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 Stuntman posted:since a lot of people only check bookmarks, you should know that our admin, lowtax, has been credibly accused of abusing his partner. unpurposed posted:I didn't find one in the thread so I created an Aviation Goons Discord server here: https://discord.gg/dgs64Bg . AWSEFT posted:It's been a pleasure keeping this thing going for the last... 14+ years? I've shifted over to discord as well. Version 10 - A continuous thread since 2006! 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. Another option is BasicMed, see below. 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 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. 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 Home built/Light Sport catch all 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 9er Version 8 Version 7 Version 6 Version 5 AWSEFT fucked around with this message at 18:15 on Jun 27, 2020 |
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May 23, 2017 13:22
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Pilots ITT!!!! Alctel = Canada - Private Pilot Aleks_r = Norway - JAA PPL-A Animal = Puerto Rico - ATP ASEL/AMEL IR CFI 767 a patagonian cavy = KBFI - CPL IR CFI-I ausgezeichnet = USA - ATP-MULTI COMM-SE CFI-I, 737, DC-9, BAe ATP, G4, DA-7X, Corporate Awseft = USA - ATP AMEL azflyboy = USA - ATP AMEL / COMM ASEL/ASES CFI/CFII DHC-8 Type AzureSkys = USA - ASEL PP IR plus A&P babyeatingpsychopath = ??? - PP ASEL, A&P, and Radio/Avionics repairman Bargearse = Australia - ASEL PPL Blackdawgg = USA - ASEL/AMEL Commercial Bob A Feet = KNCA - Military ME/rotorcraft/powered lift/IR, V-22 Commander 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 MEI casey = USA - ASEL/AMEL MEI/CFI/II ATP EMB-145 – Ex-Airlines CBJSprague24 = USA - ASEL PP IR AGI/IGI Remote Pilot CerebralAssassin - ASEL COMM IR/Taildragger Cessna = USA - PP ASEL Choicecut = USA - Student cigaw = KSAC - Comm SEL MEL IR CFI/CFII/MEI CloFan = USA - PP IR Commercial ASEL Colonel K = UK - EASA PPL IR(r) / nppl (Aeros, Night) and FAA 61.75 PPL ControlledBurn = USA - Commercial ASEL/ASES/AMEL IR CraZy GrinGo = USA - Helo ATP / CFI/CFII Crazyivan45= USA - PP ASEL Airframe Dalrain = USA - ASEL PP Desi = CYOW/CYQT - ATPL, FI, FII, MEI, MU2, CL-65 dexter6 = KJYO - PP ASEL Dominoes = ??? - PP ASEL DrDork = USA - Rotary ASEL COMM IR, CFI/II dupersaurus = KRDU - ASEL PP e.pilot = Colorado - Comm SE/ATP ME CFI/II/MEI IR Tailwheel, CL-65 B767 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 Foghorn = KGTU - ASEL PPL IR 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, A320, A330/A350, IR, SEP (Airline SFO) IceLicker = USA - PP IR ImDifferent = USA - ASEL PP IR ImplicitAssembler = Canada - PPL ASEL, Rotary student 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 737 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 Nuggan = USA - PPL ASEL Paramotor Nullpunkt = Germany – CPL/ME Octoduck = USA - PP IR - naval aviator ohno = kbdu - student pilot Ormy = ??? - PPL UK overdesigned = KNKT - PPL SEL IR w/ HP, Tailwheel - Naval Aviator oversteer = UK - PP Glider Per = Denmark - PPL Prefect Six = ??? - PP ASEL Pilot to Gunner = USA - Student (Engaged to a UAV AF pilot) Pivo = Canada - student pilot Poise aka HarryLerman = ATP ASEL/AMEL IR (Naval aviator), B737, G100 PT6A = Canada - ASEL/AMEL Commercial, IR, Class 4 Random Letters = USA - ATP AMEL, Comm ASEL/ASES, IR CFI/II, Tailwheel, DHC-8 737 Type Rekinom = USA - Commercial AMEL, IR, Air Force Reztes = KRAL - Comm ASEL IR CFI Rickety Cricket = KDCA - ATP ERJ170/190 CFI/CFII rldmoto NC - PPL ASEL/ASES Super Drifter, building Rans S20 Rolo = NC, USA - Comm ASEL/ATP AMEL IR CFI/II/MEI + A&P, C525, LR60, DA-50 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 Sewer Adventure = - ESEA PPL (A) Sharma = - Comm ASEL/AMEL IR B200Shavnir = KTKI - PPL ASEL silversiren = KCRG - Student simble = P19 - ASEL PP Slamburger = US - ASEL PP sleepy gary = USA - PP ASEL SomeDrunkenMick = Ireland - Student Pilot St_Ides = Canada/USA/Kenya - PP, glider, hot-air CPL Stupid Post Maker = USA - Comm ASEL/ATP AMEL CFI/II SwimNurd = I73 - student Thaumaturgic = ??? - PP ASEL TheCobraEffect = USA - PP Helicopter/ASEL The Ferret