confused_pilot
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go google the new adams a500... it is one nice bird CL thurst pressurized?.. glass cockpit
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Licenses after winging
- Thread starter Banjo33
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if you're going to take the test... study this gouge
http://www.aviation-academy.com/Bazemore.htm
i took it yesterday and that is the question bank. had i not at least looked at it, there was no way i would have passed.
http://www.aviation-academy.com/Bazemore.htm
i took it yesterday and that is the question bank. had i not at least looked at it, there was no way i would have passed.
Why do people always want to lump the FAR's and AIM into one? They're two completely seperate pubs. Don't answer that, it's rhetorical. I guess I thought you were asking about specifics on how to get your civilian licenses, and by reading others' responses, so did they. Reading the FAR's and understanding what it means comes with practice. Though, with that said, much of it is still left up to interpretation, unfortunately.jboomer said:
I guess my last recommendation would be to try to get a hold of the Chief Flight Instructor for the flight school / FBO you are looking to rent from. If he/she isn't able to answer your question(s), I'd be concerned about flying their aircraft anyway.jboomer said:
Yes, I know. Hence why I said the question was rhetorical. It simply amazes me that there are pilots that can't discern between the FAR and the AIM as if they're both the same thing. Not saying there are Naval Aviators in the bunch that would do that, but......well, you never know.
CavemanOgg
Registered User
I have a suggestion. Call the nearest FSDO to you and maybe a couple of FBO's to see what the procedures are. The gouge you get will probably be closer to 100% and up to date to say the least.
[/QUOTE]
haha, Call a FSDO and your likely to hear the guy on the other end break out the reg's and read them back exactly as you read them 5 minutes earlier. actually, no, they know everything....
[/QUOTE]
haha, Call a FSDO and your likely to hear the guy on the other end break out the reg's and read them back exactly as you read them 5 minutes earlier. actually, no, they know everything....
[/QUOTE] It is odd though that it's the actual instructors making those decisions at the local FBO...but, I guess everyone's story is different so it's easier to lay down their requirements on an individual basis.[/QUOTE]
Now the instructors don't make the decisions here...the FBO owner does (and his boss is the insurance company). As such, there will be a minimum number of hours (in aircraft category and type, sometimes model also) that the pilot is required to have.
I've gotten checkouts at a few different FBO's and yes, each is different. Generally speaking, they will require 1 hour of ground instruction which usually covers the FBO's policies and procedures, and an aircraft test (V-speeds, EP's, systems, etc). This is typically followed by a flight covering the basic manuevers (stalls, slow flight, EP's, landings). If you want to conduct IFR operations while renting, then you'll likely have to show that you are instrument competent (not just current) by shooting some approaches and holding.
Now this may sound real simple and all, but no one mentioned it in this thread earlier. I hope this clears up a few things and takes the mystery out of the FBO checkout.
Now the instructors don't make the decisions here...the FBO owner does (and his boss is the insurance company). As such, there will be a minimum number of hours (in aircraft category and type, sometimes model also) that the pilot is required to have.
I've gotten checkouts at a few different FBO's and yes, each is different. Generally speaking, they will require 1 hour of ground instruction which usually covers the FBO's policies and procedures, and an aircraft test (V-speeds, EP's, systems, etc). This is typically followed by a flight covering the basic manuevers (stalls, slow flight, EP's, landings). If you want to conduct IFR operations while renting, then you'll likely have to show that you are instrument competent (not just current) by shooting some approaches and holding.
Now this may sound real simple and all, but no one mentioned it in this thread earlier. I hope this clears up a few things and takes the mystery out of the FBO checkout.
But the reality is the FBO isn't making money unless they rent out their aircraft. The FBO's CFI job is to make sure you can fly the thing without breaking it in the process - but apart from that, you are a big boy/girl.
Take time to study any airplane you are not familiar with. Sit in the cockpit for a spell - before you start flying it, etc. Build yourself a little syllabus and you will be quite surprised how much better you feel.
Take time to study any airplane you are not familiar with. Sit in the cockpit for a spell - before you start flying it, etc. Build yourself a little syllabus and you will be quite surprised how much better you feel.
I've been talking to the local FBO the last couple of weeks and had my first flight today (in their C-152). I flew a .6 in the pattern this morning (5 t&g's) and will fly an hour or so tomorrow (stalls and a couple more t&g's), then a short test on performance numbers and they'll sign me off. They just want to make sure you can land the airplane safely (first 1/3 (where have I heard that before?)) and know what to do if you inadvertantly stall it.
I took the commercial test 2 weeks ago and now I'm waiting for my NATOPS jacket to be updated so I can take it, my log book, and my winging certificate to Jackson to get the actual Commercial Instrument ticket. No passengers until that card is in my pocket. But, all in all, it's a relatively painless process.
I took the commercial test 2 weeks ago and now I'm waiting for my NATOPS jacket to be updated so I can take it, my log book, and my winging certificate to Jackson to get the actual Commercial Instrument ticket. No passengers until that card is in my pocket. But, all in all, it's a relatively painless process.
CFI currency requirements: see FAR 61.197 for all the fun details, but to sum it up...
a CFI certificate is valid for 24 calendar months from date of issue; you can renew it in a few different ways: 1. By passing another practical exam (i.e. CFII, MEI); 2. Prove to the FAA that you've endorsed at least 5 students for a practical test with at least an 80% pass rate on the first attempt; 3. Get a letter from your company showing that you are a check pilot, chief flight instructor, or flight instructor in a part 121 or 135 operation (airlines); 4. (the easiest way) Obtain a graduation certificate by passing an approved flight instructor refresher course.
Aren't you glad the FAA makes this so easy and not confusing?
As for headsets, I started with the David Clark 13.4's but I wouldn't trade my Bose X's for anything in the world...
a CFI certificate is valid for 24 calendar months from date of issue; you can renew it in a few different ways: 1. By passing another practical exam (i.e. CFII, MEI); 2. Prove to the FAA that you've endorsed at least 5 students for a practical test with at least an 80% pass rate on the first attempt; 3. Get a letter from your company showing that you are a check pilot, chief flight instructor, or flight instructor in a part 121 or 135 operation (airlines); 4. (the easiest way) Obtain a graduation certificate by passing an approved flight instructor refresher course.
Aren't you glad the FAA makes this so easy and not confusing?
As for headsets, I started with the David Clark 13.4's but I wouldn't trade my Bose X's for anything in the world...
Geese
You guys are dangerous.
Michael W said:
I think as we progress with our ratings we get more comfortable with checkrides and eventually figure out that we don't have to fly "perfectly", but just within a set of standards. When I took previous checkrides I was always apprehensive and I just thought that I had to fly "perfect".
Now I don't think I'll ever have a checkride where I am completely "relaxed" or not a little bit nervous, but the more checkrides I take the better I get at taking checkrides and the more "relaxed" (still a relative term) I am.
For the CFI checkride, you should have complete mastery of the aircraft and feel very comfortable with it, those pesky power off 180s are always a b*tch, but overall you should be pretty well prepared by the time you get there.
There's a time when you dread checkrides....and then there's a time when you figure out that you'll be taking them for the rest of your life...
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