Book on FAR Interpretation!

[turning2]

Much better book:

"EVERYTHING EXPLAINED for the Professional Pilot"

www.aviation-press.com

Just Tryin' to Help

Gonna have to STRONGLY agree here. Received my copy just the other day, not only have I had a hard time putting it down, I've had a harder time keeping my F/O from stealing it. He's now purchased his own copy.

Only on chapter 2 but I've already picked up a wealth of information (and retained it to boot ) not an easy task for me sometimes. I have found it to be a very easy read, not dry at all like some of the other publications. Sure wish I had a copy many moons ago, it could have saved me countless time and money with all references in one place. I HIGHLY recommend it for everyone's library.

Move away from the Jepp and other larger publication companies for a change and give the little guy a chance, I promise you won't be disappointed. And if you are, I'm sure you can give Richie a call, he includes his phone # for any questions you may have with a personal thank you when you purchase your copy... don't ever remember Jepp doing this

http://www.aviation-press.com/

 

[Rick1128]

Avbug,

No more than anyone else. And I have the Summit CD. The only problem is that they tend to drop the Interpretations that are more than 5 or 6 years old. And they still don't have all of them. And the FAA lawyers (liars) keep the regs loose so they garrantee their continued employment. And that is a direct quote from a former FAA lawyer.

 

[SkyGuyEd]

Yeah the only problem with a book like that is it really makes you realize how little you know

Anyone else know that they make sectional charts read as if the sun is setting in the northwest? I sure as heck didn't!

 

[avbug]

The only problem is that they tend to drop the Interpretations that are more than 5 or 6 years old.

Hmmm. On my disk, they go back to 1975. In fact, in 1975, I'm showing 57 interpretations at the national level, on my disc. You seem to be missing 22 years worth. I'd ask for my money back...

 

[TEXAN AVIATOR]

Just ordered FAR's Explained, will give my review once I receive it.

This book is well worth the money; well written thanks for referring me to it.

 

[kingaira90]

The best FAR book out there

I got my copy of "EVERYTHING EXPLAINED for the Professional Pilot" about a month ago, and I have read it cover to cover! I can't say that about the FARs. After 5 minutes I am nodding off. I keep a copy of the regs next to the bed in case I can't sleep (actually not kidding).

I have the summit cd etc. You will get the information, but the FARs and AC were written by lawyers covering their ass for more lawyers. The FARs are easy reading if you like reading medical encyclopedias in Latin for light entertainment (without pictures). Everything Explained is highly detailed and readable. Yes both at the vary same time! Richie Lengel does an excellent job of cutting through the b/s and clutter to give you the nugget of truth. He has injected a sarcastic sence of humor into the book too (just my type of humor!) keeping it light, considering the subject matter. I am certainly retaining far more information in this format than I ever did with the stuff I wasted my money on in training and beyond.

I got my note in the shipment too! Buy it and you will know you wasted money on all those other books. Just my 2 cents, kingaira90

 

[Toy Soldier]

Just a thought

Someone mentioned earlier in this thread that the FARs are very easy to understand and that any mis-interpretation was simply a pilot trying to "read the reg" in his own favor, etc. They also basically said that all you have to do is simply read the reg and the answer will be plain to you.

Well I typically call or email the ACTUAL part 61/91 office in Washington DC (the folks that write those parts of the FARs) and, just to test them, I called the same office twice in a month and got different answers to the same obviously simple question.....

Well, today when I got the "other" answer, I explained to the gentleman that I got a different answer the last time I called. He then told me to email him the questions and that he would go to their legal department for an interpretation.

Go figure....

 

[A Squared]

Someone mentioned earlier in this thread that the FARs are very easy to understand and that any mis-interpretation was simply a pilot trying to "read the reg" in his own favor, etc.

Toy soldier: I think that you're misunderstanding what was said, or at least you are misunderstanding what I said. I never said that all the regs are easy to understand. What I said is there are *some* which are quite plain, but are continuously understood incorrectly, despite thier clarity. Part of the problem is that the ones who misunderstand them don't want the regs to mean what they obviously do mean, so then convince themselves that they mean somehting else.


I don't agree with avbug that they are *all* easy to understand. I will go as far as saying that *many* of them are written in plain english and are easily understood. *many* (not all) of the common minsunderstandings could be eliminated if you just read the reg and understand what the words say, nothing more, nothing less.

You should be aware that asking whatever branch it is your asking, especially by telephone is a pointless and meaningless exercise. Their spoken opinion is of no more value than the spoken opinion of your next door neighbor, the shoe salesman who has never flown in his life. The only opinion which counts is a written one from FAA counsel. I'm curious, what is the question you were asking of the FAA?

 

[Toy Soldier]

A Squared

Hello. My previous post wasn't pointing fingers at ya'... sorry if it looked that way. It was just a comment because there were those that made it sound like the regs were so simple. That's all. Simply conversation...