King = USA - PP ASEL and CTO The Slaughter = USA - ATP AMEL/COMM ASEL MEI/CFI/II PIC E170/190 737 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 - ATP AMEL/Comm ASEL Type CL-65 Two Kings = USA - ASEL/AMEL COMM/IR CFI/II Unicom = Canada - ASEL PP unpurposed = ??? - PP ASEL unnoticed = USA - ASEL PP Varlock = Canada - High altitude ATC vessbot = USA - ATP ASEL/AMEL CFI L-39 Albatros, TBM Avenger, CL-65, tailwheel, aerobatics xaarman = US - ATP ASEL AMEL (Air Force) 707/737 Type Zero One = KDET - PP Everyone above has posted something since 2014. If you want to feel special, post your stuff with my name so I see the post, and I'll add you AWSEFT fucked around with this message at 12:59 on Jun 12, 2020 |
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May 23, 2017 13:22
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OP is caught up to this point. Both incorrect AWSEFT fucked around with this message at 02:45 on Mar 20, 2019 |
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May 24, 2017 03:30
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Captain Apollo posted:Needs to be an updated section on BasicMed. You (or somebody) write it and I'll post it. It could also be a shorter description and a link to the FAA. I'd be ok with that.
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May 24, 2017 19:19
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Bob A Feet posted:I see the next airline fiasco centering around the bathroom. On my flight to Paris on Aer Lingus, an elderly woman couldn't understand why she couldn't use the bathroom during turbulence. Obviously, arguing, speaking loudly, and gesturing to Irish stewardesses (Im assuming she couldn't understand them so thought they didn't speak English??) was the answer. She in turned tried to pick a fight during every drink service. I can totally see this. I was on a flight, thru 10k, FAs are getting their carts together, and my morning coffee hits me. I got up to use the lav and she barks at me to sit. Being a pilot I understand the rules but if the flight deck isn't gonna turn the sign off on a 3 hour flight we're gonna have an issue. Before she pushed the cart down the aisle she saw me watching and called up front to get the sign off. AWSEFT fucked around with this message at 02:44 on Mar 20, 2019 |
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May 26, 2017 02:41
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Desi posted:So, for the OP, "Desi - CYOW/CYQT, ATPL, FI, FII, MEI, Mitsubishi MU2" Have a great buddy whose dad owned an MU2. He always tells me how awesome an airplane it is and how much he likes it. Years later he told me it was the MU2 that killed his dad. Something about the how the engine pulled itself to idle, on an approach, because of a faulty ITT sensor. Even with all of his experience it dragged him into the ground. AWSEFT fucked around with this message at 02:44 on Mar 20, 2019 |
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May 27, 2017 15:12
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two_beer_bishes posted:I did spin training 10 years ago when I first started CFI training that I never completed. Now that I'm more than likely looking at a career change in the next couple months I'm going to go back and finish that fucker. Does the spin endorsement expire at any point? You still in New York?
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Jul 2, 2017 00:07
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You guys New York based? I'm spending way too much time there on layovers. Goon meet NYC?
AWSEFT fucked around with this message at 03:17 on Mar 20, 2019 |
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Jul 29, 2017 14:26
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vessbot posted:Based there but don't live there. And my home commitments are too heavy to stay out there just to hang out No pilot WANTS to live in the shithole of EWR/LGA/JFK/HPN but EVERYONE is based there. AWSEFT fucked around with this message at 03:16 on Mar 20, 2019 |
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Jul 29, 2017 20:29
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Plus as of last night's vacancy award, I'll be based in DTW soon.
