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Version 10-9 - 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. Post in the thread your general location and rates for various aircraft types, prices are all over the place these days 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. - the navy has you covered  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. 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 10 Version 9er Version 8 Version 7 Version 6 Version 5 America's Hat Canadian Specific Things: -ian booksTransport Canada's Official Publicaions Air Command Weather Manual PT6A posted:So you want to fly, eh? - About Flying in Canada e.pilot fucked around with this message at 20:06 on Oct 9, 2023 |
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Oct 7, 2023 15:21
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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 = KHOU ATP 737 | KNSE T-6B IP | ASEL, Powered lift, rotorcraft- helicopter CFI ASEL, powered lift, CFII airplane, powered lift. 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 = KCVG KAPA - Priv Glider/Comm SE/ATP ME CFI/II/MEI IR Tailwheel, CL-65, B737/747/757/767 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 = CYMM PPL(A) CPL(H) BH47, BH06, EC20 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 = KLAX - ATP/CFII/MEI 737 777 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 Maksimus54 USA ASEL PPL Mao Zedong Thot = KMSO PPL ASEL tailwheel 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 Perfect 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, Flight Instructor - Class 1 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 = USA - PP ASEL unnoticed = USA - ASEL PP Varlock = Canada - High altitude ATC vessbot = USA - ATP ASEL/AMEL CFI L-39 Albatros, TBM Avenger, CL-65, B737, tailwheel, aerobatics xaarman = US - ATP ASEL AMEL (Air Force) 707/737 Type Zero One = KDET - PP e.pilot fucked around with this message at 16:17 on Apr 12, 2024 |
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Oct 7, 2023 15:21
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*placeholder for smartass comments and gallows humor*
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Oct 7, 2023 15:26
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Bonanzas are best.
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Oct 7, 2023 15:26
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Captain Apollo posted:Bonanzas are best. funny way to spell “caravan”
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Oct 7, 2023 15:28
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a patagonian cavy posted:funny way to spell “747”
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Oct 7, 2023 15:32
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There is no EST or CST in the summer
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Oct 7, 2023 15:47
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vessbot posted:There is no EST or CST in the summer what about MST
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Oct 7, 2023 16:24
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e.pilot posted:what about MST You guys are ok, that's the least of your transgressions
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Oct 7, 2023 16:34
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a patagonian cavy posted:funny way to spell “737 MAX8"
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Oct 7, 2023 16:41
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vessbot posted:You guys are ok, that's the least of your transgressions lol get a load of this guy that doesn’t know about phoenix
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Oct 7, 2023 17:23
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i like plen
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Oct 7, 2023 17:41
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So you want to fly, eh? - About Flying in Canada Learning to fly, and then flying in Canada works very similarly to the US, but since I'm an instructor up here, I wanted to add some things that might be important to my countrymen. Where Should I Go To Train? Well, unlike the US, we have relatively more restrictions on how flight training can be offered. Freelance instruction at the PPL level is only available if you own your own aircraft, or you have one in your immediate family. You should probably not buy a plane to undertake PPL training, I cannot stress this enough! So you'll be looking for a Flight Training Unit. Do your research, the same you would anywhere else. In terms of qualifications beyond PPL, we do have college and university programs, but they tend toward the Extremely loving Expensive side, even by the standards of aviation. I already had a university degree, so I did my CPL and everything else through a normal Flight Training Unit. My conversations with other pilots going through training in Canada has informed me that the availability of advanced training is, to put it bluntly, a bit poo poo in a lot of places, so this may be something you want to keep in mind when selecting a school initially. How is the training process different? There are some things which are different by law and some things which are different in common practice due to different regulations. The most significant things:
