What type are you on?
- Thread starter edwardo
- Start date
Duck_Twacy
Well-Known Member
Currently Dash 8 100/300 for PDT (pays money, but not the mortgage
Previously:
Cessna: 150/152/172/182/402
Piper: Cherokee, Archer, Arrow II, III, IV, Comanche 1 & 2 engines
Diamond: DA20/DA40
Mooney: 201
Columbia: 350/400
Cirrus: SR22
Previously:
Cessna: 150/152/172/182/402
Piper: Cherokee, Archer, Arrow II, III, IV, Comanche 1 & 2 engines
Diamond: DA20/DA40
Mooney: 201
Columbia: 350/400
Cirrus: SR22
beechpilot
Well-Known Member
That's one heck of a resume!
Orange Anchor
New Member
Forgot the Beechjet and the JS41.
Liked the little Beechjet. Nice handling but could have used a bit more thrust. The JS41 was a definite step up from the JS31 from what I was told but like most turboprops with big engines, the slightest power change and the result was a lot of retrimming. Like the SAAB 2000.
I always felt sorry for the SAAB guys. Great machine and then they had the handling problem with elevator feel that delayed certification. First the MECS and then the PECS and by the time they had gotten it sorted out the RJs came along.
But the 2000 was like the Q400.. a very advanced machine with a lot of innovative engineering.
Didn't land the -154. Did a couple of approaches in it and if you ever get in an old Russian machine, you will see the attitude indicator is a god's eye view. The airplane symbol moves, not the background. And climb is in meters per second. ??? 10 meters/sec.. umm... 30ft per second times 60... 1800fpm. And speed is in KM/hr.. so you are looking at 310km/hr and only doing about 190mph. VERY confusing. Did get in the Tu-134 sim with the Russians. They didn't believe in the single failure concept. They failed stuff until you got it on the ground or crashed. And they were doing FOQA long before here in the US. FDRs routinely monitored and training assigned as needed. No real recurrent. HOWEVER you had to completely requalify every two years. An entire initial. Different concepts.
Liked the little Beechjet. Nice handling but could have used a bit more thrust. The JS41 was a definite step up from the JS31 from what I was told but like most turboprops with big engines, the slightest power change and the result was a lot of retrimming. Like the SAAB 2000.
I always felt sorry for the SAAB guys. Great machine and then they had the handling problem with elevator feel that delayed certification. First the MECS and then the PECS and by the time they had gotten it sorted out the RJs came along.
But the 2000 was like the Q400.. a very advanced machine with a lot of innovative engineering.
Didn't land the -154. Did a couple of approaches in it and if you ever get in an old Russian machine, you will see the attitude indicator is a god's eye view. The airplane symbol moves, not the background. And climb is in meters per second. ??? 10 meters/sec.. umm... 30ft per second times 60... 1800fpm. And speed is in KM/hr.. so you are looking at 310km/hr and only doing about 190mph. VERY confusing. Did get in the Tu-134 sim with the Russians. They didn't believe in the single failure concept. They failed stuff until you got it on the ground or crashed. And they were doing FOQA long before here in the US. FDRs routinely monitored and training assigned as needed. No real recurrent. HOWEVER you had to completely requalify every two years. An entire initial. Different concepts.
david2000
Well-Known Member
Hey, guys, Wounder if can get help with this info. i'm now another forloughed pilot, and i was offered a pilot position to fly the same type aircraft B 737 200, on a charter company they told me to first fly and then a month later they'll send me to recurrent, here are a few questions i have about this, hope you can help me and where on faa regulations can i find the info. thanks
What are the part 121 yearly recurrent training?
am i still legal to fly an airplane after recurrent training due date past?
for how long, and
what grace period time do i have to take recurrent training?
what if grace period time its past?
can proficency fligh check be taken over recurrent flight sim. training?
What are the part 121 yearly recurrent training?
am i still legal to fly an airplane after recurrent training due date past?
for how long, and
what grace period time do i have to take recurrent training?
what if grace period time its past?
can proficency fligh check be taken over recurrent flight sim. training?
kellwolf
Piece of Trash
I knew in 121, if you go from like Comair to Pinnacle on the same aircraft, you still have to go through the approved training to be legal. Wasn't sure of the rules for 135, though.
Aren't you supposed to be in Vegas?
I don't know about this one either or what kind of flying you will be doing in your circumstances
but I was assigned to fly a Part 91 repositioning flight (working at a 121 air carrier) and crew scheduling assigned me an FO who I'd never seen before. Basically it was - hey you're new around here - so who did your sim ride, who you do IOE with, etc? only to find out he was literally a newhire - hired yesterday and on day 2 of ground school (so still doing indoc and general procedures). Not that this guy was a bad person, - the closest he had gotten to the airplane before showing up to fly with me was the cockpit mockup in the classroom - no systems - no sims - he had no clue what he was looking for when doing the checklists and couldn't do a walk around, etc... so I refused to fly the flight with this FO.
I got the buttchewing from the chief pilot and was told that that FO was perfectly legal - the SIC could be anyone with a commercial multi cert and that would cover the SIC required limitation on my ATP. I still refused to fly the flight with that FO - so someone else ended up flying the repo flight with that FO. - if scheduling found someone else to fly the flight, why couldn't they just pair me and that other captain together? don't know..
