Landing At 0AZ5 2-17-2009
February 27, 2009
Landing at 0AZ5 on 2/17/2009 by Radar Roy
Duration : 0:2:24
Flight-training, cadet-scheme, sponsorships, www.easyace.net Be A Pilot
February 27, 2009
http://www.easyace.net/
Flight-School and Pilot-Training
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Duration : 0:0:11
Slim Cessna’s Auto Club – Pine Box
February 27, 2009
Pine Box video from the Slim Cessna’s Auto Club album Always Say Please and Thankyou. Directed by Lord Dwight Pentacost and John Rumley in 2000.
Duration : 0:5:27
FAR 61.129 (a)(3)(iii) & (iv) Cross Country Time?
February 27, 2009
Still trying to make heads or tails. About my cross country from KFFZ to KSDL to KTUS then waited till daylight then KTUS to KSDL to KFFZ one CFI say it conform on says it doesnt One DPE says its Good Another says its bad I have to do it over. Even those who say its bad for different reasons. The AOPA says because the end airport is less than 100nm from the aircraft base that its no good. The FISDO In Scottsdale says its bad because the 100nm staight line isn t 2 hours long. Here is the letter from the Author I got and give you his intentions when he wrote the Regulation. The way the rule reads is that a person would measure out a total straight line distance "of more than 100 miles from the original point of departure" Notice, the rule does not prevent landing(s) during this cross country flight, it just requires that ONE OF THE LANDINGS has to be a straight line distance "of more than 100 miles from the original point of departure" No place does the rule require the first landing has to be a total straight line distance "of more than 100 miles from the original point of departure"
The rule was specifically written by me this way, because I did not want to chance a pilot forcing on in a flight with decreasing weather conditions and then think the flight did not count if he landed under the 100 mile distance. Therefore, what this means is a pilot may take off at the original point of departure, land as many times as he desires, but ONE OF THE LANDINGS has to be a straight line distance "of more than 100 miles from the original point of departure" And the cross country flight has to be at least 2 hours in duration. Even a Piper Cub can travel a distance of more than 100 miles in less than 2 hours. However, both conditions have to me met. Meaning, a total straight line distance "of more than 100 miles from the original point of departure" and "at least 2 hours" duration.
John D. Lynch
AFS-810
Now who do I go if my local Fisdo ads its own spin. I beginning to think that there are FBO's who just want to keep selling uneeded flight training and have some FAA people who back them up.
If RUTAN and YEAGER leave Edwards airbase and go around the world and arrives back at the same airport this should count for a cross country of more than 100nm and at least two hours.
I posed this question to The author of the Regulation also
"I recently completed a flight for my commercial with an instructor. We went
2 miles north to one airport and landed then did 100nm staight line south
to our destinaton at night and landed. We then waited till civil twighlight
then departed 100 miles north direct to the same airport landed and flew 2
miles south to aircraft base station. 2 hours each way. Does this fulfill
the requirements of 61.129 (a) (3) (iii) and (iv)"
and his reply
"Per §61.129(a)(3)(iii) and (iv). the rule states:"
Therefore, the cross country that you and your instructor did meets the
requirements of §61.129(a)(3)(iii) and (iv).
John D. Lynch
AFS-810
Heres what AOPA Says
It sounds the same as what we were saying from what I can tell. My understanding had been you can stop numerous times but you must fly a distance of at least 100nm from your original point of departure. Often people will fly 75 miles west and land at an airport. Then turn around and fly back to the east over 100 miles. This would still put you within 100 miles of your original point of departure even though one leg was over 100nm.
At this point, I think finding the 'right' interpretation doesn't matter so much. Clearly different people read this regulation in different ways. What you need now is to find someone who agrees with your interpretation and has the authority to enforce it. Have you found anyone at the FAA that agrees with you? Have you asked the guy who wrote the regulation to explain his interpretation and intention to the local FSDO? Have you tried to do your checkride with the DPE that says it's good instead? You mentioned lawyers in your other question; have they been able to reach an understanding with the FAA? Have you tried contacting someone in Oklahoma City? In any event, no answer you get here will help because no one on Yahoo has the authority to do anything about it.
I will give you my interpretation for what it is worth (nothing).
You were trying to fulfill the requirements for both a day VFR cross country and a night VFR cross country. They both use basically the same language and require that you travel 100 NM from the "original point of departure" and also fly for at least 2 hours.
Whatever your "original point of departure", there is a 100NM radius circle around that airport. In order to meet the requirements, you have to land outside of that circle and your flight from that departure point must be at least 2 hours. If KFFZ was your original point of departure, then you never did land outside of a 100 NM radius around FFZ. If KSDL was your original point of departure, then your flight did not last two hours. However you define "original point of departure", the first flight did not count because you fail to meet one of the two requirements either way (by my interpretation).
