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Here's my quick " WTF is BasicMed?" Any comments/suggestions are welcome. What is BasicMed? BasicMed is a program that allows people to fly without having to maintain an FAA medical. What do I need to fly under BasicMed 1: Hold a US driver's license 2:Hold (or have held) a medical certificate issued by the FAA at any point after July 15, 2006. 3:Answer the health questions on the Comprehensive Medical Examination Checklist 4:Get your physical examination by any state-licensed physician, and have that physician complete the CMEC 5:Take the online medical education course and complete the attestations/consent to the National Driver Register (NDR) check. What can I fly under BasicMed 1. Fly with no more than five passengers. 2. Fly an aircraft under 6,000 lbs maximum certificated takeoff weight. 3. Fly an aircraft that is authorized to carry no more than 6 occupants. 4. Flights within the United States, at an indicated airspeed of 250 knots or less, and at an altitude at or below 18,000 feet mean sea level (MSL). 5. You may not fly for compensation or hire. What if I have a medical condition that might keep me from getting a medical? For certain cardiovascular, neurological, or mental health conditions, the FAA will require a special issuance, but only once. For more details, see the FAA BasicMed website, and AOPA has a pretty good explanation as well. https://www.faa.gov/licenses_certificates/airmen_certification/basic_med/ https://www.aopa.org/news-and-media/all-news/2017/january/12/aopa-details-basicmed-rule Other stuff to be aware of As of June 2017, BasicMed isn't recognized in Canada or Mexico, although this may change. azflyboy fucked around with this message at 20:14 on May 24, 2017 |
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May 24, 2017 19:52
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The Slaughter posted:gently caress me is this thread really 11 years old now? jesus christ. Parallel approaches at SEA are always fun with the TCAS. I've done several approaches there with the "MONITOR VERTICAL SPEED" going off repeatedly (which also comes with HUD symbology) during the last few miles of the approach because it thinks we're going to hit the airplane on the parallel runway.
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May 25, 2017 19:31
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Alaska announced they're starting service out of Paine Field in 2018, and one of the first comments when the story was posted on their internal website was from an Alaska flight attendant complaining about the increased noise over her house. WTF?
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May 28, 2017 05:23
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That interpretation sounds correct to me, since the FAR's never specify that the alternate airport needs to have it's own dedicated weather reports or forecasts.
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Jun 25, 2017 20:07
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So far, every time I've gone around has been due to the airplane ahead of me deciding that "Maintain 170 'till FINKA" is just too complicated to follow.
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Jun 29, 2017 20:03
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I can't find the actual text of the amendment anywhere, but The Hill described it as something that would "allow pilots to receive training credit through alternative means, as long as the FAA deems it to be safe".
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Jun 30, 2017 19:32
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http://www.slate.com/blogs/moneybox/2017/06/30/horizon_air_is_canceling_hundreds_of_flights_because_of_the_pilot_shortage.html Nice to see an article calling out airline management for a self-inflicted pilot shortage.
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Jun 30, 2017 22:23
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The Slaughter posted:it probably would if we didn't over-proceduralize everything, tho we got nothing on Horizon. Gotta manually operate the hydraulic pumps even tho we have an 'auto' mode with system logic that works just fine... and no fms speeds below 10k! no autotuning freqs! manually hard tune!!!! We actually fired our Q400 fleet manager about 18 months ago, and then re-hired him once someone realized "oh crap, he's gonna start writing manuals for the E175" if he got cut loose from making the Q400 procedures ever more complex.
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Jul 23, 2017 06:57
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This was just our fleet manager. We fired the director of training a few months ago after he got DUI #3.
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Jul 25, 2017 01:45
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e.pilot posted:I'd honestly be surprised if it's even that high. Aviation is an amazingly small community. Yep. I've now run into two FAA inspectors who formerly worked as the POI of a small flight school I spent a couple of years working for.
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Jul 26, 2017 23:01
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The FAA keeps records of how many certificates of each type are issued ( https://www.faa.gov/data_research/aviation_data_statistics/civil_airmen_statistics/ ), but I'm not aware of any published statistics that break down how many certificates are issued under part 141 versus 61. It's possible that the FAA has that information but doesn't publish it for some reason, so you could try asking someone in Oklahoma City if those records exist anywhere.
