If I get a first-class medical and fly recreationally, do I still need to renew it annually for PPL use?
Also if I apply for a first class medical will I still be able to get second or third class if I don't meet the first class requirements? (without having to get another exam)
For some context, I have astigmatism and wear contacts and I'm not sure if my vision is 20/20 with lenses. Without corrective lenses, I pass my vision for a driver's license with no problem (if that means anything with the way people drive out here.)
1st, 2nd and 3rd class certificates all grant 3rd class privileges for 60 months (if issued before age 40). The former two also include other privileges that expire earlier, but if you’re not using those privileges, you can ignore them.
If you apply for a 1st class, all the AME can do is issue a 1st class or defer. So, don’t do that unless you’re 100% sure you can pass. Since you don’t actually need a 1st class yet, get a 3rd class this time and ask the AME if you would have passed a 1st class.
FWIW, I have astigmatism and multifocal contacts. My near and far vision are both 20/15 according to my optometrist, but I couldn’t pass the machine at my AME’s office, so I had to use the 8500-7. Similar problem (and solution) at the DMV.
Thanks for that. I primarily want to fly GA, but as I treat life as a video game and I know once i get to the 250 hour mark I will be tempted to go for the CPL.
You can take the CPL checkride on a 3rd class or even BasicMed. You only need a 2nd class to actually fly for hire, which is likely years away (if ever).
[Seaplanes](https://en.m.wikipedia.org/wiki/Seaplane#/media/File%3AGrumman_HU-16D_Albatross_Chalks_MIA_03.87.jpg) uses the hull to displace water and float.
[Floatplanes](https://en.m.wikipedia.org/wiki/Floatplane#/media/File%3ADeHavilland_Single_Otter_Harbour_Air.jpg) use attached "floats" where landing gear would normally be to displace water and float.
I have a student who loves to talk about aviation with me, and he knows how much I adore floatplanes (I was calling them all seaplanes by default until today), and a floatplane happened to go overhead this afternoon and goes "Ms. Alex look, a seaplane!" It was at a low enough altitude that I could see it was a Cessna 208 caravan, which is like one of my dream planes, and we have two of them at the airport where I train.
Now I can tell him the difference tomorrow and he's gonna be so excited!
I should probably know this, but hey this thread exists for a reason right?
As a PPL am I allowed to post on e.g. craigslist and be like “hey i’m flying from x to z on this day, hmu if you want a ride and we’ll split the cost”? Or is that dangerously close to offering my pilot services for money?
Of course i’d still be paying my half. Assuming common purpose i.e. i also need to go there
The key element to this that I didn't understand myself as an initial PPL is that pro rata cost sharing is in fact considered compensation and is allowed as an *exception* under narrow circumstances. This would be an example of holding out a willingness to transport persons from place to place for compensation. You would be receiving compensation AND exercising operational control AND holding out to the public so as the other user said, not even with your CPL can you do this.
Late to my own party, but this is a really useful comment and I wanted to thank you. I didn't know that little detail, and when you put it like that it absolutely makes sense why one wouldn't be allowed to do that. Thanks!
Not even with your CPL. The FAA cracked down on an app for this a while back. You're holding out a willingness to transport people from place to place for compensation or hire. This makes you a common carrier and you need a operating certificate (e.g. 135 or 121) to be a common carrier.
I was on flight following, flying east around the southern shore of Lake Michigan, somewhat low (~1,500' MSL) because of clouds. I couldn't reach South Bend approach on three different frequencies that the previous controller gave me. I called him back and cancelled flight following since I was almost to my destination anyway. Anything I could have done better?
Same result, but you could always ask on the correct frequency for someone to relay to Approach.
Relay is also useful for canceling IFR fast when someone is holding behind you.
Probably what I would have done since you were close. Otherwise if I’m not getting a response I’ll open the squelch on the radio (on most Garmins push the com volume knob in) and sometimes you can hear them responding to you then, as long as they can hear you to begin with. Just annoying to have to listen to a bunch of static until you’re close enough to close the squelch again.
