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Thaumaturgic posted:One of the first things my instructor told me was that the fuel quantity gauges legally only need to be accurate when the tanks are empty. I have no idea if this is actually true or not but that was enough to drive home how important it is to visually verify fuel quantity in each tank before take off. Some stupid high % of GA accidents are because of fuel exhaustion That's an old wives' tale, about the fuel gauges only reading accurately when empty. That said, the sender units are likely to read zero when sitting at their minimum level, so it is trueish from an engineering perspective. And yeah, the number I hear kicked around all the time is that something like 75% of GA accidents are as a result of fuel starvation.
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Aug 27, 2016 23:01
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MrChips posted:And yeah, the number I hear kicked around all the time is that something like 7.5% of GA accidents are as a result of fuel starvation. Missed a decimal point somehow, goddamnit.  See? That's how easy it is to start the chain of events leading to fuel starvation.
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Aug 28, 2016 00:26
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PT6A posted:Two United pilots were arrested at Glasgow airport for suspected intoxication, hardly a month after two Air Transat pilots were arrested for the same thing. So, either they're being more vigilant and pilots are routinely flying intoxicated, their equipment for testing intoxication is broken, or something about Glasgow makes pilots turn temporarily moronic, or it could just be a really uncanny coincidence. I wonder what the hell's going on? Have you ever been to Glasgow before? Having been there before I can't fault them for being driven to drink.
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Aug 28, 2016 23:37
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It is definitely a good CYA for any instructor; remember that a student pilot is, from a legal point of view, flying on their license. If they gently caress up, it's on the instructor's head.
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Aug 31, 2016 00:45
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Animal posted:That's just beyond belief. Those guys must have been incredibly fatigued. I can't even fathom muscle memory failing that one... Sheikh Mohammed: No but you see they weren't fatigued we made sure we leaked the crew's schedules and highlighted their rest periods because you see fatigue is not an endemic problem at Emirates, no sir
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Sep 7, 2016 06:02
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How prevalent are single-pilot IFR operations in the US? Here in Canada at least the insurance companies have made it so prohibitively expensive that it's cheaper and easier to hire a first officer.
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Sep 11, 2016 02:07
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EvilJoven posted:All this talk of pilot pay not sucking all of a sudden is making me wonder if I should just say gently caress it and get my CPL... We've been through this before. Things still suck in Canada (at least compared to literally every other industry, that is).
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Sep 15, 2016 01:49
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Having a commercial license can save you quite a bit of money on insurance if you own an aircraft, especially if you are a relatively low-time pilot.
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Sep 22, 2016 01:53
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thehustler posted:Guys I swear I'm not kidding Yeah it'll be a cold day in hell before that's ever allowed from a regulatory perspective. I mean, don't people read the rules before they spout off like that? (that's a rhetorical question btw  )E: Just did a back of the envelope calculation; assuming this 6650-metre strip of pavement is cut into two 3000-metre runways with 650 metres of buffer between, a worst-case scenario approach where one aircraft is above another will result in less than 600 feet of vertical separation between them. Ain't happening full stop. MrChips fucked around with this message at 22:32 on Oct 23, 2016 |
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Oct 23, 2016 22:23
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SeaborneClink posted:What the gently caress else are you going to talk about or do on the deck? Take pictures of your dong at FL40? Well we can't all fly for British Airways now.
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Nov 10, 2016 02:58
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This is digging into my ancient history now, but don't the 172 and most other piston aircraft typically have a recommendation (not a requirement, mind you) in the POH to lean for best power when flying out of airfields with an elevation greater than (typcially) 3000 feet?
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Nov 30, 2016 23:04
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Pryor on Fire posted:Please tell me the default policy is not to try and avoid disclosing medical problems when you're an airline pilot because holy poo poo that is retarded Hey guess what!  Yeah it's retarded, but when you consider that the regulator and the airlines still think and act like it's 1950 in terms of employee relations and human reaources, you can see why pilots are hesitant to declare any conditions to their doctors. I mean basically everyone I know has done it at some point.
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Jan 14, 2017 17:01
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Jealous Cow posted:I've been taking UA1615 quite a bit lately and every time the takeoff roll seems to be a little high in pucker-factor. Those charts you see typically quote what is known as a balanced field length, or "accelerate-stop distance". In other words, it is the amount of runway needed to: -Accelerate to decision speed (V1), -React to something going very, very wrong right before V1. -Bring the jet to a tire-melting, screeching halt without the use of reverse thrust.