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Aug 10, 2017 16:50
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Mr. Wiggles posted:Ok, what's it like working at Allegiant? I've heard some good things, but not from goons. This would specifically be a corporate job, not flight line or anything like that. http://www.tampabay.com/projects/2016/investigations/allegiant-air/mechanical-breakdowns/ Allegiant has a mechanical failure rate something like 4X higher than any other airline (and double the failure rate of other MD-80 operators), and it's mostly down to blind luck (and some good crews) that they haven't destroyed an airplane or killed anyone yet.
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Aug 24, 2017 21:39
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Butt Reactor posted:
What happened with your pay package? Last I'd heard was from early 2016 when you raised the starting pay to $40, but I haven't kept track of it since then. We got an email from our union about the 175's going to another airline, but our management has now put out a statement saying that those orders are just being pushed back somewhat, so no one seems to know exactly what's going on here. azflyboy fucked around with this message at 05:57 on Aug 31, 2017 |
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Aug 31, 2017 05:11
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If it goes the same way our "industry leading" contract did and this hiring situation continues, there's no way it'll run the full duration. When we signed our "industry leading" contract in late 2015 (which locked us into a 1.5% raise for the next 8 years, and kicked in during 2017), there was a general consensus among the pilots that the agreement would go nowhere close to the full duration before management tried to change it. Less than a month after we signed that contract (and over a year before it even took effect), you guys bumped starting to pay into the $40 range, and since ours was still locked at $32 (with no signing bonus), suddenly no one wanted to work here, and our ability to hire anyone went right out the window. After a year of management trying to find every possible way to just ignore the contract, they finally came to an agreement with the union that raised starting pay into the $40 range (among other things), and even with that, it's likely management will have to re-negotiate the contract yet again within the next 12 months or so. Whatever is going on with the 175's here seems to be a complete mess. Our former director of training (who got fired after getting DUI #3) apparently screwed up something with the simulator program, which resulted in several check-airmen (and a few captains they'd trained) having to go back and redo some training after the FAA found the screwup, and our head of flight ops was fired after someone realized he'd been lying to the president of the company as well as the Alaska board of directors for the last few months about how bad our staffing issues really were.
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Sep 1, 2017 19:48
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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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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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Rolo posted:I’d have to check, but we do manage a separate company that flies an M2 single pilot. My reading of that would be that the "OR" statement makes it perfectly legal to log the time.
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Oct 21, 2017 18:42
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Butt Reactor posted:Wait don't you work here too? on the E175? We tried that several months back (although I think we cut more than two days off), and have since decided it was a stupid idea (it was leaving new people with some interesting knowledge gaps), and are now in the process of scaling back the CBT for more ground school.
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Oct 28, 2017 05:54
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After just under four years, someone apparently realized that sticking Q400's (which constantly broke, were hated by passengers, and had weight and balance issues or "bulked out" with baggage) in Alaska to do nothing but ANC-FAI turns all day was a pretty stupid idea, so our Anchorage base will be shutting down early next year.
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Nov 1, 2017 08:11
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Min calendar day is simply guaranteeing a minimum of X hours of pay for each day of a trip. Min per duty period is very similar, but uses duty period (start of duty to end of duty) instead of calendar days as the unit of time. I believe average calendar day takes the total number of hours for a trip, divides that by how long the trip was (normally in days), and pays the difference if that number is less than a given value, although I'm not 100% sure on that. All three systems are designed to force the airline to build more efficient trips or penalize them for building inefficient ones (from the pilot perspective), since it makes a trip /day that involves lots of sitting around between legs (or really short legs) more expensive for the airline if they decide to schedule things like that. As an example, I have a two day trip coming up that only has me flying a total of 3.4hrs of block time, which is pretty lousy. Since our contract guarantees a minimum of 4.2 hours per day, I'll actually get paid 8.4 hours for that trip, which means the airline has to pay me a few hundred extra bucks for building an inefficient trip. azflyboy fucked around with this message at 20:47 on Dec 22, 2017 |
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Dec 22, 2017 16:00
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Dalrain posted:I'm thinking about diving into an Instrument Rating (US), does anyone care to recommend materials that were especially good for actually learning it? I'd recommend the Instrument Flying Handbook and the Instrument Procedures Handbook, both published by the FAA, and therefore available for free online. They're slightly more dry than a Machado book, and won't have as many pretty pictures and diagrams as a Jepp textbook will, but they're excellent sources of information and basically cover most of what you'd need to know as an instrument pilot. The instrument flying handbook is basically "here's a little of everything you'd need to know about instrument flying", since it covers everything from aerodynamics and physiology, as well as an overview of most stuff you'll see flying IFR. The Instrument Procedures Handbook is focused on just instrument procedures, and goes into more detail than the Instrument Flying Handbook on various topics, since there is overlap in what the two publications cover. The Slaughter posted:6 month recurrent tomorrow, boo. You do six month checks for upgrades? We stopped doing that at some point (including for new FO's), but there's a line check at the 6 month mark for upgrades to make sure we're not a complete menace to everything in the air.