It was just a wierd situation that I'd never seen before I wasn't willing to risk my certs to fly this flight even though the company said it was legal.
kellwolf
Piece of Trash
I'd have done the same thing. I might have even done a "Hold on. Let me call my buddy at the FSDO just to make sure. I don't want to do anything illegal." I'm pretty sure the CP would coughed and caved at that point.
beechpilot
Well-Known Member
I know from my experience that you have to fly with a check airman to be qualified to fly for that particular company. So, it wouldn't matter if you had 5000 hours of previous experience in the same airplane elsewhere, the checkride would still have to happen.
Orange Anchor
New Member
No. Got shot AT but not DOWN. And yes, helicopter guys got shot down quite often. Helicopter pilots say things like, 'I remember the FIRST time I got shot down" as in being shot down more than once and "I never got shot down in III Corps" meaning "I got shot down in I Corps, II Corps and IV Corps but never in III Corps."
I flew with the hunter killer teams and they were incredible guys. In fact, truth be known the helicopter guys in Vietnam were probably the closest cousins to the WWII fighter pilot.. young, ballsy and ready for a fight.
both the loach and Cobra were neat machines to fly in but as mentioned, I never learned to hover. I was offered a chance to spend 2 weeks with a team and learn but by USAF boss nixed the idea.
Before going into the Navy I was a F4 engine mechanic in the guard and when our guys were up on the range, they couldn't hit the broad side of a barn with the gun pod. I got to work on a double mig killer though.
The gun pod worked for ground strafing but not for air-air. I have talked with a few guys who flew with the pod and they said the same as you... not worth the trouble.
The BEST airplanes I worked for strikes were the F-100 (4 stations, 4 20mm cannon) and the A-1 (4 cannon and 16 stations). Lots of ord and most of the drivers were very good although I did have to send one F-100 home with 3 bombs due to errors in the strike.
Orange Anchor
New Member
Two interesting airplanes. When I was doing freight in the Lear, we were often in Ypsilanti and Kalitta had his turbine Beechs there.
What was the WORST thing about the turbine -18?
One of my buddies flew helo-couriers. Cracked two of them up and they made him safety officer.
Nice machine. 
Two interesting airplanes. When I was doing freight in the Lear, we were often in Ypsilanti and Kalitta had his turbine Beechs there.
What was the WORST thing about the turbine -18?
One of my buddies flew helo-couriers. Cracked two of them up and they made him safety officer.
I got lucky early on and got some time in a stock -18. I loved that aeroplane. I imagine a pointy nose (well, actually two pointy noses) would make that an awsome little freight hauler.
Good stuff about your friend. He doesn't work for the feds now, does he?
Thanks for your post's.
Orange Anchor
New Member
I got lucky early on and got some time in a stock -18. I loved that aeroplane. I imagine a pointy nose (well, actually two pointy noses) would make that an awsome little freight hauler.
Good stuff about your friend. He doesn't work for the feds now, does he?
I got a little time in the -18. Did a few night runs with an old Delta guy who LOVED the -18 and bought up a bunch. He babied those things and flew them like a concert pianist... a very deft touch. Anyway, we took one to KTOL one night and carried in more ice than I had ever seen. The only view outside was one of the heated rectangles. NOT FOR ME.
The -18, like the 727 and a few others, require a skill level and attention not found in many airplanes. You get the feeling they are just grinning and waiting for you to think you know all there is to know and WHAM! they show you that you can always use a bit of humility.
And my friend? don't know what happened to Crazy George after he left the USAF. We trained in FL before going to Vietnam and George would slow the H-C down to just above the stall. We went to and from the areas at VFR altitudes and in the winter in the Gulf, the winds can get fairly strong. George would turn into the wind when he could and slowly BACK to the VFR areas. You would see this H-C pointing SW but slowly moving NE due to the high winds. He was a true piece of work...
Polar742
All the responsibility none of the authority
After all the interesting planes that people have flown, I don't have all that exciting of a list. The OP did request this info from me via a PM, so here's the list (Alphabetical by manufacturer, and to the best of my memory). I only threw in derivatives so I look like I've done something in my career, following Orange Anchor's post...
anic:
Aeronca: 7EC Champ; Super Decathalon
Beechcraft: BE-76; C90-B; A100; B200B
Boeing: 747-200; 747-400
British Aerospace: BAe3101
Cirrus: SR-20
Cessna: 150; 152; 172; 172RG; 182; 182RG; 340
DeHaviland: DHC-1 Chipmunk
Embraer: EMB-135; EMB-135KL(140); EMB-145; ERJ-170-100; ERJ-170-200 (175)
Nihon YS-11
Piper: PA-18; PA-28; PA-28R; PA-34
SAAB: SF340
Man, that's a short list, and not too many cool birds. After the recession, if I have a job, I've got some work to do.
anic:Aeronca: 7EC Champ; Super Decathalon
Beechcraft: BE-76; C90-B; A100; B200B
Boeing: 747-200; 747-400
British Aerospace: BAe3101
Cirrus: SR-20
Cessna: 150; 152; 172; 172RG; 182; 182RG; 340
DeHaviland: DHC-1 Chipmunk
Embraer: EMB-135; EMB-135KL(140); EMB-145; ERJ-170-100; ERJ-170-200 (175)
Nihon YS-11
Piper: PA-18; PA-28; PA-28R; PA-34
SAAB: SF340
Man, that's a short list, and not too many cool birds. After the recession, if I have a job, I've got some work to do.
Avalon781ML
Well-Known Member
I am on the type that pays the bills.... I fly anything that pays....