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@BoilerUP[/USER] can stand up for himself and defend his statement if he wants. However, what I said was that the process is not that simple, which it is not, and using his definition would get you fired by me before you killed yourself and passengers and destroyed my airplane!
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I have no idea what you are talking about, and given how you haven't expounded on exactly what you think I said wrong, I believe you are taking a humorous poke on a balanced field length and V1 determination sidebar on a gun forum a wee bit too literally/seriously. Genesis of my comment: when I flew for a regional there was a joke about a common oral question. "Tell me what Exemption 3585 means." "It means you're fucking going!"

At my airline, in the low speed regime prior to 80kt you stop for any master caution, master warning, predictive windshear or the aircraft is unsafe or unable to fly, ie. pretty much any damn thing. In the high speed regime above 80kt, you stop only for engine fire, engine failure, or aircraft is unsafe or unable to fly. After V1 you take the aircraft airborne, fly the EFP, and deal with whatever the issue is there.

My airline has experienced a reject above V1 where the aircraft would never have accelerated to VR on the runway surface, so this topic is pounded on during Upgrade as part of discussions of PIC decisionmaking.
 
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BoilerUP said:
@BoilerUP can stand up for himself and defend his statement if he wants. However, what I said was that the process is not that simple, which it is not, and using his definition would get you fired by me before you killed yourself and passengers and destroyed my airplane!
I have no idea what you are talking about, and given how you haven't expounded on exactly what you think I said wrong, I believe you are taking a humorous poke on a balanced field length and V1 determination sidebar on a gun forum a wee bit too literally/seriously. Genesis of my comment: when I flew for a regional there was a joke about a common oral question. "Tell me what Exemption 3585 means." "It means you're fucking going!"

At my airline, in the low speed regime prior to 80kt you stop for any master caution, master warning, predictive windshear or the aircraft is unsafe or unable to fly, ie. pretty much any damn thing. In the high speed regime above 80kt, you stop only for engine fire, engine failure, or aircraft is unsafe or unable to fly. After V1 you take the aircraft airborne, fly the EFP, and deal with whatever the issue is there.

My airline has experienced a reject above V1 where the aircraft would never have accelerated to VR on the runway surface, so this topic is pounded on during Upgrade as part of discussions of PIC decisionmaking.
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Ha. 3585.

shit we have what 17499 now that says we don’t even need an alternate anymore. even if conditions require it on domestic flights……with some limits. They will do anything to make sure you can always go. I cant wait till this 5G stuff fucks us. They are talking about having to handfly everything no autopilot and no auto thrust. Nonmare cat 3 or 2. No more RNP.
 
TacticalDillhole said:
Ha. 3585.

shit we have what 17499 now that says we don’t even need an alternate anymore. even if conditions require it on domestic flights……with some limits.
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Is that the 112 rule or whatever it is... 1 hour, 1000ft, 2 miles?

I think I have seen it once.

I always liked the 60 minute rule(I dont remember the real name, RVR rule maybe?) at the regionals, hell we probably have it at my current company too. Everything can be below mins(actual and forecast), but as long as the flight was less than 60 minutes and the tower controller, in their experience, thought conditions would improve by the time you arrived, you could go... Basically for foggy mornings... fucking gambling.
 
rjacobs said:
Is that the 112 rule or whatever it is... 1 hour, 1000ft, 2 miles?

I think I have seen it once.

I always liked the 60 minute rule(I dont remember the real name, RVR rule maybe?) at the regionals, hell we probably have it at my current company too. Everything can be below mins(actual and forecast), but as long as the flight was less than 60 minutes and the tower controller, in their experience, thought conditions would improve by the time you arrived, you could go... Basically for foggy mornings... fucking gambling.
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Yes. I used it going to pdx before Christmas from NY. We came in on fumes
 
rjacobs said:
What wouldnt be pretty? A reject below V1 on a contaminated runway? Please explain....

Because in the 121 world all that is calculated in and a reject at V1 will provide positive stopping margin as long as you account for the runway conditions correctly. Obviously if you tell it you have a dry runway and its actually covered in snow, bad things will happen, but I have never once flown with anybody who attempted that shit. Most people are hyper vigiliant in those conditions.