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Jan 13, 2018 06:53
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two_beer_bishes posted:Anybody have info on the CFI job market in south Florida? I know in the Midwest you can get a job the day you pass your CFI checkride, is FL the same? The airline hiring boom has created a pretty significant drain on CFI's all over the US, so you shouldn't have a problem finding a CFI gig, especially in places like FL that tend to have a lot of schools training foreign contract students.
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Jan 18, 2018 09:20
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CBJSprague24 posted:
Typically, yes, but the current hiring climate means that regionals in particular are getting way less picky about who they'll hire for instructing slots. Where I work, we have several ground instructors who have never been pilots and aren't rated on the airplane, so it's certainly possible to do that job without being an ATP.
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Jan 18, 2018 23:28
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fatman1683 posted:Are the regionals actually hiring 1000-hour R-ATP pilots these days? I'm debating on whether it's worth investing in a degree program (I already have one Bachelor's degree) to save 500 hours of flight instructing. They absolutely are hiring R-ATP grads, and there are some that are doing various kinds of tuition assistance.
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Jan 23, 2018 23:02
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vessbot posted:CRJ 200 pilots complaining like they have to pedal it up there... A couple of years ago when Skywest had a “less than optimal airspeed” incident on a CRJ-200, the FAA slapped them with a maximum altitude of FL280 until they could get their poo poo together. When that first started, there were some very confused controllers wondering why Skywest couldn’t accept higher altitudes, and some very sad sounding pilots explaining that the FAA said they had to stay down there.
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Jan 28, 2018 00:51
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AirlinePilotCentral has a good database of regionals (and every other airline in the US) that lists bases, pay, equipment, and hiring requirements, so it's probably a good place to start looking for basic information. If you're looking to get on with a specific major, going with their "in house" regional (Endeavor for Delta, Envoy for American, Horizon for Alaska) might be a way to get your foot in the door, but I've flown with quite a few ex-military FO's who have been picked up by Delta, Southwest, or FedEx within a few months of starting at a regional. https://www.airlinepilotcentral.com/airlines/regional
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Feb 1, 2018 02:26
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Nuggan posted:There was a wreck at my airport today. "Right rudder, right rudder, right rudder" -Every CFI, endlessly.
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Feb 28, 2018 22:05
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Sagebrush posted:I assume that the dog suffocated? I hadn't realized that the overhead compartments were airtight -- but that sure seems like something that the flight crew should be aware of! Without defending United, it was a French Bulldog, which are so inbred that they have serious trouble regulating their own temperature or even breathing when they get stressed. Even with sufficient airflow, it's distinctly possible that the stress of being in a loud, noisy, dark place panicked the dog to the point where it essentially suffocated itself. It really doesn't help United that it was one of their flight attendants who demanded the dog go in the overhead, since the airline already has a reputation for beating up passengers that don't comply with crewmember instructions, so the flying public sees this as "kill the dog or we beat you up".
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Mar 14, 2018 05:28
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http://www.foxnews.com/travel/2018/03/14/alaska-airlines-female-co-pilot-claims-male-pilot-drugged-and-raped-her.html United: "Here's a brand new PR disaster!" Alaska: "Hold my spiked beer and watch this!"
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Mar 14, 2018 18:55
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KodiakRS posted:I hope the dog that united accidentally shipped to Japan doesn't have that problem. United: "Well, at least we didn't kill this one?"
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Mar 15, 2018 04:22
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dexter6 posted:I had my first very low IFR take off today (flying commercial as a passenger) since becoming getting my PPL. Under part 121, it depends on the airport (runway lighting, obstacles, etc..) and what equipment is installed on the aircraft. As an example, at SEA, the takeoff requirements for the 16's are 500/500/500 RVR, but for aircraft equipped with a HUD, that drops to 300/300/300. Part 91 pilots can legally take off in absolutely zero visibility (which is a colossally stupid idea), and can actually attempt an approach even if the weather is reported to be nowhere close to the approach minimums, neither of which are allowed for airlines in the US.