However, the basis for my question to the Part 61/91 office in Washington you ask about follows:

Someone told me that a private pilot with his OWN plane could NOT fly the pastor of our church on the pastors' business trip because the pilot would/could receive "goodwill" - even if the private pilot paid 100% of the expenses. The FAA dude that I spoke to agreed with that comment. However, he stated that a commercial pilot COULD.

Well, today I called and got a different answer from a different FAA dude. The latest FAA dude told me to email to him my specific questions (scenerios) and he would have the lethal, er I mean legal department give me an interpretation...

 

[A Squared]

A Squared
Simply conversation...

Yeah, that's the spirit in which it was taken, no ruffled feathers here. As for your question, it leves me scratching my head. My first impulse is to roll my eyes and sy that in no way is "goodwill" compensation, but then I think of the very broad interpretation of "compensation" that the FAA uses and I'm not so sure.

I would think that the FAA would be reluctant to classify "goodwill" as compensation, as then it would change the nature of of operations where the corporate aircraft was dispatched to take a client somewhere as a goodwill gesture. I don't think the FAA wants to open that can of worms. They'd get a lot of calls from congressmen who got calls from thier constituents (read campaign contributers)

Let us know if you get a reply on that.

 

[Batfish]

Back on the subject

Quote from The Man:

Much better book:

"EVERYTHING EXPLAINED for the Professional Pilot"

www.aviation-press.com

Just Tryin' to Help


Sorry to get back on the FAR book subject. I think The Man is right on target. I have had my copy of everything explained for the past few months and it blows Jeps FARs Explained out of the water. Don't waste you money on the other stuff out there. After you get this one you will not need anymore. Batfish

 

[Toy Soldier]

I just bought EVERYTHING, literally! I got:

1. Everything explained for the professional pilot.
2. FAR's explained
3. Summit Publications CD

a. Everything explained is the "bomb"!
b. FAR's explained is kinda OK - it is "plain english" written by a lawyer...
c. The CD has volumes of good stuff. Learning how to navigate it is a chore however.

My library is growing! A little knowledge is a dangerous thing...! I better get studying then

 

[kingaira90]

Just to make sure

Toy Soldier:

I just wanted to make sure I understood you last post. Was it a ranking. As in Everything Explained for the professional pilot is the best (the bomb as in blows the others away?), Fars explained second best and the summit CD 3rd. Was that in amount of info, easy to read etc?

I agree if it was a ranking by the way. Thanks kingaira90

 

[Bernoulli]

For those of you who have the "Everything explained for the professional pilot" book... I checked it out on line and it looks pretty good. My question is... Does it have a comprehensive index in the back to help look up all these little tid-bits of info? Thanks in advance for any replies.

 

[kingaira90]

The Index

Bernoulli:

In response to your question, does Everything Explained for the Professional Pilot have an index. Yes it does!

Off of the back of my copy of the book where the author describes the book: "The most complete index ever created. All subjects are listed by Every possible key word that could possibly come to mind, even if it's a slang term"

In my words it has a Kick A$$ index. You can tell this guy has been around the aviation community for a while because he uses every term possible to get you to what you want. I think the index is over 16 pages in a little tiny font size. Hopre that helps. kingaira90

 

[Bernoulli]

Thanks KingairA90... I'll have to get me a copy... sounds like a good book.

 

[avbug]

I have a copy of Everything Explained...and it's severely lacking. It does have a lot of information. However, in the first ten minutes of review, I came up with several pages of incorrect or incomplete information.

It's flashy with a lot of material to cover, but it's not complete, and it's not entirely accurate. It's a good reference, but don't hang your certificate on it.

 

[kingaira90]

Like what?

Avbug:

How about some specifics rather than generalities? Is it your opinion that there are incorrect items, or can you dispute it with FARs etc? Just wondering. Kingaira90

 

[avbug]

I surely can; a considerable amount. I've been contacted by the author of the book directly about the same thing, and I'll be forwarding things to him, too.

I'm not criticising the book. It's obvious a lot of work went into the book, but it's not by any means complete, and not completely accurate. It's a good reference, but it's not authoritative. It shouldn't be treated as such.

As an example, in Chapter 9, page 340, "NASA Reports." An important piece of information not included is that the title bar of the report can be used against you. The body cannot, but if the FAA learns of your offense, or if you admit to an offense in the title of the ASRS report as you submit it, that is fair game, and it may be used against you. A title such as "altitude deviation" may be used against you, vs. "altitude event." This isn't often discussed or shared. But it's important. It's also important to note that while the ASRS report can't be used against you, the FAA can still use the report to go in search of other information to use against you...thus making limiting certain information in the body of the report or the title of the report advantageous to the submitter.