Take a look at 62.109(a)(5)(ii):
"One solo cross-country flight of at least 150 nautical miles total distance, with full-stop landings at a minimum of three points, and *one segment of the flight consisting of a straight-line distance of at least 50 nautical miles* between the takeoff and landing locations"
This is the solo cross country requirement for your private. Notice how the language is different, it says that "one segment" must be 50NM. It does not have that "original point of departure" language. If the commercial regulation had similar language, then your trip would have counted.
Now let's talk about the trip during the day. In that case, your "original point of departure" was KTUS, and you DID in fact land more than 100 NM away from that point (KSDL), and your total flight WAS at least 2 hours by the time you got back to FFZ. Therefore, at least your day VFR should have counted by any interpretation.
As far as Rutan and Yeager are concerned, they were not attempting to meet the aeronautical experience requirements for a certificate or rating. Under 61.1 they distinguish between a general definition of logging cross country time, and a specific definition for meeting aeronautical experience requirements, such as the trips you were taking to meet 61.129.
Like I said, we have to acknowledge that there are different ways of reading it. In your situation, you have to find someone who can support your interpretation and prevent redoing the night cross country.
Good luck!
FAR 61.129 (a)(3)(iii) & (iv) Cross Country Time?
February 27, 2009
Still trying to make heads or tails. About my cross country from KFFZ to KSDL to KTUS then waited till daylight then KTUS to KSDL to KFFZ one CFI say it conform on says it doesnt One DPE says its Good Another says its bad I have to do it over. Even those who say its bad for different reasons. The AOPA says because the end airport is less than 100nm from the aircraft base that its no good. The FISDO In Scottsdale says its bad because the 100nm staight line isn t 2 hours long. Here is the letter from the Author I got and give you his intentions when he wrote the Regulation. The way the rule reads is that a person would measure out a total straight line distance "of more than 100 miles from the original point of departure" Notice, the rule does not prevent landing(s) during this cross country flight, it just requires that ONE OF THE LANDINGS has to be a straight line distance "of more than 100 miles from the original point of departure" No place does the rule require the first landing has to be a total straight line distance "of more than 100 miles from the original point of departure"
The rule was specifically written by me this way, because I did not want to chance a pilot forcing on in a flight with decreasing weather conditions and then think the flight did not count if he landed under the 100 mile distance. Therefore, what this means is a pilot may take off at the original point of departure, land as many times as he desires, but ONE OF THE LANDINGS has to be a straight line distance "of more than 100 miles from the original point of departure" And the cross country flight has to be at least 2 hours in duration. Even a Piper Cub can travel a distance of more than 100 miles in less than 2 hours. However, both conditions have to me met. Meaning, a total straight line distance "of more than 100 miles from the original point of departure" and "at least 2 hours" duration.
John D. Lynch
AFS-810
Now who do I go if my local Fisdo ads its own spin. I beginning to think that there are FBO's who just want to keep selling uneeded flight training and have some FAA people who back them up.
If RUTAN and YEAGER leave Edwards airbase and go around the world and arrives back at the same airport this should count for a cross country of more than 100nm and at least two hours.
I posed this question to The author of the Regulation also
"I recently completed a flight for my commercial with an instructor. We went
2 miles north to one airport and landed then did 100nm staight line south
to our destinaton at night and landed. We then waited till civil twighlight
then departed 100 miles north direct to the same airport landed and flew 2
miles south to aircraft base station. 2 hours each way. Does this fulfill
the requirements of 61.129 (a) (3) (iii) and (iv)"
and his reply
"Per §61.129(a)(3)(iii) and (iv). the rule states:"
Therefore, the cross country that you and your instructor did meets the
requirements of §61.129(a)(3)(iii) and (iv).
John D. Lynch
AFS-810
Heres what AOPA Says
It sounds the same as what we were saying from what I can tell. My understanding had been you can stop numerous times but you must fly a distance of at least 100nm from your original point of departure. Often people will fly 75 miles west and land at an airport. Then turn around and fly back to the east over 100 miles. This would still put you within 100 miles of your original point of departure even though one leg was over 100nm.
At this point, I think finding the 'right' interpretation doesn't matter so much. Clearly different people read this regulation in different ways. What you need now is to find someone who agrees with your interpretation and has the authority to enforce it. Have you found anyone at the FAA that agrees with you? Have you asked the guy who wrote the regulation to explain his interpretation and intention to the local FSDO? Have you tried to do your checkride with the DPE that says it's good instead? You mentioned lawyers in your other question; have they been able to reach an understanding with the FAA? Have you tried contacting someone in Oklahoma City? In any event, no answer you get here will help because no one on Yahoo has the authority to do anything about it.