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Feb 6, 2017 23:42
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I think. 
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PT6A posted:Well, gently caress. The flight school next door (where I did my initial training a decade ago, no less) lost two instructors and one plane in a crash yesterday afternoon. I had a bad feeling about it as soon as I saw reports of the crash, since it was right in the middle of the local practice area. Yeah, it's not good at all. I knew both of them.
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Feb 15, 2017 00:43
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Thanks guys, it does make me feel a little better. I was thinking about this earlier today, and it's kind of startling to think that in the 13-odd years I've been a professional pilot, 8 people I've known well have died in accidents.
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Feb 16, 2017 05:38
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Desi posted:Got my ATPL signed off and start ground school flying the Mitsubushi MU2 in Medevac Ops in a few days! If you're flying a MU-2 in Canada, that pretty much gives away who you're working for  And yeah, you'll do OK there.PT6A posted:What about operators like Pacific Coastal, Central Mountain Air, and those sorts? Are they 704? I'll admit I haven't done a huge amount of investigation. Yeah they're 704, but CMA you can pretty much throw out the window as they're basically under the same conditions as GGN in terms of requirements. Pacific Coastal is easier, but on the other hand you're probably living in Greater Vancouver, and LOL if you think you can do that on an entry-level pilot salary. MrChips fucked around with this message at 00:13 on Mar 2, 2017 |
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Mar 2, 2017 00:08
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Desi posted:Haha yep, don't want to advertise who it is, but it isn't a secret or anything. I know a lot of people that have gone through there and flown the MU2 that have had a good time. I have been told that 'If you cowboy it, you will die' about the plane though, so that's fun. Yeah that about sums it up. I did the MU-2 for a few years (not out there, but for a local private operator, and not the guy out at Springbank) and the best piece of advice I can give is if you lose an engine and treat it like a piston twin, it will loving kill you dead in a heartbeat. Treat it like a jet, follow the climb schedule and you'll be just fine. Also, holy poo poo be careful rolling the aircraft in that situation - with roll spoilers rather than ailerons it can make the last few remaining minutes of your life very, uhh, eventful. Still, it was fun as gently caress to fly once you got to learn it's quirks. I recommend a good headset as it's about the loudest loving airplane I've ever been in - dunno if it was just because I flew a short-body rather than the Marquise, if I'm honest. Hell, I would even go as far as saying you might want to consider wearing a set of musician's ear plugs underneath them if you have a long day of flying scheduled. E: PT6A have you thought of working overseas? I get the impression that as a relatively young guy with not a lot tying you down that you could take advantage of some of the opportunities out there. I mean, it's not a world of lollipops, jets and rainbows if you're a 250-hour wonder, but if it were me in that position it would be a hell of a lot more attractive and exciting than working up in BFE Nunavut for a few years. MrChips fucked around with this message at 02:01 on Mar 2, 2017 |
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Mar 2, 2017 01:55
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Arson Daily posted:All of the long time MU-2 guys I've met have been....interesting, I guess. They all seem to have the same hunted look on their faces, like they're being chased by a rabid dog. Or maybe its the lingering effects of the goddamn TPE-331 howl seeping from their bodies. WHAT? YOU'LL HAVE TO SPEAK UP I CAN BARELY HEAR YOU Yeah, it's to stabilise temperatures in the gearbox and engine - the TPE-331 is susceptible to shaft bow under certain circumstances, so a proper cooldown especially is important. On startup, remember that once you switch out of ground fine those sausage grinders spin at 96-97% RPM pretty much all the time, so again a proper warmup is vital to not incinerating the bearings in the engine.
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Mar 2, 2017 21:23
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i fly airplanes posted:Emirates is pretty well aware of this and taking lots of precautionary measures atm. I've heard there's basically a hiring freeze Emirates is, for a variety of reasons, turbofucked.
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Mar 14, 2017 23:45
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PT6A posted:Congratulations! Crack open your CFS; every FBO typically will have an advisory frequency that you should contact at some point before you arrive to let them know what you're looking for and whether or not they can accommodate you. Whether you do this in the air or not is up to you. I mean, you could even give them a call too before you leave if you really wanted, their phone numbers are in the CFS or online as well.
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Mar 23, 2017 06:06
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