years ago today.
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Sep 23, 2014 01:33
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Weather permitting, I should have my solo x/c this weekend! Could not be anymore exited
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Sep 23, 2014 02:52
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Tide posted:Weather permitting, I should have my solo x/c this weekend! Could not be anymore exited That flight was more exciting and memorable for me than my first solo, enjoy it!
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Sep 23, 2014 02:53
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Going for a jumpseat ride in my new machine (B737-900ER), mid-type rating at the moment.
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Sep 23, 2014 03:23
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Oh, new thread! Maybe this will be more visible on the first page... few months ago I had an argument with someone about pitch vs. power control over airspeed, and that someone posted a several-page PDF about it. Do you know who you are, and do you still have the link? Thanks
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Sep 23, 2014 03:29
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It was probably me because I have strong feelings and recall debating that. I don't recall a PDF though, I dunno. PS: They're all interrelated but for primary training I teach pitch for your aiming point and power for your airspeed while on approach.
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Sep 23, 2014 03:50
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I've thoroughly enjoyed my journey. Have been squirreling away funds for a better headset and retire mine to passengers but I think I'm going to continue saving and try and find a really great quality used one. I don't need $1000 bose or anything like that. I want a nicer flight bag as well. A nice leather one would be nice. Maybe Santa Claus will put one under the tree. And a pair of aviators.
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Sep 23, 2014 04:19
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Brendanwor, have you gone and joined LionAir? About time for a new thread title! Huzzah. Slowly working through IFR ground, getting ready for the written
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Sep 23, 2014 04:38
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Last time this thread was brand new, I posted I wanted to become a cfi. And I did! So, this time I'd like to say by the end of this thread I'd like to get my multi-engine ATP. Captain Apollo fucked around with this message at 05:40 on Sep 23, 2014 |
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Sep 23, 2014 05:23
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brendanwor posted:Going for a jumpseat ride in my new machine (B737-900ER), mid-type rating at the moment. Auto landing? Wait can't be as it's in single ch, right?
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Sep 23, 2014 05:52
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brendanwor posted:Going for a jumpseat ride in my new machine (B737-900ER), mid-type rating at the moment. If my calculations are correct, when this baby hits 88 miles per hour... you're gonna see some serious poo poo.
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Sep 23, 2014 07:07
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sellouts posted:Auto landing? Good spotting! Correct, dual channel required for autoland. Though usually we would fly an ILS dual channel, even if not intending to autoland, so that we have automatic go-around capability (if you hit TOGA while single channel only then the autopilot disconnects and you've gotta handfly, at least back up to minimum 400' A/P engagement height). Not sure why the guys decided to only fly this one single channel  The Slaughter posted:It was probably me because I have strong feelings and recall debating that. I don't recall a PDF though, I dunno. PS: They're all interrelated but for primary training I teach pitch for your aiming point and power for your airspeed while on approach. Yep, used to teach it the same way. Pitch for flightpath and power for airspeed, except when power is a fixed value eg. full power in a climb in the 172. The 737 autopilot flies in the same way, eg. in a LVL CHG climb with climb N1 set, pitch sets the speed (based on input on the MCP), while on approach, pitch holds aimpoint while power (plus drag devices etc) controls speed. brendanwor fucked around with this message at 11:14 on Sep 23, 2014 |
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Sep 23, 2014 11:05
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brendanwor posted:Good spotting! Correct, dual channel required for autoland. Though usually we would fly an ILS dual channel, even if not intending to autoland, so that we have automatic go-around capability (if you hit TOGA while single channel only then the autopilot disconnects and you've gotta handfly, at least back up to minimum 400' A/P engagement height). Not sure why the guys decided to only fly this one single channel So it's single channel but it looks like ap1 and ap2 are engaged at the same time? Whys that?
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Sep 23, 2014 13:53
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The Slaughter posted:It was probably me because I have strong feelings and recall debating that. I don't recall a PDF though, I dunno. PS: They're all interrelated but for primary training I teach pitch for your aiming point and power for your airspeed while on approach. That's really the easiest and fastest way to learn to land safely imo. It's like the blanket statement that the prop lever controls rpm and throttle controls power, it's not really that black and white.
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Sep 23, 2014 15:46
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Just to be contrary, I'll pipe up and say the Navy taught me pitch for airspeed, power for sink rate (with notable exception of low-and-slow: solution don't get low and slow). LET THE ARGUMENTS BEGIN.
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Sep 23, 2014 15:49
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The air force teaches power for airspeed, though. The other way is known as the "navy method". In short, gently caress that.
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Sep 23, 2014 20:28
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Both work. Use what works best for you.