I can go into the ACARS and select 6 different levels of RCC's(0-6)... at the lower ones I can tell it what is actually on the runway in some cases(clutter 1/4" dry, wet, standing water, engine anti ice turned on, wind shear, etc...). I would have to look up all the factors we can plug in. On top of that, lets say a reverser is MEL'd or auto brakes are MEL'd, there is then additional additive on top for that stuff.

All those things, again as long as everything you choose is appropriate, has to give a positive stopping margin in those conditions...because the FAR's demand it...

Again going back to the balanced field length post. V1 is simply reduced to account for all of that stuff to still give a positive stopping margin. And if it cant, you take weight off the airplane until you can achieve such.
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I’m saying that contaminated surfaces are unpredictable. Nothing more.
As for the rest. I agree with what you are saying now. But not your “joke”. I don’t agree that it is a matter to joke about.
 
Holy shit, it’s like being in a room full of the Ex-zoomie, f-teener, failure-of-leadership, assholes I usually only have to deal with one at a time.

This is a gun-forum guys. No one cares about jokes about V1 in the gun forum.
 
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Y
OREGUN said:
Holy shit, it’s like being in a room full of the Ex-zoomie, f-teener, failure-of-leadership, assholes I usually only have to deal with one at a time.

This is a gun-forum guys. No one cares about jokes about V1 in the gun forum.
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Yeah....this thing started off with cool pics of planes that guys have, had or been around and turned into the big flying taxi cock measuring contest. No offense guys.....just an observation.
Anywho.....any guess's?
20180622_085954.jpg
 
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SQ54 said:
But not your “joke”. I don’t agree that it is a matter to joke about.
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What joke? the fuck are you talking about...

I see nowhere in my post you quoted there is any "joke"... and I did not joke about anything...
 
SQ54 said:
A Baron I flew from ‘82-‘84 in Roswell, NM (I think).
View attachment 7752739

and on Matagorda Island. Abandoned WWII AAC base. Looking to the North toward the bay,
View attachment 7752740

and looking South toward the Gulf of Mexico.
View attachment 7752741
Passengers were out doing a survey.
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LOL, the pic from Roswell. I did drivers ed on the old runways at that airport in 82 or so. Now I fly RC airplanes there. Its not an active airport anymore.
 
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Just a story I remembered last night.

As I mentioned earlier, Dad was with TWA, so knew a lot of airline folks. One friend, Dorothy 'Dottie' Steele was a stewardess. Must have been circa 1955 cause I just barely remember visiting at the hospital, She was in a DC 3 crash at Idlewild/JFK. She got out but kept running back into the burning airplane to rescue people until she was so badly burned they had to stop her. Her words when we visited her..."Guess I wont be winning any beauty contest, will I?"

Rest in Peace Dottie.
 
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jmp1 said:
Yes
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A pilot I worked with in the early ‘80’s had been a P3 squadron C.O. One of the most memorable lines I ever heard was from a LJ captain that worked for him. Bob asked (with much concern), “Have you checked the weather?” Reply was, “Why? Am I not going?”
 
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At one point in my life I was sure I was going to die in a P3. I’ve flown in and around some of the nastiest shit ever in that old gal.
SQ54 said:
A pilot I worked with in the early ‘80’s had been a P3 squadron C.O. One of the most memorable lines I ever heard was from a LJ captain that worked for him. Bob asked (with much concern), “Have you checked the weather?” Reply was, “Why? Am I not going?”
Click to expand...
 
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TacticalDillhole said:
At one point in my life I was sure I was going to die in a P3. I’ve flown in and around some of the nastiest shit ever in that old gal.
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They really are a fantastic bird!! Very well suited to their current mission as fire tankers. Last few years have been a struggle. Loss of Forest Circus contract then bank owned for a while. Now operated by Airstrike Firefighters based at MCC. This pic is from their return to service in 2019.



Screenshot_20190908-121107_Chrome.jpg
 
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jmp1 said:
They really are a fantastic bird!! Very well suited to their current mission as fire tankers. Last few years have been a struggle. Loss of Forest Circus contract then bank owned for a while. Now operated by Airstrike Firefighters based at MCC. This pic is from their return to service in 2019.