So you want to be an instructor anyway? It's a great way to build time and experience, and it's a job I really like doing, so apart from the poo poo pay, I wouldn't try to turn anyone away from it. Our system is a bit different from the US, though; in some ways better, in other ways worse. We have a system with four classes of instructor ratings: Class 4: New instructor, cannot freelance, must be under the supervision of a class 2 or 1 instructor. Can teach ultralight ratings unsupervised Class 3: All of the above, no requirement for supervision, can freelance, can operate a Flight Training Unit provided they are the only instructor Class 2: All of the above, can supervise class 4 instructors, can operate as the chief flight instructor of a Flight Training Unit Class 1: All of the above, can teach instructor ratings Your first step on this journey will be to find a Class 1 instructor -- easier said than done at the moment. I hope to have mine done by the end of the year, but right now, out of our whole reasonably-large FTU, we have one full-time, and two extremely-part time. There is a waiting list, and they will probably only select you if the chief instructor thinks you seem like someone he'd hire at the end of it. After that, you'll do a bunch of training and you'll come out as a brand new class 4 instructor. This is one of the big benefits of our system: the initial rating is easier, from everything I've heard, because ultimately you are going to be a sort of apprentice afterward. A class 2 or 1 instructor will review your training plans on a regular basis, and fly with your students as necessary to make sure you're not messing up too much. To make it to class 3, you need to recommend three students who pass a flight test, send three students on their first solo, and achieve 100 hours of instructing (possibly a concern if you're being given students who are about to solo or flight test, not a concern if you're teaching three students from scratch). In practice, it was a lot more than 100 hours for me and for all of my co-workers. To reach class 2, you'll need 10 flight test recommends (not 10 passes, 10 recommends) and 500 hours of instructing. You get to do another written exam (this one is harder, but not by much), and a flight test showing that you're moderately better at instructing than a class 3 or 4 (it's not a super-impossible standard by any means, you don't need to be flawless, just good). To reach class 1, you'll need 750 hours of instructing, then (possibly) need to write a written exam, and pass a slightly more challenging flight test. The written exam is the same one as for class 2, but you need 80% instead of 70%. I got 83.7% on my first attempt, which means I don't have to do it again, and that makes me very well pleased. This is the only instructor flight test I haven't done yet, but the feedback I've got from people who have is: you have to be good, and the very challenging part is remembering that, at the most complex, the examiner is evaluating your ability to evaluate your instructor candidate based on the examiner role-playing an instructor candidate who is evaluating you role-playing a student. It took me five minutes to type that sentence and I'm still not sure I got it right. Now, you'll notice I haven't mentioned anything about CFII or MEI. It's because we don't have them! This is a part of our system I like much less than the US system. To teach a multi-engine rating, you require 50 hours of multi-engine time and 10 hours on the type of aircraft used for the training. That's it! That's not even "in addition to an instructor rating" or something. You could be the world's slowest ME student, pass after 50 hours (average is about 10), and provided you hold a CPL, provide instruction in that same aircraft the next day. The situation with instrument ratings isn't much better: for an instrument rating, you have to do at least 5 hours with the holder of a flight instructor rating. The rest can be done by a flight instructor with an instrument rating, or by the holder of an instrument rating who has at least 500 hours PIC (of which 100 hours must be multi-engine to do it for multi-engine aircraft). What about other ratings I've heard discussed? We probably don't have them. We don't have a high-performance endorsement, we don't have a tailwheel endorsement, we don't have a complex endorsement (or requirement for CPL). Is that a bad thing? Well, probably! In practice, insurance companies will stare at you like you have three heads if you are going to try to fly any of the above without adequate instruction, but it's still legally possible. We do, however, have a few ratings that cover things that anyone with a PPL can do in the US: the night rating is one, and the other one is VFR-Over-the-Top which allows you to fly over, but not in, cloud. I think I've seen that rating issued exactly one time, because you can exercise that privilege with an instrument rating or a commercial license anyway, and frankly it's a bit stupid to be flying over a cloud layer without an instrument rating... there's a lot of ways that could go wrong. So you can fly anything? Not quite. We do have a definition of high-performance, but it's different from the US. Our definition of high-performance is "anything with a stall speed in landing configuration of over 80 knots, or a maximum speed of over 250 knots" and there is no rating that covers them, you will need a type rating for each one. You will also need a type rating for anything that has a requirement for multiple pilots. I want to fly a light sport aircraft? Can I do that? Yes and no. We have something called a recreational pilot permit, which enables you to fly single-engine non-high-performance aircraft with a maximum capacity of 4, but with only one other person. It's vaguely ridiculous, but it comes with a lower hour requirement, and lower medical requirements. You can also get it at 16 rather than 17, which is why I have one! Fun fact: since it's not technically a license, it doesn't get superseded by a PPL or a CPL or an ATPL, so it still got printed in my most recent Aviation Document Booklet (our licenses look like passports, and you get a sticker every time your ratings, license, or medical change). What's different about flying in Canada after you're licensed? I've never flown in the States, so I can only tell you what I've heard. Here are some interesting differences:
