part 135 questions

[PILOTO]

- oxigen requirements part 135
- take off and landing minimuns part 135
- when do you need an alternate?
- what weather conditions do you need to start an instrument approach part 135?
- if a headwind shears to a tailwind on the ils what indications will you see?
- if your airspeed decreases and your nose pitched down on the ils. what happened? and what do you do about it? what happens with the ils niddle when you make the correction?
- what obstacle clearence does MEA provide?

thank you all.

 

[osu_av8r]

- oxigen requirements part 135
- take off and landing minimuns part 135
- when do you need an alternate?
- what weather conditions do you need to start an instrument approach part 135?
- if a headwind shears to a tailwind on the ils what indications will you see?
- if your airspeed decreases and your nose pitched down on the ils. what happened? and what do you do about it? what happens with the ils niddle when you make the correction?
- what obstacle clearence does MEA provide?

thank you all.

Are you preparing for your first 135 job? I wouldn't study this stuff because you may learn it wrong and the company may have unique exceptions to some of these rules for regulatory relief. I would concentrate on the stuff you are already expected to know. Your job will train you and make sure you know everything about 135 that is applicable to the type of flying you will be doing.

 

[2LT]

Far/aim

Or, check the regs? Am I alone in thinking that if you don't have the resourcefulness/wherewithal to research these items on your own, perhaps you're not the best candidate for a Part 135 position?

IMHO...

Here you go...
http://www.gofir.com/fars/index.htm

And here...
http://www.faa.gov/ATPubs/AIM/index.htm

 

[Bringupthebird]

- - if your airspeed decreases and your nose pitched down on the ils. what happened? and what do you do about it? what happens with the ils niddle when you make the correction?

You just hit the approach lights!

Find a way to turn it to a positive on your Mesa interview.

If you don't know what the "niddle" will do if you make a "correction" maybe you should re-think the correction.

 

[gkrangers]

Whats the ILS niddle? You mean the localizer and glide slope niddles?

 

[paulsalem]

Ah nevermind.

 

[DirtyBeech]

- oxigen requirements part 135
- take off and landing minimuns part 135
- when do you need an alternate?
- what weather conditions do you need to start an instrument approach part 135?
- if a headwind shears to a tailwind on the ils what indications will you see?
- if your airspeed decreases and your nose pitched down on the ils. what happened? and what do you do about it? what happens with the ils niddle when you make the correction?
- what obstacle clearence does MEA provide?

thank you all.

1. see CFR 135, although your company Ops Specs may add to it.
2. same
3. same
4. The wx you, your aircraft, and your company are approved for.
5. See red book, aka FAA written, Instrument or Commercial should suffice.
6. same
7. Well, at least MOCA plus navigational radio reception.

 

[brokeflyer]

If you don't know these then you should stay as a CFI

 

[gkrangers]

If you don't know these then you should stay as a CFI

Actually, he should go find a CFI..

 

[brokeflyer]

well........that too...lol

 

[paulsalem]

Actually he should just open up a FAR/AIM book.

What would he do if a student asked him what clearance MEA gave him?

 

[Lear Wanna Be]

You guys are harsh. Man this is a tough room.

 

[CaptainSpaz]

Are you preparing for your first 135 job? I wouldn't study this stuff because you may learn it wrong and the company may have unique exceptions to some of these rules for regulatory relief. I would concentrate on the stuff you are already expected to know. Your job will train you and make sure you know everything about 135 that is applicable to the type of flying you will be doing.

Yea, what he said.

 

[SMOOTHRIDE]

All right, a REAL answer to this poor guy's questions!

Pilot O

A) Go get yourself a copy of "Everything explained for the professional pilot" by Richie Lengel (the link is on this forum page on the left side), then look up all the questions you asked in both the FAR AIM and the forementioned book so you get the TOTAL picture....

B) You will eventually be given a GOM by your company and OPSPECS section C will become your friend. When weather starts getting crummy you will end up consulting your OPSPECS (especially section C; C-57 and C-79 to be specific).

Once you get comfortable with all that, ensure the work rules at the company you are interviewing with are to your satisfaction. Ask questions about the schedule: how many days off per month?, response time for pop up flights?, how long from call up to wheels up?, etc... all good things to ask (sometimes no one tells you this stuff).

Keep asking questions on this forum, it's a good resource, don't get down about people who don't seem receptive. PM if need more detailed info. Best of luck!

 

[AerroMatt]

You guys are harsh. Man this is a tough room.

And for good reason. This is an unforgiving business at times.

I'm with OSU however... you will learn this stuff during your initial training. You'd better have it down COLD, i.e. memorized like the lord's prayer, by the time you take your checkride. Then never forget it. The absolutely worst thing a pilot could do would be to grab his ops specs while doing a procedure turn to see if he could legally "take a look-see" on an approach after the AWOS/ASOS says its below mins.

 

[SMOOTHRIDE]

Oh yeah, DON'T CONSULT OPSPECS ON THE APPROACH

And for good reason. This is an unforgiving business at times.

I'm with OSU however... you will learn this stuff during your initial training. You'd better have it down COLD, i.e. memorized like the lord's prayer, by the time you take your checkride. Then never forget it. The absolutely worst thing a pilot could do would be to grab his ops specs while doing a procedure turn to see if he could legally "take a look-see" on an approach after the AWOS/ASOS says its below mins.

Sorry I didn't clarify -- DON'T CONSULT OPSPECS ON THE APPROACH! Yes, you have to know your stuff. I was thinking of a specific example when the weather was at takeoff miniums -- and I was looking at the weather during preflight planning, and was making sure I was legal (ie ON THE GROUND, not in the air). In getting ready for the interview, however, hit the books I mentioned before, together they are a great resource (along with this forum).