I will give you my interpretation for what it is worth (nothing).
You were trying to fulfill the requirements for both a day VFR cross country and a night VFR cross country. They both use basically the same language and require that you travel 100 NM from the "original point of departure" and also fly for at least 2 hours.
Whatever your "original point of departure", there is a 100NM radius circle around that airport. In order to meet the requirements, you have to land outside of that circle and your flight from that departure point must be at least 2 hours. If KFFZ was your original point of departure, then you never did land outside of a 100 NM radius around FFZ. If KSDL was your original point of departure, then your flight did not last two hours. However you define "original point of departure", the first flight did not count because you fail to meet one of the two requirements either way (by my interpretation).
Take a look at 62.109(a)(5)(ii):
"One solo cross-country flight of at least 150 nautical miles total distance, with full-stop landings at a minimum of three points, and *one segment of the flight consisting of a straight-line distance of at least 50 nautical miles* between the takeoff and landing locations"
This is the solo cross country requirement for your private. Notice how the language is different, it says that "one segment" must be 50NM. It does not have that "original point of departure" language. If the commercial regulation had similar language, then your trip would have counted.
Now let's talk about the trip during the day. In that case, your "original point of departure" was KTUS, and you DID in fact land more than 100 NM away from that point (KSDL), and your total flight WAS at least 2 hours by the time you got back to FFZ. Therefore, at least your day VFR should have counted by any interpretation.
As far as Rutan and Yeager are concerned, they were not attempting to meet the aeronautical experience requirements for a certificate or rating. Under 61.1 they distinguish between a general definition of logging cross country time, and a specific definition for meeting aeronautical experience requirements, such as the trips you were taking to meet 61.129.
Like I said, we have to acknowledge that there are different ways of reading it. In your situation, you have to find someone who can support your interpretation and prevent redoing the night cross country.
Good luck!
What are the chances of me getting accepted to warrant officer flight training with the army?
February 27, 2009
I am 25 years old, 70 inches tall, and in good shape. I have an AAS degree in aircraft maintenance with an FAA airframe and powerplant license. I have never been in the military. But I am interested in the warrant officer flight training program. Would I have a better chance if I went with the National Guard rather than the Army or vice versa?
You meet the age and education requirements and the licenses will help. Get in touch with an Army Recruiter and start the process rolling. You will have to pass the ASVAB, a MEPS physical, a Class I flight physical and, I believe, an AFAST test (I could be wrong on this).
Make it clear to your Recruiter that you are ONLY interested in the WOFT program and you won't be pushed towards anything else.
Do understand however, that the WOFT program fills rapidly and the vacancies for the year may already be gone.
Private Pilot License – Flight Test Preparation Costs
February 26, 2009
The flight test preparation of your training is the finish up part of your training where you will get prepared for the flight test. Now the one thing that you want to keep in mind is, if you have been going at a steady pace through your Private Pilot Training this phase will be just getting everything up to the practical test standards. If you have been starting and stopping, make sure you get some time in your schedule to get proficient.
If you have gotten all your cross countries done and waited two months, guess what, it is going to take more flights to get you up to speed. So you can see how having all of this planned out from the beginning can really benefit you.
You want to be proficient for the flight test, if you can continuously fly from the beginning, this is going to be much easier. This is why I am training students 4 times per week now. I remember one of my students last year came within $300 or so of my cost estimate. He was done in about 8 weeks since the thanksgiving holiday week was at the end of his training. This is pretty good and the student was VERY happy.If there had not been a holiday at the end of his training he would have been done in 6 1/2 weeks.
Here I add all of the left over solo time since most people end up getting it at the end for practice before the flight test. You are going to want to get out there by yourself before your flight test.
The requirement by the FAA is 3 Hours within 60 days of the flight test. I find that I am still doing about 4-6 hours with the students and 7-10 hours of ground instruction on average. If you are on track and have been studying hard, you can get done close to the hours I list below.
I use rates of $120 Per Hour for the airplane and $45 Per hour For the Instructor. I also use an examiner fee of $400.00.
Private Pilot License Flight Test Preparation Cost
3 Hours Dual Instruction @ $165 Per Hour
5 Hours Ground Instruction @ $45 Per hour ( Flight Instructor )
10 Hours of Solo Flight Time @ $120 Per Hour
Flight Test Examiner Fee
Flight test (airplane)
3 Hours Dual Instruction $825.00
5 Hours Ground Instruction $225.00
7.5 Hours of Solo Flight Time $900.00
Flight Test Examiner Fee $400.00
Flight Test (airplane) $180.00
Total # 4 $2,530.00
Now this is realistic if you have been training consistently. If you have started and stopped for some reason, make sure you can do the solo cross country phase and then jump right into the Private Pilot License Flight Test Preparation.