Show Me Your Parts We have different regulations up here in Canada, so all the various FAA Parts don't apply. We have: 702 - Aerial Work 703 - Air Taxi 704 - Commuter 705 - Airline Transport 406 - Flight Training Units 604 - Private Operators (required for turbo-jet aircraft*, aircraft with greater than 12566 lbs. MTOW, and turbine powered pressurized aircraft with more than six seats) That's all I can think of right now. If anyone has Canada-specific questions I missed, let me know and I'll do my best to answer them. PT6A fucked around with this message at 22:27 on Oct 7, 2023 |
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Oct 7, 2023 19:38
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I’ll get this added to the OP when I get to a computer
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Oct 7, 2023 20:01
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PT6A posted:Typically, you will monitor 126.7 and make position reports, or if you own a Vans, you will not. Don’t gotta make position reports from the overhead break, bra.
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Oct 7, 2023 20:16
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I would simply not have an electrical system
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Oct 7, 2023 20:22
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7600 problems but a radio ain't one
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Oct 8, 2023 08:01
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FL420                    
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Oct 8, 2023 13:18
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Uh yer on guard buddy
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Oct 8, 2023 13:26
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 @
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Oct 8, 2023 14:29
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Ooh a new thread. Please add me to the list! KSQL PPL ASEL
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Oct 8, 2023 15:36
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Oh hey knew thread From the last one: Bob A Feet posted:KHOU ATP 737
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Oct 8, 2023 15:37
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Arson Daily posted:FL420 When you ask for the block 410-430, everyone knows what you’re really doing.
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Oct 8, 2023 15:55
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Got that new cheese block smell in here
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Oct 8, 2023 15:57
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Oct 8, 2023 16:27
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MrYenko posted:When you ask for the block 410-430, everyone knows what you’re really doing. flying in a mountain wave?
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Oct 8, 2023 16:28
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KRNO ATP LR-JET B737 B747-4 Comm MEL
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Oct 8, 2023 17:05
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When were you flying the Lear?
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Oct 8, 2023 18:22
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I flew 35's flying canceled checks for Airnet from like 2006-2010 and then again for this shitbag air ambulance operator in the southwest from 2015-2015 (8 months)
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Oct 8, 2023 20:53
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You train at FSI in Tucson?
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Oct 8, 2023 20:57
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PT6A posted:So you want to fly, eh? - About Flying in Canada It’s just weird that you can’t log and complete a 1NM cross country without having your duplicated maintenance records that also contain what airports you’ve visited on the airplane. Like, who needs to know I went to Alberta last week before I fly to Calgary? Also what are your definitions of cross countries.
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Oct 8, 2023 21:14
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Rolo posted:You train at FSI in Tucson? CAE Dallas. The sim at the time the first level C biz jet sim ever made. It was from the early 80s if I recall and had its own data center of ancient computers to run the thing. Night only, only had like 3 airports in the database and broke down constantly. At some point in the 90s they added a UNS1 FMC and it was run by some beige box windows computer that I'm sure had some insane kludge to get it to talk to the rest of the sim. I thought it was awesome! Maybe they replaced it with something newer but it was their pride and joy; it was the first thing you saw as you walked in the building and was behind huge glass walls
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Oct 8, 2023 22:04
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Oh dang I was working at Flight Safety in the Lear programs when you were flying them, would have been a small world.
