Solve this argument now!!!

Joekster said:
Actually VY has greater rate of climb as far as fpm and will get you "up" faster
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then why am i holding vx until clear of my 50 foot obstacle +100 feet on short field takeoffs? or have i been effin that up?

up higher in the relative distance given/traveled. correct?
 
Doug Taylor said:
I still remember the days when you'd have to cut out your own license when it arrived in the mail...
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Unless it's changed in a year, mine came like that, on some old looking paper. It included a wallet sized version and one you could hang on the wall and/or frame.
 
You still get the FCC license in the mail and cut it out. Most airlines require them for an interview. Not really needed for domestic ops though.
 
frog_flyer said:
then why am i holding vx until clear of my 50 foot obstacle +100 feet on short field takeoffs? or have i been effin that up?

up higher in the relative distance given/traveled. correct?
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Yeah, you are gonna have decreased fpm, but the decreased speed is going to allow you to reach an altitude over a shorter distance versus Vy, even though it will take more time.
 
frog_flyer said:
then why am i holding vx until clear of my 50 foot obstacle +100 feet on short field takeoffs? or have i been effin that up?

up higher in the relative distance given/traveled. correct?
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Angle and rate are two different monsters.

Think of it this way, if you want to climb to an altitude faster, you want Vy.

But chances are, you're going to run into the tree.

If you just want altitude over distance, you want Vx so you miss the tree. You'll actually climb slower, but you gain more altitude per given distance.

Or, umm...something like that. I can't remember! I've been using 250/320/M.75-.768 for the last 10 or so years! :)
 
wellp, i think we solved it. We're both right in our own way?

i'll try to remember to throw it out there manana and see if the DE is impressed.

scratch that... i wont.... quote from everyone in skymates "don't answer more than he asks. You can dig yourself in a hole cause he may think you know alot about something and continue to ask you questions about it."
 
DE727UPS said:
"...or back when the written test, was in fact, written"

I remember when you had to go to a FSDO or a special FAA approved written test designated examiner. I took my PPL written at the Spokane FSDO. They mailed the results to you a few weeks later.
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Me too. I am an old timer, ARROW, true written tests.

ARROW has become AROW as noted.

Angle does not get you up faster, but gains more feet per distance. Only important for obstacle clearance.
 
wheelsup said:
Unless it's changed in a year, mine came like that, on some old looking paper. It included a wallet sized version and one you could hang on the wall and/or frame.
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The FAA pilot license and instructor "certificate" are now mailed to you as "credit cards." Nice picture of Orville and Wilbur but it makes it IMPOSSIBLE for old guys like me with failing eyesight to read the cert # :D
 
Complete list of required items and refrences from orlando FSDO

Airworthiness Certificate (original) - Ref. FAR 91.203
Registration Certificate (original) - Ref. FAR 91.203
Radio Operator Ship License (Int’l flights or 12,500 lbs. +) FCC rule
Aircraft Flight Manual or Pilot Operating Handbook (current revision) including current weight and balance data- Ref. FAR 91.9
Current status listing of all applicable Airworthiness Directives including time or date of recurring action - Ref. FAR 91.417, FAR
Inspection due date, Annual/100 hour/progressive event – Ref. FAR 91.409/417
ELT - battery due date - Ref. FAR 91.207 (c) (50 NM radius)
ELT – within last 12 months ops. inspection - Ref. FAR 91.207 (d)
VOR Equipment Check for IFR operation - Ref. FAR 91.171 (IFR)
Compass Deviation Card - Ref. FAR 23.1547
Static System Inspection Certification - Ref. FAR 91.411 (IFR)
Altimeter Inspection Certification - Ref. FAR 91.411 (IFR)
Transponder Inspection Certification - Ref. FAR 91.413 (ATC)
Current Status of Life-limited parts per T.C.D.S. – Ref. FAR 91.417
FAAform 337's for alterations or repairs - Ref. FAR 91.417
Inoperative Equipment Certifications - Ref. FAR 91.213
External Data Plate / Serial Number – Ref. FAR 45.11