On the same page, CFR 91.13 is given very little treatment, even though it's the basis of a large share of the enforcement action taken against pilots. In fact, among other charges, it's often a common thread. We should have some reference to understand that actually endangering the life or property of another isn't necessary; simply acting in a manner that might, may still qualify. Further, even if there is no life or property to endanger, this paragraph may still be used in enforcement action against you, and your own life and the airplane as property may also be used against you. This is important information to know.

A page later, we find in Chapter 9 under what to do if involved in an enforcement action, in paragraph 4, the advice to not trust your interpretation of the regulations, but find several high time pilots who really know the regulations. This paragraph is dangerous and misleading...as I find that flight time means nothing with respect to knowledge of the regulation, and many experienced pilots have a gross misunderstanding of the regulations. (Shoot, one Director of Operations of a large 135 operation, a very experienced pilot with a lifetime of flying 135 121, and military behind him, tried to tell me once that he interpreted the regulations better than anyone, including the FAA, because, and I quote, "I wrote the regulations when I was in the army.").

The only thing that an individual about to be involved in enforcement action needs to know, with respect to Paragraph 4, is to call an attorney. However, paragraph 4 suggests "...Or find an aviation lawyer who really knows the regulations...". It's not a matter of or. It's necessary in many cases to the lifeblood of a career. It's sort of like saying, that if you're injured, you could find someone who has been injured a lot who can give some advice, ...or find a doctor.

Page 366 defines mineral and AD oil, but fails to note that not all AD oil is mineral oil, or that mineral oil is often used for routine flight other than breakin...or that mineral oil isn't necessary for break-in.

Page 465 talks about preventative maintenance, but doesn't dwell on the most important aspects...that it must be done using the same tools, same standards, same performance level, as any certificated mechanic, and must be done using current publications, just as though a certificated mechanic were doing the work...the owner/operator/pilot performing this work is equally responsible for the work, including all of Part 43, as well as industry standards as applicable, such as AC 43.13, and all specifics set forth in approved publications and data regarding the appliance, aircraft, or component.

Another very important point mentioned by quote, but not expanded upon, is the matter that preventative maintenance cannot involve complex assembly operations. One may be mislead to believe that what is outlined here, and in Appendix A of part 43, is easily doable by an owner, pilot, etc. It's very often not...important stuff to know as it affects one's certificate, and the airworthiness of the aircraft. Something as simple as an oil change may result in the need for AD compliance on the oil filter adapter nut, safety wire proceedures to a certain standard (how many twists of wire should exist in the pigtail, and what is the standard?), the requirement for a current, calibrated torque wrench for the filter and drain plug, the availability of a current referencable maintenance manual for the aircraft AND engine (two different, independent sources), etc. This really should be noted.

There's a plethora of these things; I'm just skipping through at random. I'm not saying one shouldn't buy the book. Do; it's a good, concise reference that is quite inclusive. But don't use that as a primary reference to protect one's certificate. That's a big risk to undertake, and not a good bet. There's more to know than what is in the book. Know the regulation or principle or material, and then use a book such as review reference...but not your primary source to learn the material. There is more under the sun than what lies between it's covers.

I don't have time right now to really dive into it, and I'll be submitting my information to the author per his request (which I was going to do, anyway, as professional courtesy).

My impression in reading comments here and elsewhere is that pilots find the book highly authoritative and exhaustively comprehensive based on the fact that it has expanded their understanding. That's good and well, and as it should be...so long as those pilots realize that there is still more, and not to let their search for understanding end with the purchase of this book.

 

[kingaira90]

My impression in reading comments here and elsewhere is that pilots find the book highly authoritative and exhaustively comprehensive based on the fact that it has expanded their understanding. That's good and well, and as it should be...so long as those pilots realize that there is still more, and not to let their search for understanding end with the purchase of this book.

I agree. Everything Explained for the Professional Pilot or any other book should not be the end of your quest for aviation knowledge. I see it as an excellent resource for getting a handle on the mass of information we need to know as professional pilots, a tool to point you in the right direction for more information, and an excellent aid for understanding the often confusing way the FAA words the rules that govern our lives. All in a readable and often funny format. A number of times while reading and rereading the bookI have found bits and pieces of information I had forgotten or never learned in the first place, and they are very important bits and pieces. I really wish this book was out when I was going through training, I would have had a Much easier time digesting the flood of information you need to learn at that point.

You have to go to the source for the full information (Far/AIM, ACs, ADs etc), but to have a guide book like this to point you in the right direction (I love the referencing of the actual applicable regs, ACs etc) is priceless. For the average professional pilot who really does not know the regs etc well enough. This is an excellent tool.

I think it is the SINGLE best resource out there on understanding professional aviation. Is it the be all end all of the quest for aviation knowledge, no. I put it in the same catagory as my instrument ticket. I was told by my instructor "now you can learn how to fly IFR". Well know you can go out there and learn! Kingaira90