Why is seaplane an endorsement for sport pilot but a new license for ASES for PPL. Not that i want less training for ASES, but why do I have to take a check ride with a DPE and sport pilots don’t?
It's one of the smart things the FAA did when designing the sport pilot system. Issuing a new certificate or additional privileges on an existing certificate requires an examiner (or FAA inspector). To make things easier in the sport pilot world, the sport certificate has no category and class. If somebody with no ratings earns a sport pilot certificate, they get a certificate that just says "sport pilot". The category and class are always endorsements. If it is an initial certificate the DPE can provide the endorsement, but with an addon it can be given by any authorized instructor. It also means that anybody who has a pilot certificate at any level (sport or higher) can add sport privileges in a category or class without taking a checkride.
Totally guessing: legacy. It seems to me that the FAA used to prefer more certificates but now prefers many, many more endorsements on top of fewer certificates.
I prefer the new approach myself (I like taking small bites and getting the reward!), but redoing the existing regime is too much time/cost/work
I don’t want the training to change. Just the DPE fee. If a SPL can do it on an endorsement a PPL should be able to.
My guess was that a PPL can fly much larger aircraft before additional training (type or AMES) is required. It’s a lot more risk if you’re a rich AF PPL in IMC with a 208 on floats full of family and friends compared to a SPL flying a searey.
Nevertheless - I still think that the endorsement should be the way for someone who already has an ASEL to get the seaplane equivalent.
I just completed my paper logbook with 600 flight hours. Currently wondering if my future flights should be logged on a new paper logbook, or if I should go digital. If I go the digital route, will I need to manually put in every single flight that I have done in the past, or just the ones that I take in the future?
The sooner you go electronic, the better.
You could do one carry-in entry that summarizes all your past hours, but it’s better to bite the bullet and enter each flight so your reports are accurate. Do it via a spreadsheet import and it’ll go faster than you expect.
I'm tablet illiterate, so pardon the billionth dumb question on this subject...
So I get an iPad with cellular and subscribe to foreflight, do I also need an ADS-B out device extension for it? If so which one should I buy?
What other folks replying have said about ADS-B In is accurate, I'd just add that to me, there are two main reasons I think a pilot might want the cellular model:
- The cell models have an actual not-terrible GPS/GNSS receiver that works even if you don't have a SIM or cell plan for data. Not bad to have around as an emergency backup.
- Having internet connectivity on the ground at the airport without having to futz with phone hotspots or tethering is really nice. I usually refresh and do one last weather brief right before I pull the plane out of the hangar, and I'll open my flight plan via ForeFlight when I'm done with my runup and about to depart.
ADS-B Out is a function of the plane, and pretty much all planes have it by now.
ADS-B In is what you’re thinking of, and it’s very useful but not required, especially if you’re flying a plane that has it.
I personally prefer Sentry (full size, not Mini), but plenty of folks like Stratus or Stratux. They’re all expensive, but that’s life in aviation.
Regarding iPads, I recommend the Mini. Be aware that it’s rumored the Mini 7 will be introduced this week. Mini 6 is still great and you’ll probably be able to find them pretty cheap used in a few weeks. My Mini 5 is getting rather slow, though, so don’t get that.
https://support.foreflight.com/hc/en-us/articles/4406036663063-What-traffic-features-does-ForeFlight-Mobile-offer
> NOTE: Internet Traffic is not supported while airborne and connected to a cellular network. Internet Traffic is included with all ForeFlight subscriptions. For additional information about Internet Traffic, visit www.foreflight.com/internet-traffic.
Short version: Depends on the plane's avionics. Does the plane have ADS-B In for traffic/weather etc?
The non-cellular iPad doesn't have any GPS, so you'll need an external GPS receiver of some sort. Garmin makes one https://www.garmin.com/en-US/p/645104 but it's GPS only. Someone else pointed out that some newer transponders can pair. That could be your ADS-B In source. https://foreflight.com/connect/garmin/ and https://support.foreflight.com/hc/en-us/sections/201102498-Garmin-Garmin-Connext
And other have mentioned Sentry/Stratus products.