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Mar 22, 2018 21:44
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Butt Reactor posted:I flew a trip back in October with a captain who was retiring, they just had airport ops trucks escorting us to the gate. No water cannon salute for us! Apparently SLC stopped doing that a few years ago because of a drought. And that captain didn't want to be embarrassed by all the effort going into a cannon salute We have a company policy banning water cannon salutes, since PDX had someone accidentally spray foam into the engine on a CRJ-700 several years back, which was kind of an expensive fix. AWSEFT posted:Riddle plane crashed in Daytona with a DPE on board. Wing separated. =( It's going to be really interesting to see the NTSB report on that when it comes out, since the Arrow/Cherokee/Warrior series aren't exactly known for shedding wings for no reason. Since the articles are based on eyewitness reports and the separation happened shortly after takeoff, I have to wonder if one of the flaps didn't fail somehow. azflyboy fucked around with this message at 06:58 on Apr 5, 2018 |
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Apr 5, 2018 05:07
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Something else to consider about doing a leaseback is that flight schools (or rather their insurance companies) can get really picky about renting out complex airplanes, so there might be enough requirements imposed on renters (dual only, or requiring a bunch of time in type) that something like a 210 might not fly enough for the leaseback to make financial sense.
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Apr 6, 2018 19:22
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Did you give them an answer that indicated you don't think mandatory uniform hats are the greatest thing ever in the history of aviation? I knew someone who didn't get the job their first go-around because they indicated to the interviewer they didn't think a co-worker not wearing the hat was a big deal, but they got picked up on a second interview a few months later. Comedy option: Apply to Alaska and use them to get hired where you really want to go. Apparently "Live in Seattle!" doesn't outweigh "No scope, incompetent management, and fifth best pay scale (with no hotels provided for training)!", so they're losing quite a few pilots to Delta, United, etc... and it's coming as a massive shock to Alaska management that they're no longer a "destination airline" for people in the PNW. azflyboy fucked around with this message at 08:23 on Apr 15, 2018 |
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Apr 15, 2018 08:16
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KodiakRS posted:How hard is it to get hired at Alaska these days? I wouldn't mind living in the PNW again and have always wanted to live the melenial dream of living in my parents basement. It's not as hard as it used to be. Their starting pay bump helped draw some people, but the pilots got screwed on a recent arbitration decision, so it's not a happy place. That said, Alaska has kind of botched the Virgin merger, and they're expected to post a loss this quarter, so they may not be hiring for a while. azflyboy fucked around with this message at 08:32 on Apr 16, 2018 |
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Apr 16, 2018 02:20
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It's also great background for moving into a multi-crew airplane. Since I upgraded to captain, I've found myself slipping back into "instructor mode" pretty frequently to try and help new-hires get up to speed on the eccentricities of the Q400. As an added bonus, since the Q doesn't have counter-rotating props, I also find myself saying "right rudder, right rudder" a fair bit, which is something I never expected to do in the airline world.
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Apr 18, 2018 08:12
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It looks like I get to ferry a Q400 from PDX to YAM on Monday, then do a quadruple "deadhead" (YAM-YYZ-YVR-PDX-home) Tuesday, with a "first officer" who's been at the airline since 1989, so apparently the airline gods decided I needed more confusion in my life.
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Apr 22, 2018 05:12
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I'm pretty sure there is (or at least used to be) something in either the Pilots Handbook of Aeronautical Knowledge or the Airplane Flying Handbook that mentions pilots should consider using supplemental oxygen above 5000ft at night, so maybe that's where Riddle got the limitation from. When I used to work for UND, their standardization manual for a Cessna 172 was well past 300 pages, so large part 141 schools love unnessicarily complicating things because it "prepares students for the airlines".
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May 8, 2018 08:46
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Attention flight instructions: When becoming frustrated by a Chinese students' poor English skills, do not attempt to perform a "do it yourself deportation", since that is apparently frowned upon. https://www.washingtonpost.com/amph...ina-police-say/
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May 28, 2018 19:13
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Truga posted:
The F-104 also had blown flaps, but there is at least one case of an F-104 being successfully landed after a flameout at altitude, so there’s a chance someone did it with a MiG-21. http://www.sergebonfond.be/index.php/en/app/1970-26-fevrier-dead-stick-landing-sur-f-104
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Jun 11, 2018 08:45
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