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Sep 23, 2014 21:39
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Pitch, power, airspeed, and glide slope. All of them are related and it is impossible to adjust one without adjusting at least 2 of the others. Once you understand, and can apply, the relationship between these things, landing becomes so much easier.
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Sep 23, 2014 23:20
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I had an interesting last two legs of a trip today. The first leg almost got delayed because a woman showed up just before check in closed, with several massive suitcases (which she was furious about having to pay to check) and a half-paralyzed dog in a canine wheelchair, which was supposed to be in a crate that wasn't even assembled. We managed to get that flight out on time, only to have some idiot boarding the second flight we were working (the last leg of a three day trip), make a joke about a bomb to the gate agent, get arrested, make more threats, which caused a pretty nice delay while security stuff happened. Apparently the guy said he was either in or going to be in the USMC, which I'm guessing doesn't look kindly on being arrested for making bomb threats.
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Sep 23, 2014 23:34
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My stuff for the OP: KNCA, multiengine/rotorcraft/powered lift/instrument rated, V-22 copilot In the osprey you can pitch for airspeed, or power for airspeed, or pitch for altitude, or power for altitude  And sometimes both. The flight director can be hilarious to watch during conversions.
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Sep 24, 2014 00:05
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I dunno, I wouldn't say to gently caress the system responsible for the succes, over many decades, of the most accurate and demanding type of landing there is. The first thing to understand (and this is true completely independent from any pilot technique or instructional doctrine) is that for any steady-state flight condition: Climb angle = arcsin ( (Thrust - Drag) / Weight ) ... meaning that for a particular weight, excess thrust determines climb angle. and Airspeed (equivalent) = 17.2 * sqrt( (Weight / wing area) / Lift coefficient) ... meaning that for a particular weight and wing area, airspeed depends on lift coefficient, which itself is a simple function of angle of attack. In other words, AOA determines airspeed. Like it or not, those equations are the hard physics and dictate how the airplane flies. While two skilled pilots who were taught the opposite "methods" would probably make barely-distinguishable control inputs to solve the same flight situation, I think it's vitally important that the process going on in someone's head is in accordance with the laws of aerodynamics. On a go-around, for example, it's not the pull-up that makes the airplane climb, it's the power. Without the power, it simply won't climb (as per the 1st equation). Without a pull-up, it will climb and eventually resume the original AOA on the way up (actually, in most planes, higher AOA and lower airspeed). Any pilot action on the elevator only sets the AOA more quickly and accurately than letting it lag, catch up, and then oscillate around the trim point. Our intuition for motion control, hard wired into our brains from a lifetime of controlling vehicles like cars, is to move it around by pointing the front in the direction you want to go. This is opposite of how airplanes fundamentally work, but the problem is that at high speeds, most of the time, they can also work by applying the same intuition (even more accurately for certain purposes!). This only further hard-wires a set of habits, that, when it comes to a stressful situation where things are falling apart, can lead to a pilot doing the wrong thing. When someone gets task-saturated, they get more focused on the flight-path (the more directly visible thing) and the airspeed falls off their radar. I see it every day with students, and we all saw it with Asiana 214. If the immediate go-to control for flight path is pitch, they of course pull on the stick, thus increasing AOA and therefore commanding a lower airspeed. That's why people need to understand the significance of the above equations, and really develop a gut-level understanding that thrust and only thrust will sustainably decrease a descent angle or establish a climb angle. And, that if they need to get away from the ground "now," a throttle increase needs to be the first thought. If the Asiana 214 crew had that understanding, that accident could have been avoided. Of course, their situation was made even worse by an acclimation to autothrottles, which further fostered the mentality that the airplane is controlled by pointing the nose (and the rest takes care of itself). In this case (like so many others with flying), intuition kills. Adapting to that intuition and channeling the student's ground-based aim/speed habits may be easier and faster way to teach, but is not the safest. We need to rip out and stomp on that intuition and teach how an airplane really flies. overdesigned posted:Just to be contrary, I'll pipe up and say the Navy taught me pitch for airspeed, power for sink rate (with notable exception of low-and-slow: solution don't get low and slow). LET THE ARGUMENTS BEGIN. Why would that be an exception? Low and slow is especially the time that power needs to be treated as the altitude control, and the nose needs to be left down until speed builds up. --- Any of y'all: Let's play a game. It requires: - a 172 - a suitcase of 100 dollar bills. It works like this: I use the first few bills to rent the 172, and we go flying. Then, I command you to set an airspeed of my choosing (could be anywhere from 1G stall to Vne). I give you a hundo as soon as you set it, and then give you another one for every 10 seconds you maintain it to an accuracy of a needle-width. This may last from a few seconds to a few minutes, at my whim. Then I think of a new airspeed and we rinse and repeat until the suitcase is empty. The only catch is that I tie one of your hands behind your back. Which hand would you rather have available? vessbot fucked around with this message at 03:49 on Sep 24, 2014 |