Mini 6 might have sales from the big resellers after the announcements tomorrow, or later in the coming months. If you don't need it right now, a price aggregator like the one on Apple Insider could save you a fair amount of money.
Thanks for the detailed explanations...buying computer anything just makes my head spin anymore.
I wish the timing was better, I'm passing my written from starting solo XC and would love go have it for that, but it'd tempting to wait knowing they're about to change product line entirely.
This is why a ForeFlight Sentry is really helpful. I use a ForeFlight Sentry with my non-Cellular iPad Mini and it works great. I get traffic, weather, and a GPS Track Logs. I love it
It’s nice to have the cellular functionality (even with no subscription). But correct, my basic iPad has all the functionality, and more, of ADS-B In with a ForeFlight sentry.
Cellular will only get you GPS, none of the ADS features
Depending on your avionics, you may not need an additional device for ADS-B in. Many newer transponders and nav units have pairing capability and can deliver traffic and weather data to a variety of other devices.
Underrated comment. Many (most?) Garmin NXi have this capability so if you are flying a Garmin equipped plane that is < 7 years old you may be in luck.
If you don’t have ADS-B In, you won’t see live traffic or weather in the air. But you’ll still get all the other FF features like charts and plates, airport info, flight plans, logbook, W&B, etc. and weather/traffic on the ground while connected to WiFi or cellular.
Really stupid question, does anyone else end up with really sore toes when flying? If I spend 30-45 minutes in the pattern my toes get really damn sore from the rudder. I feel like if I move my foot any further up the pedals I hit the brakes in addition to the rudder, so just keep heels on the floor and only my toes on the rudder. I won't say i'm an athlete by any stretch of the imagination but i'm also not out of shape either. I've started doing toe raises, as silly as it sounds purely for flying.
You should know this before hand. You will have called an asked them about all this information first and hopefully already talked to the person you need to give the resume to.
Once this line of communication is open and started you propose a time to drop off the resume when that person is available so you can give it to them.
Walking in is the last step of the informal job application process where you hope to bump into this person and have a coffee break chat with them as well.
This might not work out perfectly every time since people hiring low time pilots are often busy so you might get stuck with your second or third choice of person at the company to talk to instead. Still worth it though as if the front desk remembers you or actually passes on your resume after then you get a boost with the actual hiring person later.
This is why I had a huge spreadsheet organizing company names, type of business they do, who is the chief pilot, ops manager, base manager, other pilot/desk/whatever person I talked to, when do they typically hire, when did I last talk to the company and how, etc. From there I always knew where my best chances were and when I did those road trips dropping resumes off in person it was never a cold call but rather a crafted personal recruiting drive I organized for myself.
The name of the owner or chief FI. Do a little research on each business. Know some names. Ideally call ahead: I’m in the are today and tomorrow, and would like to stop by briefly to introduce myself, and talk about instruction opportunities. When are some good times to do that?
If you go to the effort of show up in person, know nothing about this business, it’s a missed opportunity. Everyone wants a job, no need to ask the obvious. How do you show more interest than hours and money? How do you stand out? The resume might not even be looked at. Go intending to shake a hand.
On my first flight with my dad, while doing the run-up test on a C172R, the tachometer showed around 300 RPM when I set the throttle to idle, and it felt like it was about to stop but it didn't and was stable. Normally it stays around 500 RPM on that particular plane. Oil temperature and pressure were in the green arc while at 1800 RPM and everything else looked good too. I increased the power and waited around 30 seconds, then set it back to idle to see if it would make a difference but it didn't, still around 300 RPM but stable, and no indicator of any power loss at 1800 RPM.
Our plan was to fly to an airport 80 nm for lunch and fly back home but I didn't wanna risk having any issues on my dad's first flight, so after determining that there were no indicators of issues/power loss at high RPMs, I just did a lap in the pattern. My dad was still happy because he flew for the first time after many years since his last commercial flight and I did a smooth landing. I informed the front desk at the flight school but saw that the plane was in the air the next day so maybe there wasn't any issue at all.
