I never said, teach them to fly an airplane. I said help them become the aviators they should be. Teach them to be a good First Officer, to think like a captain, and conduct themselves as a professional pilot.
If the FOs cannot fly a basic visual approach or speak on the radios, then that is...
At what point do you stop pretending as if his ratings were just handed to him? Does the fact that some of the newer, low time pilots jump from a 172 to an RJ make you angry? If I had the opportunity to go to an RJ at 300 hours I would have jumped on it. Sadly, I did not. I just think a little...
wow, i have yet to have the privilege of flying with the fountain of aviation truth!!!
I think people use this type of phraseology to perhaps... lighten the mood, have some fun and not sound like a robot all the time?? If you know the controller who works jax center and you say, any chance...
I see both sides of this for surer. But Ill stick to my answer as well, if I see oil pressure steadily dropping and temp above redline, unless I was in IMC/Approach area or terrain was an issue, I would shut it down. Yes it is supposed to feather, but a seizure could be much worse than shutting...
It is easy to say what we would do in your position, having not been there!
But since you asked for advice, I'll give it.
Unless I suspected fuel contamination or terrain was an issue, or perhaps on the last couple 100 feet of a real instrument approach, I would have shut the engine down...
I would suggest using the cat. that applies to your ref. If you fly a portion of the approach at ref +10, then .....well, just fly it at ref unless it is gusty.
121-140 for straight in so cat C for circling you are D at high landing weights if you are using the correct min manuever speed. In the lear 60 if my memory is correct, we used landing flaps for circling approaches to keep us in cat D, that way we didnt have to use cat E mins.
A -90
B...
the 60 has FADEC... this is not an autothrottle. and you should always have your hands on the throttles during approach/landing. The FADEC has detents for certain power settings APR, TO, MAX CONT., CRUISE... and also regulates all engine parameters by reference to ADC'S and p1t1 or pt2tt2...
it is a great plane. Just realize what it is... it isnt a very high climber at first, the wing is fairly small for the weight and power it has. Also on hot days when you are heavy and flying high, you may get winglet flutter, just a sign that you should slow down a bit until you burn some gas...
good decision i think, as long as it is fair pay...
The regional job would be easier and better QOL than a 135 citation job in my opinion, but the citation job will do more for you.
take the citation job!!
PIC JET > ALL
sure, it's not 121 time, but there are plenty of majors hiring non- 121 pilots.
Not to mention, I think it is harder to go from 121 to corporate, and having time in a citation II will make you more attractive to 91 operators in case the airlines...
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