“Airworthy” means an aircraft and component parts meet its type design (or properly altered configuration) and is in a condition for safe operation. (References: Public Law 103-272, Section 44704, FAR 21.31, FAR 21.41, FAR 21.183, AC43.13-1B glossary, FAA Form 8100-2) Fellow airmen: This general checklist is a living document and references were current at the time of this revision. It was not developed or intended to be an ‘end-all’ checklist for flight planning purposes. The purpose of this checklist list is to aid the airman and to increase industry awareness of the associated responsibilities with the term “airworthy”. The decision to accept an aircraft in its’ present condition rests with the Pilot-In-Command. Constructive criticism of this content is welcome and encouraged. At least then we know you are putting some thought into the matter…..use in good health and good faith ! Have a Safe Flight ! Ben Coleman, FAA Orlando FSDO Revision date: 2/7/2006
 
This might be obvious, but I'll point it out anyway: acronyms are meant to help you remember something! There is no "right" or "wrong" acronym, unless you make it wrong by your underlying knowledge (or lack thereof).

It seems like everybody around me knows "TOMATO FLAMES" for basic VFR equipment. I'm a flight instructor, and for the life of me, I couldn't tell you what "tomato flames" means. Heck, I don't even know if it's "FLAMES" or "FLAME."

But I can tell you what minimum equipment is needed for a plane, and I think that matters more than if I get the acronym "right."
 
Doug Taylor said:
Damn, now I feel really old.

I still remember the days when you'd have to cut out your own license when it arrived in the mail...

...or back when they raised the rate on the Tomahawk at my flight to to $38/hr and it almost caused a riot at Gryphon Aviation...

...or back when the written test, was in fact, written.
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Don't feel old Doug. I guess they changed this within the last couple a years. The DPE (and my boss) at my work has mentioned this umpteen times at our staff meetings. Pretty sure that Canada was first in not requiring it, then Mexico soon followed. Course I would never take a GA aircraft to Mexico, unless I wanted to get a plane off my hands. ;)

I teach ROW AAA. There are three A's because of the post 9/11 stuff with ID's and such:

Registration
Operating limitations
Weight and Balance

Airmen medical/pilot certificate
Airmen ID
Airworthiness certificate

TOMATO FLAMES has changed to A TOMATO'S FLAME, cause of the anit-collision light req. during the day.

In the end they all break down into TLA's anyways. :)
-ColM
 
The FCC Operators License is a FCC scam! I had to get one to fly in Germany - no test, just paid $50.00 and got one in the mail a few weeks later that looked worse than the temporary one I printed out at home.

What's the point? :confused:

Anyway, for me it is ARROW.
 
BobDDuck said:
You still get the FCC license in the mail and cut it out. Most airlines require them for an interview. Not really needed for domestic ops though.
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You're confusing your documents here unless you think the airline interviews the airplane before buying it. ;-) If the airlines are interviewing a pilot candidate, they probably want him to have a "Restricted Radiotelephone Operators Permit".

The FCC "Station License" goes with the plane and keeps it legal to broadcast.

The "Restricted Radiotelephone Operators Permit" is the suthorization for the individual to pick up the mike and broadcast on the "Radio Station" which is the airplane.

As others have pointed out, neither is required for domestic operations (they both used to be). However, according to AOPA, officals in Canada and the Carribean have, on occasion, demanded pilots produce these documents for flights into those areas.

I went through the nut roll to get both documents for myself and my Tiger. As I remember, it was well over $100 to get both. My permit doesn't show an expiration date, so I think its good forever, but I believe the AC radio station License must be renewed every 10 years.

The FCC website has all the info you need.
 
Mr_Creepy said:
The FAA pilot license and instructor "certificate" are now mailed to you as "credit cards." Nice picture of Orville and Wilbur but it makes it IMPOSSIBLE for old guys like me with failing eyesight to read the cert # :D
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Well if can't read the cert# I don't guess there's any chance you could tell me what the writing on the struts and leading edges of the Wright Flyer wing says then?
 
Tiger815 said:
Well if can't read the cert# I don't guess there's any chance you could tell me what the writing on the struts and leading edges of the Wright Flyer wing says then?
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"Hi, I'm with the FAA and here to help" and "Hi, did you just fly this airplane? Beautiful plane. By the way, I'm with the FAA and conducting a standard ramp check"



Just kidding...I have no clue, as I have old-school paper type for the COMM, and my CFI is being renewed as we speak.
 
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