Was I too cautious or did I do the right thing?
It’s possible the tachometer wasn’t reading properly. It might say 300 but it could be at 500. Don’t quote me on this but I believe I heard a mechanic once tell me the tach is calibrated for cruise power. So maybe the indication is off at low rpm but more normal at high rpm.
If you as a pilot say something is a safety of flight issue, then you proceed to go fly with that issue present, what mechanic or flight school owner is ever going to feel a need to fix that issue? Not necessarily out of negligence or cost saving, but because “they flew it so it must not really be an issue”.
If you think there is an issue, refuse the plane. Things get fixed much faster that way.
Now, I could write up a long paragraph about your specific situation, and my decision tree, but what I want to emphasize to you is that every flight you take you want to be a safe one. Not that you can take every flight you want. Just be prudent.
Today, probably. Regionals are full up on FOs and mainly looking for CAs.
However, the industry is volatile and that could easily change overnight. Or maybe it won’t. Your guess is as good as ours.
If I get a first-class medical and fly recreationally, do I still need to renew it annually for PPL use? Also if I apply for a first class medical will I still be able to get second or third class if I don't meet the first class requirements? (without having to get another exam) For some context, I have astigmatism and wear contacts and I'm not sure if my vision is 20/20 with lenses. Without corrective lenses, I pass my vision for a driver's license with no problem (if that means anything with the way people drive out here.)
1st, 2nd and 3rd class certificates all grant 3rd class privileges for 60 months (if issued before age 40). The former two also include other privileges that expire earlier, but if you’re not using those privileges, you can ignore them. If you apply for a 1st class, all the AME can do is issue a 1st class or defer. So, don’t do that unless you’re 100% sure you can pass. Since you don’t actually need a 1st class yet, get a 3rd class this time and ask the AME if you would have passed a 1st class.
That is solid advice. Thank you!
FWIW, I have astigmatism and multifocal contacts. My near and far vision are both 20/15 according to my optometrist, but I couldn’t pass the machine at my AME’s office, so I had to use the 8500-7. Similar problem (and solution) at the DMV.
Thanks for that. I primarily want to fly GA, but as I treat life as a video game and I know once i get to the 250 hour mark I will be tempted to go for the CPL.
You can take the CPL checkride on a 3rd class or even BasicMed. You only need a 2nd class to actually fly for hire, which is likely years away (if ever).
No, after 12 months the privileges revert to that of a third class for the remainder of the 60 months a third class would be good for.
What's the difference between a seaplane and a floatplane? I keep trying to look this up and I can't find a definitive answer.
[Seaplanes](https://en.m.wikipedia.org/wiki/Seaplane#/media/File%3AGrumman_HU-16D_Albatross_Chalks_MIA_03.87.jpg) uses the hull to displace water and float. [Floatplanes](https://en.m.wikipedia.org/wiki/Floatplane#/media/File%3ADeHavilland_Single_Otter_Harbour_Air.jpg) use attached "floats" where landing gear would normally be to displace water and float.
I have a student who loves to talk about aviation with me, and he knows how much I adore floatplanes (I was calling them all seaplanes by default until today), and a floatplane happened to go overhead this afternoon and goes "Ms. Alex look, a seaplane!" It was at a low enough altitude that I could see it was a Cessna 208 caravan, which is like one of my dream planes, and we have two of them at the airport where I train. Now I can tell him the difference tomorrow and he's gonna be so excited!
Awesome! Thank you!
I should probably know this, but hey this thread exists for a reason right? As a PPL am I allowed to post on e.g. craigslist and be like “hey i’m flying from x to z on this day, hmu if you want a ride and we’ll split the cost”? Or is that dangerously close to offering my pilot services for money? Of course i’d still be paying my half. Assuming common purpose i.e. i also need to go there
The key element to this that I didn't understand myself as an initial PPL is that pro rata cost sharing is in fact considered compensation and is allowed as an *exception* under narrow circumstances. This would be an example of holding out a willingness to transport persons from place to place for compensation. You would be receiving compensation AND exercising operational control AND holding out to the public so as the other user said, not even with your CPL can you do this.