View attachment 7777147
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I have some friends flying those for Calfire. They love it but also say it’s the most challenging flying they’ve ever done. Coming from guys who cut their teeth in the bush up here in AK, that’s saying something!
 
BJames said:
I have some friends flying those for Calfire. They love it but also say it’s the most challenging flying they’ve ever done. Coming from guys who cut their teeth in the bush up here in AK, that’s saying something!
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We really need a modern fire bomber fleet. I know what the wing box. And spars looked like when I was on the P3. I can only imagine what they look like now
 
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JakeM said:
Thanks man.

I appreciate all the advice I have received.

As far as the college thing, it has nothing to do with get rich quick or a lack of effort.
My first job was when I was 5 years old cutting grass with my dad during the summer. I earned my money and have had full time labor intensive jobs ever since I was 14. The thing with college is that I don't want to be pushed into a useless degree and have $100,000+ in debt with no clear way of paying it off after graduation. Being 19 years old and $100,000 in debt is no joke and I get the feeling that older people don't understand this. That plus college hates people like me ( white guys ).
@TacticalDillhole gave me some great advice, now I know that if I go to college I need to go for a mechanical engineering major.
After he said that I looked it up, and that is a way more flexible degree.
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There are a bunch of ways to go about this career, and paths to follow once you’re in it. Your perspective is a bit skewed though, all be it, it’s hard on the outside looking in and being young. Not a dig on you by any means. The hard truth is if you want this career, you’re going to have to spend a lot of money. Most everyone in the industry has college debt/payments for 10 years, if not more. What degree you have isn’t nearly as important as having it. No joke, I know a guy at Delta with a BA in recreational studies. Guy literally F’d off through most of his college credits while he did the CFI thing. Fast forward 15 years, after a stint in the regionals, he’s living in base, living the lavish Delta life.

Also, another option is to get ratings first, get a flying job, then go after the degree while you’re building time. I’ve seen lots of people do it that way, it’s not easy and you have to be highly disciplined but completely doable. Do your course work, at work. Sitting reserve, Crashpad, enroute if your company lets you do that sort of thing. There’s also a bunch of online universities that will give various amounts of college credits for your ratings, time, types, etc. I flew night freight with a guy that only had to do 3 semesters of work because they gave him so much credit for his resume. Now he’s flying A330’s for Hawaiian, living on Maui.

If it were me, I’d take that work ethic of yours and start chipping away at your private pilots license now.
 
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TacticalDillhole said:
We really need a modern fire bomber fleet. I know what the wing box. And spars looked like when I was on the P3. I can only imagine what they look like now
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That was the source of the problem with the Forest Circus. Previous operator was in the process of a major maintenance program focusing on that.
Forest basically said all had to be completed to fly rather that rolling through the fleet as scheduled.
 
BJames said:
There are a bunch of ways to go about this career, and paths to follow once you’re in it. Your perspective is a bit skewed though, all be it, it’s hard on the outside looking in and being young. Not a dig on you by any means. The hard truth is if you want this career, you’re going to have to spend a lot of money. Most everyone in the industry has college debt/payments for 10 years, if not more. What degree you have isn’t nearly as important as having it. No joke, I know a guy at Delta with a BA in recreational studies. Guy literally F’d off through most of his college credits while he did the CFI thing. Fast forward 15 years, after a stint in the regionals, he’s living in base, living the lavish Delta life.

Also, another option is to get ratings first, get a flying job, then go after the degree while you’re building time. I’ve seen lots of people do it that way, it’s not easy and you have to be highly disciplined but completely doable. Do your course work, at work. Sitting reserve, Crashpad, enroute if your company lets you do that sort of thing. There’s also a bunch of online universities that will give various amounts of college credits for your ratings, time, types, etc. I flew night freight with a guy that only had to do 3 semesters of work because they gave him so much credit for his resume. Now he’s flying A330’s for Hawaiian, living on Maui.

If it were me, I’d take that work ethic of yours and start chipping away at your private pilots license now.
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I took my first flight Monday and I’ve already decided to do that. I work in the afternoon late into the night. So that leaves me the morning open to fly. I’ll get the private certificate and then see what I need to do from there. I appreciate all the advice you guys have given me.
 