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Sep 24, 2014 03:42
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Question for those more knowledgeable than myself: The new instructor I've been flying with for the IR has not been logging any PIC time for me on our last couple flights (he won't let me fill the logbook out as it's his signature going on the entry). The last few flights were on IFR flight plans but a combined .5 IMC in over 5 flight hours. His explanation was something along the lines of, since I'm not instrument rated, especially when we're flying IMC, I can't log the time because I'm not required for the operation, ie because he's instrument rated he could do this same flight without me in the plane. This sounds like bullshit. IFR or VFR, IMC or VMC, I am rated for the category and class (ASEL) and sole manipulator of the controls, and think I should be logging PIC for the whole drat flight. Whose right here? Also going back through past entries, I'm noticing some funky stuff I hadn't noticed before that I will definitely have to bring up with him. For example we did one flight that was 1.6 TT, 0.5 IMC, 0.8 Sim. Instr, 2 approaches, 1 landing (night), 1.6 dual received, 1.6 night, 0.5 PIC. How in the gently caress did he come up with 0.5 PIC? e: I'm thinking I wasn't under the hood for 0.5 of that flight, and he's saying I can log PIC time when I'm not under the hood, but not when I'm under the hood because I'm not instrument rated. Which I know is horse poo poo. Rickety Cricket fucked around with this message at 03:56 on Sep 24, 2014 |
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Sep 24, 2014 03:52
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quote:
Trim the yoke, right arm for throttle. My good sense tells me not to trim into a stall but you're offering a lot of money. Just do whatever works and do it smoothly. Don't hit the ground and don't hit lead. Golden rules to live by.
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Sep 24, 2014 03:54
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Rickety Cricket posted:Question for those more knowledgeable than myself: You can absolutely log PIC for instrument training, including time spent in IMC and/or on IFR flight plans. Your instructor seems to be missing one of the definitions of PIC. In part 1, the FAA defines PIC as whoever "Has the final authority and responsibility for the operation and safety of the flight", by which definition the CFI would be PIC. However, in FAR 61.51 (Pilot Logbooks), the FAA says that a private, commercial, or airline transport pilot may log PIC during flights "When the pilot is the sole manipulator of the controls of an aircraft for which the pilot is rated". By "rated", the FAA only refers to the category, class and type (if applicable) of aircraft, and not an instrument rating, which means instrument students can log PIC during instrument training. azflyboy fucked around with this message at 04:28 on Sep 24, 2014 |
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Sep 24, 2014 04:13
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azflyboy posted:You can absolutely log PIC for instrument training, including time spent in IMC and/or on IFR flight plans. Also, it's kinda weird that your CFI won't let you log your own time. I agree on all points. My primary instructor had me fill out the logbook.
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Sep 24, 2014 04:26
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vessbot posted:Why would that be an exception? Low and slow is especially the time that power needs to be treated as the altitude control, and the nose needs to be left down until speed builds up. I should've been a little more exact in my wording: if I'm low AND slow, and my not-fully-thinking response is to (only) pitch for the airspeed I need, all of a sudden I'm low and going even lower and I'm probably gonna hit something (but hey, I'll be hitting it at approach speed!). In that situation you should maintain nose attitude and add a LOT of power in order to get your airspeed and your sink rate/altitude under control simultaneously. I always mentally view it as an energy-management game. If I'm slow I need more kinetic energy, which I can get by trading excess potential energy (trade altitude with pitch if I'm high) or by just adding more energy to the system (by increasing power if I'm on-altitude). If I'm fast, I can either trade that excess energy for altitude if I'm low (which I shouldn't be, but maybe I'm out of trim and got low because my scan was bad) or I need to wipe some power off to dissipate energy. Similarly for high or low. Like others have said, either way of thinking about it will work, and pitch/power/speed/sink rate are all interrelated. overdesigned fucked around with this message at 04:34 on Sep 24, 2014 |
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Sep 24, 2014 04:29
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Rickety Cricket posted:Question for those more knowledgeable than myself: The requirements for logging PIC are governed by 61.51, and are different from the requirements for acting as PIC, which is governed by most of the rest of part 61. Point him to 61.51(e): quote:(e) Logging pilot-in-command flight time. (1) A sport, recreational, private, commercial, or airline transport pilot may log pilot in command flight time for flights-
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Sep 24, 2014 04:31
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Bob A Feet posted:Trim the yoke, right arm for throttle. You're getting around my catchy, cute, and hilarious way of saying that you're only allowed to touch the yoke (or yoke-related item like trim) OR throttle, for the entire flight.
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Sep 24, 2014 04:34
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