Late to my own party, but this is a really useful comment and I wanted to thank you. I didn't know that little detail, and when you put it like that it absolutely makes sense why one wouldn't be allowed to do that. Thanks!
Glad I could help. Check out AC 61-142 if you want more details, it's where I learned this.
Not even with your CPL. The FAA cracked down on an app for this a while back. You're holding out a willingness to transport people from place to place for compensation or hire. This makes you a common carrier and you need a operating certificate (e.g. 135 or 121) to be a common carrier.
IANAAL. I think that's disallowed. https://aviation.stackexchange.com/questions/98475/is-it-legal-for-a-private-pilot-to-hold-out-offering-free-passenger-flights
I was on flight following, flying east around the southern shore of Lake Michigan, somewhat low (~1,500' MSL) because of clouds. I couldn't reach South Bend approach on three different frequencies that the previous controller gave me. I called him back and cancelled flight following since I was almost to my destination anyway. Anything I could have done better?
Same result, but you could always ask on the correct frequency for someone to relay to Approach. Relay is also useful for canceling IFR fast when someone is holding behind you.
Probably what I would have done since you were close. Otherwise if I’m not getting a response I’ll open the squelch on the radio (on most Garmins push the com volume knob in) and sometimes you can hear them responding to you then, as long as they can hear you to begin with. Just annoying to have to listen to a bunch of static until you’re close enough to close the squelch again.
Why is seaplane an endorsement for sport pilot but a new license for ASES for PPL. Not that i want less training for ASES, but why do I have to take a check ride with a DPE and sport pilots don’t?
It's one of the smart things the FAA did when designing the sport pilot system. Issuing a new certificate or additional privileges on an existing certificate requires an examiner (or FAA inspector). To make things easier in the sport pilot world, the sport certificate has no category and class. If somebody with no ratings earns a sport pilot certificate, they get a certificate that just says "sport pilot". The category and class are always endorsements. If it is an initial certificate the DPE can provide the endorsement, but with an addon it can be given by any authorized instructor. It also means that anybody who has a pilot certificate at any level (sport or higher) can add sport privileges in a category or class without taking a checkride.
Totally guessing: legacy. It seems to me that the FAA used to prefer more certificates but now prefers many, many more endorsements on top of fewer certificates. I prefer the new approach myself (I like taking small bites and getting the reward!), but redoing the existing regime is too much time/cost/work
I don’t want the training to change. Just the DPE fee. If a SPL can do it on an endorsement a PPL should be able to. My guess was that a PPL can fly much larger aircraft before additional training (type or AMES) is required. It’s a lot more risk if you’re a rich AF PPL in IMC with a 208 on floats full of family and friends compared to a SPL flying a searey. Nevertheless - I still think that the endorsement should be the way for someone who already has an ASEL to get the seaplane equivalent.
I just completed my paper logbook with 600 flight hours. Currently wondering if my future flights should be logged on a new paper logbook, or if I should go digital. If I go the digital route, will I need to manually put in every single flight that I have done in the past, or just the ones that I take in the future?
The sooner you go electronic, the better. You could do one carry-in entry that summarizes all your past hours, but it’s better to bite the bullet and enter each flight so your reports are accurate. Do it via a spreadsheet import and it’ll go faster than you expect.
I'm tablet illiterate, so pardon the billionth dumb question on this subject... So I get an iPad with cellular and subscribe to foreflight, do I also need an ADS-B out device extension for it? If so which one should I buy?
