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- Modern secure site, no 3rd party apps required
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- Share the passion of aviation
- Friendliest aviation community on the web
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R
Should I log Gate turnbacks in my logbook
According to the Chief Counsel Office of the FAA, the key words here are 'for the purpose of flight'. No where in that regulation does it state the aircraft has to actually fly. Further more, under air carrier regulations, those times do count toward your maximum flight/duty times. They are log...- Rick1128
- Post #8
- Forum: Interviews and hiring
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R
automatic checkride busts - your opinions
As for raw data approaches, they are required for all 121 and 135 IFR checkrides. If the aircraft has a flight director, you will do at least 1 raw data approach, no matter what the MEL says. The MEL deals with leaving the gate. I have had FD's fail in flight, so I had no choice but to shoot a... -
R
No more Europe flights
Maybe its time we start charging all the European airlines road tax on their whole flight. Two can play the same game. We've been the nice guy way too long. -
R
starting a 135 trip part 91 and ending 91
RP, The FSDO can say anything they want, but it has very little bearing in front of an administrative law judge. FSDO opinions have no legal bearing. That is not their job to give interpretations of the regulations. You will notice that they will never give you an opinion in writing. There is... -
R
Gulfstream overrun at TEB
Plus when light, the 4 takes some time to slow down, even with the engines at Flight Idle. That's why you will see 4's taxiing with one TR deployed. I found on the 4, when I was light, if I didn't start slowing down around the outer fence, I would float as much as 2000 ft. And in the conditions... -
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R
Lifeguard Rules
As for airliners holding for you, it depends on the controller. Many years ago I was going into MIA as a lifeguard flight. I was placed #2 behind an Eastern L1011 (that tell you how long ago it was?) The Eastern Captain told the controller twice that he could sidestep to the Left runway and the...- Rick1128
- Post #7
- Forum: General discussion
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R
difference between 800A and 800B
The difference is that the A is certified to FAA standards and the B is certified to UK standards. There are some differences. Like max altitude. The B can not be N numbered. However, a B can be converted to an A. Before Beech took over the Hawker, you could do it via a SB. But now you have to... -
R
and the d-bag award of the week goes to ... ->
...possibility of crew overload. It is likely they reverted to their training and were running the emergency checklist. And since lawyers have the final word on checklists, it was probably a long and complicated b***h. And you would be surprised how time flies when you are dealing with an emergency. -
R
V2 to MSA or Accelerate to VFS????
If you don't follow the manufacturers procedures, you basically become a test pilot. All your performance is based on following the procedures in the AFM. If you follow a different procedure, you are throwing all your performance figures out the window. As for Aspen, a few years ago during... -
R
Lear 25D: Pros and cons please
Deskdriver, I trained several pilots who had just turboprop time, but no jet time. If they had a significant amount of MU2 or Merlin/Metro time, they had no problems flying the airplane. If you can handle one of the above aircraft, you will have no problem with a Lear. Except you will need to... -
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R
Lear 25D: Pros and cons please
It really depends on who did the engine and how tight it was. I have flown some that were just as bad as what you had. I have had others that would pass the 'burst' test all the way up the 450. It is becoming less and less as new parts become less and less available. The worst ones were the -5's... -
R
Lear 25D: Pros and cons please
First of all the Century 3 wing does have devices on the top of the wing. They are called Boundary Layer Energizers (BLE's) The only wing that does have any devices on the top of the wing is the Mark 2 wing. But it does have a stall strip on the leading edge of both wings. And it is probably the... -
R
Lear 25D: Pros and cons please
You don't want to fly the 20's off the autopilot for noise abatement purposes. -
R
Travel Vaccinations
I believe that the only country that requires any sort of Vaccination is Brazil for Yellow Fever. Hep A & B and Cholera are recommended. The first time I went to Africa, on the recommendation of a US Army doctor, I got the Cholera series. He told me that it would be better to do it with the... -
R
Lear 25D: Pros and cons please
I have flown the 20's with and without TRs. The loose of TRs is not a big deal. Using aerodynamic braking and a light touch on the brakes, you can get more life out of the brakes then most of the guys who use the TRs. On the Dee Howard TRs, the engines tend to spool up before the clamshells are... -
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R
Lear 25D: Pros and cons please
I haven't flown the 31A, but I have flown a 31 with the extended range kit. It was a bear to keep in CG. Plus had a dinky baggage compartment. But the 35 has better range and a higher gross weight. Plus I believe most of the 31's only have the executive (narrow) door. Add in that the 31A is much... -
R
Lear 25D: Pros and cons please
It may be Stage 3, but the operating costs will be out of sight. It is still a throw away aircraft. Under Ski-Doo Jet, Lear has basically denied they ever built the aircraft, so you can forget about any support by Learjet. When you see major operators of 20 series going out of business left and... -
R
Lear 25D: Pros and cons please
...fly it at .78 to .80. These are high cruise numbers. Normal cruise is .75 to .76. For the passengers: The potty is VERY public. Bags are a @#$%^&* _itch to load. Not a lot of cubes in the baggage compartment. For the pilot: Cockpit is TIGHT. If you are over about 5'10", you need a big... -
R
Innovative ways to save money...
If you are bucking a 100+ headwind and by climbing an extra 5 or 6,000 feet you can drop the headwind by a third or more, it more than makes up for the lose of speed. While your true airspeed and mach may be lower initially, your ground speed will be the same or higher with a lower fuel burn... -
R
Innovative ways to save money...
Going for the highest altitude is not always the best for fuel burn. By checking the WSI computer and seeing exactly what the winds are doing, you can pick the best altitude. If going eastbound, sometimes an upper 30's altitude is best. It is amazing what a 150kt tailwind will do for your fuel... -