Guess they didn't learn the first time.. Delta's new KSEA-PAJN run.

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Derg said:
One of my work-besties flew that doing "atmospheric research" back in the day!
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Kind of like these guys, who do "weather" work. :)

L382.jpg
 
MikeD said:
Delta bringing back the L382 for its new Alaska ops?

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Ya never know!;) Lockheed just got the nod to offer a civilian version of the C-130J called the LM-100J.

Lockheed Martin is in talks with a launch customer for certification and production of a commercial version of the C-130J Hercules military airlifter.

The LM-100J is intended to replace aging L-100 commercial Hercules aircraft now in civilian operation.
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http://aviationweek.com/awin/lockheed-makes-commercial-bid-civil-c-130j
 
Bumblebee said:
I know of U2 pilots who can't get a gig in the firefighting business, because they don't have multi engine time.
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Not surprised -- the pilot group is very ecclectic, with people from just about every airframe and background.

IMHO it is the same as the issue of every military single-engine high performance aircraft pilot who wants to fly at the airlines. I guess the difference is that the airlines recognize that the type of airmanship developed employing (and not just "flying") most military high-performance single-engined aircraft will usually easily adapt to the relatively simple "complexities" of flying multiengine aircraft. Thus, most of the airlines see high-performance military turbine single time as meeting the airmanship skill intent of the multi time requirement.
 
Hacker15e said:
Interestingly, there's no such thing as "centerline thrust multiengine time".
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There isn't. But there are military aircraft that the FAA deems center line thrust only and as such, if you have ONLY flown "multi engine" in one of those types, when you go to the feds to convert your military license to a civilian license you will have a "center line thrust only" restriction. It was pretty common to get F18 guys coming to do their ATP rating who had to get the center line thrust restriction removed from their civilian license as well (by flying around in a Seminole, after competently managing an F18 during carrier operations... very odd).

Here's the list

The following aircraft are considered centerline thrust aircraft (ref. 8900.1 Vol 5, Chap 1, Sec 4):

a) T-2B/C Rockwell Buckeye.

b) T-37 Cessna 318.

c) T-38 Northrop Talon.

d) F-4 McDonnell-Douglas Phantom.

e) F-111 General Dynamics F-111.

f) F-18 Northrop-McDonnell-Douglas Hornet

g) A6-E Grumman American Intruder.

h) A-10 Fairchild Republic Thunderbolt II.

i) F-15 McDonnell-Douglas Eagle.

j) F-14 Grumman F-14.

k) F-117 Lockheed Stealth.

I) F-22 Boeing/McDonnell F-22.
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BobDDuck said:
There isn't. But there are military aircraft that the FAA deems center line thrust only and as such, if you have ONLY flown "multi engine" in one of those types, when you go to the feds to convert your military license to a civilian license you will have a "center line thrust only" restriction. It was pretty common to get F18 guys coming to do their ATP rating who had to get the center line thrust restriction removed from their civilian license as well (by flying around in a Seminole, after competently managing an F18 during carrier operations... very odd).

Here's the list
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Yeah, no published VMC for them, so considered CL. However, both the F-14 and the A-10 have some pretty hefty "standard" multiengine characteristics when single engine.

And funny too that while the T-37 is considered CL, it's brother the A-37 isn't.
 
BobDDuck said:
there are military aircraft that the FAA deems center line thrust only and as such, if you have ONLY flown "multi engine" in one of those types, when you go to the feds to convert your military license to a civilian license you will have a "center line thrust only" restriction.
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Many of us have held multi/commercial licenses with such a restriction (myself included), but I was referring to the type of flight time that goes in the logbook or on an airline application.

For some reason, there are pilots who look down their noses at such flight experience and note that it is only "centerline thrust multiengine time"...to which I ask them to show me in a logbook or 14CFR or some other location where such sub-category of multiengine flight time exists (which, again, it does not). It is multiengine time logged no matter how one chooses to look at it.

In post 441, Bumblebee commented on needing "time in something that's non-centerline thrust", so I was merely replying that there is no such category of multiengine flight time so far as the FAA is concerned.
 
Hacker15e said:
For some reason, there are pilots who look down their noses at such flight experience and note that it is only "centerline thrust multiengine time"...to which I ask them to show me in a logbook or 14CFR or some other location where such sub-category of multiengine flight time exists (which, again, it does not). It is multiengine time logged no matter how one chooses to look at it.
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The airline guys look sideways at a lot of legally- and appropriately-logged time. If I have to sit through one more round of the "You can't log SIC in a 172!" idiocy again, I'm going to cut my hair and move to France.

-Fox
 
Hacker15e said:
In post 441, Bumblebee commented on needing "time in something that's non-centerline thrust", so I was merely replying that there is no such category of multiengine flight time so far as the FAA is concerned.
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One would need some time in something not centerline thrust restricted if they want to go fly a Boeing or Airbus or even an RJ.

You've got to get the restriction of your faa licence somehow.
 
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