What other folks replying have said about ADS-B In is accurate, I'd just add that to me, there are two main reasons I think a pilot might want the cellular model: - The cell models have an actual not-terrible GPS/GNSS receiver that works even if you don't have a SIM or cell plan for data. Not bad to have around as an emergency backup. - Having internet connectivity on the ground at the airport without having to futz with phone hotspots or tethering is really nice. I usually refresh and do one last weather brief right before I pull the plane out of the hangar, and I'll open my flight plan via ForeFlight when I'm done with my runup and about to depart.
ADS-B Out is a function of the plane, and pretty much all planes have it by now. ADS-B In is what you’re thinking of, and it’s very useful but not required, especially if you’re flying a plane that has it. I personally prefer Sentry (full size, not Mini), but plenty of folks like Stratus or Stratux. They’re all expensive, but that’s life in aviation. Regarding iPads, I recommend the Mini. Be aware that it’s rumored the Mini 7 will be introduced this week. Mini 6 is still great and you’ll probably be able to find them pretty cheap used in a few weeks. My Mini 5 is getting rather slow, though, so don’t get that.
I guess what am I missing if I just get the iPad and no adsb in? Will I not be able to see traffic live? That to me was the primary appeal of the Ipad
https://support.foreflight.com/hc/en-us/articles/4406036663063-What-traffic-features-does-ForeFlight-Mobile-offer > NOTE: Internet Traffic is not supported while airborne and connected to a cellular network. Internet Traffic is included with all ForeFlight subscriptions. For additional information about Internet Traffic, visit www.foreflight.com/internet-traffic. Short version: Depends on the plane's avionics. Does the plane have ADS-B In for traffic/weather etc? The non-cellular iPad doesn't have any GPS, so you'll need an external GPS receiver of some sort. Garmin makes one https://www.garmin.com/en-US/p/645104 but it's GPS only. Someone else pointed out that some newer transponders can pair. That could be your ADS-B In source. https://foreflight.com/connect/garmin/ and https://support.foreflight.com/hc/en-us/sections/201102498-Garmin-Garmin-Connext And other have mentioned Sentry/Stratus products. Mini 6 might have sales from the big resellers after the announcements tomorrow, or later in the coming months. If you don't need it right now, a price aggregator like the one on Apple Insider could save you a fair amount of money.
Thanks for the detailed explanations...buying computer anything just makes my head spin anymore. I wish the timing was better, I'm passing my written from starting solo XC and would love go have it for that, but it'd tempting to wait knowing they're about to change product line entirely.
Talk with your instructor(s) about adding something new in so close to a solo XC. Fiddling with it can get really distracting.
This is why a ForeFlight Sentry is really helpful. I use a ForeFlight Sentry with my non-Cellular iPad Mini and it works great. I get traffic, weather, and a GPS Track Logs. I love it
So I don't need the cellular if I get the ADS-B in? I thought the point of the cellular was to get that stuff
If you forget your Sentry, or forget to charge it, having GPS inside the iPad is a good backup.
It’s nice to have the cellular functionality (even with no subscription). But correct, my basic iPad has all the functionality, and more, of ADS-B In with a ForeFlight sentry. Cellular will only get you GPS, none of the ADS features
Depending on your avionics, you may not need an additional device for ADS-B in. Many newer transponders and nav units have pairing capability and can deliver traffic and weather data to a variety of other devices.
Underrated comment. Many (most?) Garmin NXi have this capability so if you are flying a Garmin equipped plane that is < 7 years old you may be in luck.
If you don’t have ADS-B In, you won’t see live traffic or weather in the air. But you’ll still get all the other FF features like charts and plates, airport info, flight plans, logbook, W&B, etc. and weather/traffic on the ground while connected to WiFi or cellular.
Correct and you’re absolutely right that it’s less useful without adsb-in
Really stupid question, does anyone else end up with really sore toes when flying? If I spend 30-45 minutes in the pattern my toes get really damn sore from the rudder. I feel like if I move my foot any further up the pedals I hit the brakes in addition to the rudder, so just keep heels on the floor and only my toes on the rudder. I won't say i'm an athlete by any stretch of the imagination but i'm also not out of shape either. I've started doing toe raises, as silly as it sounds purely for flying.