At the end of your training is where you will want to be 100% confident in your flying. If you don’t fee confident in one or more of the areas of opperation in the practical test standards, don’t go up for the flight test.
Hope to See You in the Sky
Airfreddy
Airfreddy
http://www.articlesbase.com/sports-and-fitness-articles/private-pilot-license-flight-test-preparation-costs-624710.html
Traveling by a Private Jet
February 26, 2009
Traveling by private jet is convenient, and seems quite glamorous to many people. Private jet charter is a privilege and a luxury few people ever know or experience. Given these perceptions, you may be surprised to know that private jets and charter flight had very humble and even uncertain beginnings.
You may also be surprised to learn that jet-powered aircraft actually predate charter flight itself. The first jet-propelled aircraft was built nearly one hundred years ago by a Romanian inventor, Henri Coanda. An odd-looking aircraft, it was a type of thermojet that used a compressor instead of a propeller, which exhausted hot gases along the side of the machine at great velocity that actually provided a reactive force, pushing the plane forward. During its first and only flight in December of 1910, Coanda noticed that the burning gases had a tendency to hug the sides of the aircraft known to this day as the Coanda Effect,which is why both commercial and private jet engines are mounted either at the rear of the plane, or far out on the wings.
Similar engines were developed during the 1930s and 40s. The first practical, true turbojet the Heinkel He 178 actually flew in 1939. Due to the conservatism of German Air Force authorities however and political maneuvering within the German military, this jet fighter was never to see service. The first operational jet aircraft to see action was the Messerschmitt Me 262, which first flew in combat in April, 1944, little over a year before Germany’s defeat. After World War II, this technology was quickly employed by the U.S. Army Air Corps (later the Air Force) and Britains Royal Air Force. The British were actually the first to make jet engine technology available to the civilian market: the De Havilland Comet became the first commercial jet airliner around 1950. After nearly sixty years, many of these are still in service as transport planes for the Royal Air Force.
Business aircraft had been around since the early 1930s, but it wasn’t until 1964 that the first small private jet was manufactured and offered to the general public. The Learjet 23 was actually based on a proposed fighter-jet design for the Swiss Air Force. The Swiss passed on the design, but William P. Lear saw its potential and with this aircraft, a new market for efficient, high-speed private jet charter was opened.
The Learjet 23 was followed by several more models, and competing companies entered the fray as well. Today, when you book your private jet charter, you’ll very likely be flying a Learjet 60, a Gulfstream IV or a Cessna Citation X, depending on your destination, needs and schedule.
Jonathan Blocker
http://www.articlesbase.com/travel-articles/traveling-by-a-private-jet-120315.html
Testing: Goodyear MT/R with Kevlar
February 25, 2009
Goodyear sent us a set of the new Goodyear MT/R’s with Kevlar to try on about a month before the media event on 2/20/09 in Johnson Valley. We set a personal mission to try them in every imaginable surface type, for which Northern Arizona offers almost every condition possible from hot sand to icy rocks, and greasy mud to brownie batter mud. This is the G-rated synopsis of a month on those tires. Bottom line: they shed mud, sand, and snow like a prom dress; they love wet rocks, and they ride like butter on the highway, too–this tire will be hard to beat! Jeep Arizona/Farabee Jeep filmed in Sedona, Camp Verde, Morristown, and other Arizona locations.
Duration : 0:3:0
LAH Heli Expo02 19 09
February 25, 2009
Los Angeles Helicopters conducts a 20 hour vertical reference and 200′ steel long line training course from its facilities at the Long Beach airport and other locations. This video is of the first day of a ten day course. The course begins with pilots learning to fly the aircraft from the left seat while leaning far out of the aircraft, looking rearward (and down) and using the intersection of the rear cross tube and skid as reference — not sitting up and referencing the horizon like originally trained. This training is in preparation for the real-world utility helicopter industry where landing the aircraft in the wilderness on makeshift crisscrossed heliports made usually from logs.
Los Angeles Helicopters™ services include part 141 helicopter flight training lessons at our FAA accredited flight training school, helicopter tours and part 135 charters, production services, sales and service for buying, selling, maintaining and overhauling new and used helicopters. Los Angeles Helicopters is an appointed Robinson Helicopter Company dealer, service and overhaul center.
Duration : 0:5:31