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Butt Reactor posted:Something tells me that either my company is going to announce a new domicile in Atlanta, or that they're going to shut down XJT for good... Didn't Endeavor just open one?
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Aug 10, 2017 23:22
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vessbot posted:Yup. Opened it with 200s a few months ago, and just yesterday the official announcement was made that we're putting 900s there, largely from the 31 of them we're getting from XJ. Even though it was widely believed already. I worked there when they opened the -900 base in ATL the first time. We'd fly thru there occasionally, ASA hated us, Delta hated us. Most of our pilots didn't like flying thru ATL, I didn't mind it. Great flow, nobody stops.
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Aug 11, 2017 13:11
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AWSEFT fucked around with this message at 03:16 on Mar 20, 2019 |
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Aug 19, 2017 00:09
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AWSEFT fucked around with this message at 03:16 on Mar 20, 2019 |
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Aug 19, 2017 18:15
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AWSEFT fucked around with this message at 03:15 on Mar 20, 2019 |
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Aug 20, 2017 01:05
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AWSEFT fucked around with this message at 03:15 on Mar 20, 2019 |
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Aug 20, 2017 13:48
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Animal posted:You guys need to get together an plan a RSV Hobbit like expedition all the way out to Brooklyn I'll be there and off duty on Saturday.
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Aug 23, 2017 20:42
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AWSEFT fucked around with this message at 03:15 on Mar 20, 2019 |
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Aug 24, 2017 02:21
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PT6A posted:Flew the Seneca for the first time today. Wow is there a lot more poo poo happening, a lot faster, than in a 172. And the money leaves my wallet faster too! I totally get why piston twins are a dying market now... I remember leaving the Seminole to fly a 172 again and thinking: "Hu, this is REALLY slow. I'm bored"... at 100 feet
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Aug 29, 2017 01:05
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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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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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Rickety Cricket posted:OP update - ATP ERJ170/190 KLGA !! I guess I'm an airline pilot now! Updated. I'm up in JFK. Goon meet?
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Oct 11, 2017 01:57
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AWSEFT fucked around with this message at 03:14 on Mar 20, 2019 |
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Oct 15, 2017 16:05
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AWSEFT fucked around with this message at 03:14 on Mar 20, 2019 |
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Oct 16, 2017 23:33
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AWSEFT fucked around with this message at 03:13 on Mar 20, 2019 |
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Oct 27, 2017 14:04
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a patagonian cavy posted:+1 instrument pilot as of today. I hope no checkride is ever that stressful again. If you give me more info I'll update the OP
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Nov 18, 2017 21:31
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AWSEFT fucked around with this message at 03:13 on Mar 20, 2019 |
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Nov 30, 2017 17:38
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Rolo posted:I’m 30. I’m currently making 55k-ish in a very expensive part of the southeast, a part of the country I’m realizing more and more I don’t want to live in much more than another year or so. I’d happily find a roommate if it meant 60k and the ability to not own a car or pay car insurance. Don't forget that you can live anywhere and commute. AWSEFT fucked around with this message at 03:13 on Mar 20, 2019 |
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Dec 15, 2017 15:58
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AWSEFT fucked around with this message at 03:12 on Mar 20, 2019 |
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Jan 4, 2018 22:56
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fordan posted:This seems like an especially unfun runway excursion: https://www.nytimes.com/2018/01/14/world/europe/turkey-plane-skid-runway.html According to here. quote:First Officer is pilot flying, weather is at minimums. They are expecting to see the runway at minimums. At minimums they see the runway and the first officer disangages the autopilot but at the same time he presses the toga buttons. Captain takes over and lowers the nose and retards both thrust levers to idle, they land at idle thrust and aircraft was dispatched with one reverser inop. The captain deploys the thrust reverser of the left engine and releases the right engine. Since he hadn't disconnect the auto throttle right engine goes to TOGA thrust. Aircraft starts to accelerate and skids off the runway from the left. Right engine saparates. All passengers evacuate the aircraft from the rear door. No smoke in the cabin no injuries.