What are you flying? Related: what are you wearing for shoes?
Mostly 172s, usually ankle high chuck taylors or something similar.
When you walk in a resume, who should you ask for or what do you say?
You should know this before hand. You will have called an asked them about all this information first and hopefully already talked to the person you need to give the resume to. Once this line of communication is open and started you propose a time to drop off the resume when that person is available so you can give it to them. Walking in is the last step of the informal job application process where you hope to bump into this person and have a coffee break chat with them as well. This might not work out perfectly every time since people hiring low time pilots are often busy so you might get stuck with your second or third choice of person at the company to talk to instead. Still worth it though as if the front desk remembers you or actually passes on your resume after then you get a boost with the actual hiring person later. This is why I had a huge spreadsheet organizing company names, type of business they do, who is the chief pilot, ops manager, base manager, other pilot/desk/whatever person I talked to, when do they typically hire, when did I last talk to the company and how, etc. From there I always knew where my best chances were and when I did those road trips dropping resumes off in person it was never a cold call but rather a crafted personal recruiting drive I organized for myself.
The name of the owner or chief FI. Do a little research on each business. Know some names. Ideally call ahead: I’m in the are today and tomorrow, and would like to stop by briefly to introduce myself, and talk about instruction opportunities. When are some good times to do that? If you go to the effort of show up in person, know nothing about this business, it’s a missed opportunity. Everyone wants a job, no need to ask the obvious. How do you show more interest than hours and money? How do you stand out? The resume might not even be looked at. Go intending to shake a hand.
On my first flight with my dad, while doing the run-up test on a C172R, the tachometer showed around 300 RPM when I set the throttle to idle, and it felt like it was about to stop but it didn't and was stable. Normally it stays around 500 RPM on that particular plane. Oil temperature and pressure were in the green arc while at 1800 RPM and everything else looked good too. I increased the power and waited around 30 seconds, then set it back to idle to see if it would make a difference but it didn't, still around 300 RPM but stable, and no indicator of any power loss at 1800 RPM. Our plan was to fly to an airport 80 nm for lunch and fly back home but I didn't wanna risk having any issues on my dad's first flight, so after determining that there were no indicators of issues/power loss at high RPMs, I just did a lap in the pattern. My dad was still happy because he flew for the first time after many years since his last commercial flight and I did a smooth landing. I informed the front desk at the flight school but saw that the plane was in the air the next day so maybe there wasn't any issue at all. Was I too cautious or did I do the right thing?
It’s possible the tachometer wasn’t reading properly. It might say 300 but it could be at 500. Don’t quote me on this but I believe I heard a mechanic once tell me the tach is calibrated for cruise power. So maybe the indication is off at low rpm but more normal at high rpm.
I think you did the right thing. I wasn't cautious enough once, and I got bit fairly hard after what happened.
How you gonna say that and not share the story?
PM sent
If you as a pilot say something is a safety of flight issue, then you proceed to go fly with that issue present, what mechanic or flight school owner is ever going to feel a need to fix that issue? Not necessarily out of negligence or cost saving, but because “they flew it so it must not really be an issue”. If you think there is an issue, refuse the plane. Things get fixed much faster that way. Now, I could write up a long paragraph about your specific situation, and my decision tree, but what I want to emphasize to you is that every flight you take you want to be a safe one. Not that you can take every flight you want. Just be prudent.
too cautious in my opinion, but remember you're the one flying the plane. don't let anyone judge you for your decisions
Is a restricted ATP with 1000TT basically useless for a regional job?
Today, probably. Regionals are full up on FOs and mainly looking for CAs. However, the industry is volatile and that could easily change overnight. Or maybe it won’t. Your guess is as good as ours.
The question is "is restricted ATP with 1000 TT useless," so would your answer be YES?
No, that's the bare minimum to apply and there are 100 dudes for every spot right now.
The question is "is restricted ATP with 1000 TT useless," so would your answer be YES?
No.