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Oct 8, 2023 22:47
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Does anyone here have first or second hand experience with the flight training programs the airlines have started in the U.S.? They seem like they might be the way to go for training if you're interested in going down the 121 route but knowing airlines they could also be overpriced pilot mills that exploit students. They haven't been around long enough to develop a reputation that I've heard about even though I fly for an airline that has one. e.pilot posted:Give me an idea of different aircraft rental prices. This info is over a decade old at this point. I don't know what rates are like these days but I'm guessing they have increased since then. Feel free to update me to PHX/A320 in the op although I will soon be LAX/777 because I suck at bidding.
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Oct 9, 2023 02:20
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KodiakRS posted:Feel free to update me to PHX/A320 in the op although I will soon be LAX/777 because I suck at bidding. Get a load of mister wide body over here! Congrats on the new type  Really wish we still flew 330’s. I wanna go wide one day but I love DA BUS.
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Oct 9, 2023 02:50
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KodiakRS posted:Does anyone here have first or second hand experience with the flight training programs the airlines have started in the U.S.? They seem like they might be the way to go for training if you're interested in going down the 121 route but knowing airlines they could also be overpriced pilot mills that exploit students. They haven't been around long enough to develop a reputation that I've heard about even though I fly for an airline that has one. I work for an airline that has one, and it's a bit of a mess. We don't own the flight school (it's a contract), but the deal is that students cough up the $$ for the private/instrument, then the airline will kick in up to $26k for the commercial, and then they owe the airline a certain amount of time. The problem is that we have entirely too many FO's, so the reserves never fly, so they never upgrade, so we don't actually need the people coming out of that program. To "fix" that, people in the program are being allowed to go work for an entirely different regional (which directly competes with us), and then they're allowed to bypass everyone stuck here and jump to mainline after they have the required time.
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Oct 9, 2023 03:11
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KodiakRS posted:Does anyone here have first or second hand experience with the flight training programs the airlines have started in the U.S.? They seem like they might be the way to go for training if you're interested in going down the 121 route but knowing airlines they could also be overpriced pilot mills that exploit students. They haven't been around long enough to develop a reputation that I've heard about even though I fly for an airline that has one. I know the guy that runs one of them if anyone has any questions I could pass them on
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Oct 9, 2023 04:29
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We have some of those programs starting in Canada. They're between $117000 and $140000, and at the end you get a guaranteed* spot as a first officer somewhere. * If you pass the training in the time allocated, which is a massive, massive gamble. I'm biased because I did all my training the traditional way, but that is a lot of goddamn money, and if you're dedicated enough and skilled enough to make it through one of those programs in the time and hours promised, you will do very well in any training setting and the traditional way will save you a lot of money. In essence, you're paying tens of thousands of dollars to *know* what your first job will be. It might be worth it to some people, but that's what you're paying for and that's how you should look at it.
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Oct 9, 2023 13:58
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PT6A posted:We have some of those programs starting in Canada. They're between $117000 and $140000, and at the end you get a guaranteed* spot as a first officer somewhere. We have a spectacularly bad program in 'Murrica, through ATP. After you pay them $101k for your ratings, if you're too good to build time by working as a CFI or something, you can pay an additional $175,000 for 1,188 hours flying around in a 172 with some other dumb bastard who signed up for that program. This puts the total cost at ATP pretty close to what four years at a public medical school would cost, and obviously airlines are famous for being much more stable than practicing medicine.
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Oct 9, 2023 17:14
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Rolo posted:Get a load of mister wide body over here! Congrats on the new type Thanks. I was aiming for CLT 777 but I didn't think I would get it. So I put in a bid for LAX 777 to get on the equipment earlier and then transfer domiciles when I could hold CLT. I did some thinking and realized that if things changed in CLT, or it got more senior, I could be stuck in LAX for a long time. So I decided to remove my LAX bid. Except I forgot to actually remove it. And then it went ~2,000 numbers junior to CLT/777 with me as the one of the lowest awards. oops.
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Oct 9, 2023 17:55
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