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Jan 16, 2018 17:05
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AWSEFT fucked around with this message at 03:12 on Mar 20, 2019 |
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Jan 18, 2018 15:30
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AWSEFT fucked around with this message at 03:12 on Mar 20, 2019 |
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Jan 19, 2018 15:53
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e.pilot posted:Can we talk about people that snore in crash pads and why it should be legal to murder them? Have one in my pad, can't wait to get out of that room
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Feb 4, 2018 19:49
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Dude is fat, snores like a chainsaw, refuses to get a CPAP because they're "too expensive". He's well aware.xaarman posted:So, if I want to avoid the crash pad situation at LGA, what is the going crew rate for hotels around that area? I highly doubt you'll save money hoteling it based on what I've heard rates are. One guy told me he got "a deal" at $100/n. I'm paying under $300/m AWSEFT fucked around with this message at 00:40 on Feb 7, 2018 |
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Feb 7, 2018 00:35
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Transcript is out on the Lear that crashed in TEB. All I can say is wow....... https://dms.ntsb.gov/public/60000-60499/60373/611541.pdf
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Feb 8, 2018 16:35
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Lots of info here: https://dms.ntsb.gov/pubdmss/search/hitlist.cfm?docketID=60373 From the Operations/Human Performance Group Chairman's Factual Report (Direct quoted parts): quote:Captain failed his CFI, CMEL, and ATP-M check rides. quote:FO failed his PP-SEL twice.
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Feb 8, 2018 19:50
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babyeatingpsychopath posted:I'm confused what a circling approach is. They're set up on the ILS for runway 6, then at the FAF they turn on a DME arc to intercept runway 1 visually? Basically they bring you in on the ILS to get below the clouds so you can fly a visual pattern (they also use it to keep you out of EWR's traffic flow). You fly an approach into the pattern. Some have fixes they want you to start your pattern at (or w/o fixes you'd start at the circling distance for your airplane). Other than the mandatory crossing restrictions, you don't HAVE to fly at circling minimums (though you certainly can). In fact, at my previous company at night we HAD to fly above published circling mins. Yes, the FO struggled the whole flight to maintain altitude and airspeed. This was also not his first Lear 35A job, he had 400 hour in the airplane but it sounded like he was on IOE (a pilot on initial operating training). AWSEFT fucked around with this message at 03:14 on Feb 9, 2018 |
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Feb 9, 2018 03:10
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PT6A posted:Basic airmanship is basic airmanship, and when you get overconfident, you can get a bit lax with it. My Multi-IFR instructor once yelled at me for, basically, failure to maintain altitude and airspeed -- "this is PPL level poo poo -- attitude, power, trim! Don't act surprised you're having trouble maintaining your airspeed and altitude, your pitch is all over the goddamn place because you haven't trimmed properly!" And he was 100% right, of course. I was getting lazy with basic procedures, and once I started paying better attention to those things, voila, the problems vanished! Yeah, but other clues lead me to the decision that he wasn't a good pilot. The captain was flying that plane thru the FO, the FO didn't call for a single checklist and was prompted to do basic things. He even mistook EWR for TEB.
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Feb 9, 2018 15:05
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e.pilot posted:I've been commuting for all of three months and I don't know how people do this for entire careers holy poo poo. I'm at 8 years and counting. Yeah........... It ages you for sure. I take a very laid back approach. I give myself plenty of time both ways. I spend a little more time in the Crashpad but its good for my heart. lol
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Mar 6, 2018 01:14
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xaarman posted:Any reason I shouldn't buy the LuggageWorks Stealth Air and some overpriced attachable bag this week? Seems to be the standard crew luggage, but man... $299 + $59-99 for an accessory is a hard pill to swallow. I love my luggage works but its very heavy.
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Mar 12, 2018 21:01
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PT6A posted:On one hand, I respect the fact that flight attendants are an important part of the flight crew for any flight, but honestly, when some of them act like the goddamn Sky Gestapo it really pisses me off. It's like any flight crew position: you have to adapt to the situation at hand, considering safety, customer service, and any other operational necessities, while exercising common loving sense. Its like the seat belt sign nazis. Seriously, if a pax RUNS to the bathroom below 10k, not letting them is probably a worse situation than allowing them to violate the seatbelt sign. Also, they don't need a PA directing every pax to look at them in their time of suffering. Hell, even in cruise, leave the poor people alone. AWSEFT fucked around with this message at 03:10 on Mar 20, 2019 |
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Mar 14, 2018 12:20
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