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1FD98DAE-2122-4428-8D92-18A9E60077CF.jpeg
Added some new wingtips, nav/strobe/position and ridiculously bright lights 😮
  • Landing Mode
    • 300,000 Candela
    • 22,000 Lumens
    • 190 Watts: 13.6amps @ 14v, 6.8amps @ 28v
  • Taxi Mode
    • 30,000 candela
    • 4,000 lumens
    • 37.8 Watts: 2.7amps @ 14v, 1.35amps @ 28v
  • Recognition Mode
    • 150,000 Candela
    • 11,000 Lumens
    • Rate 60 times/minute
    • 95 Watts: 6.8amps @ 14v, 3.4amps @ 28v
 
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Would like to make a career change into aviation…. If any of you professional pilots have any advice or know of opportunities, I’m all ears.
 
Skunk said:
Would like to make a career change into aviation…. If any of you professional pilots have any advice or know of opportunities, I’m all ears.
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Oh boy. Can you elaborate on those phrases?
 
Specificity on objectives matters.

It is expensive (60-120k) to go from zero flight time to a commercial single multi-engine license, a prerequisite to paid flying jobs. Many obtain a flight instructor certificate and teach to build flight time necessary for “better” jobs. To reach 1500 flight hours and qualify for an ATP can take 2-3 years of full-time learning and work.

A bachelors degree is all but required for consideration at top-tier airlines and bizav operations.

Its definitely doable, but requires focus and dedication.
 
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Sorry for being so vague.

Got the college education and the commercial/instrument ASEL. Im short on total time with about 400hrs.

Would like to fly in the corporate jet world, I guess. Not really interested in airlines or other heavy haulers.

Just not enjoying the current gig and am also at odds with them over this vax requirement. So, looking for other options…
 
Skunk said:
Sorry for being so vague.

Got the college education and the commercial/instrument ASEL. Im short on total time with about 400hrs.

Would like to fly in the corporate jet world, I guess. Not really interested in airlines or other heavy haulers.

Just not enjoying the current gig and am also at odds with them over this vax requirement. So, looking for other options…
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Get that commercial AMEL. Find a gig and start building time. If you work hard enough it’ll happen. It’s all about networking and experience
 
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Definitely need a commercial multi. If you're proficient on instruments, you could probably knock one out in 10 or fewer hours in a Seminole, Duchess, etc.

Then, either grab a CFI and start teaching or go looking for an entry-level cargo job like Freight Runners, Air Cargo Carriers, etc. That'll help you build multi-time quickly, where you can then either 1. upgrade and start logging multi-turbine PIC while getting an ATP, or 2. go to a regional airline.
 
BoilerUP said:
Definitely need a commercial multi. If you're proficient on instruments, you could probably knock one out in 10 or fewer hours in a Seminole, Duchess, etc.

Then, either grab a CFI and start teaching or go looking for an entry-level cargo job like Freight Runners, Air Cargo Carriers, etc. That'll help you build multi-time quickly, where you can then either 1. upgrade and start logging multi-turbine PIC while getting an ATP, or 2. go to a regional airline.
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There are a ton of operators where you could have some fun too. There’s a Pilatus operation in Puerto Rico. There’s a caravan operation in ft lauderdale that’s all sea planes. You can go up to Alaska and have an absolute blast. The world is your oyster. It’s going to be hard in the beginning though. Long hours for little pay. Be prepared for that.
 
Thanks, guys. This is not the first time I’ve been told I need the multi-engine. I’d like to find a school that takes the GI Bill for it, but if I can do it over 3-4 days, it won’t break the bank.

I’ve considered going to USDA as they’re looking for pilots to fly gunners around shooting wolves/coyotes, but they want 1500TT to fly a SuperCub…..

I’m in west Texas if you know of anything out this way.

If I was willing to transfer to El Paso, I could fly a T206 every day. But, it sounds boring and as I said, sick of the organization and their shit.
 
Skunk said:
Thanks, guys. This is not the first time I’ve been told I need the multi-engine. I’d like to find a school that takes the GI Bill for it, but if I can do it over 3-4 days, it won’t break the bank.

I’ve considered going to USDA as they’re looking for pilots to fly gunners around shooting wolves/coyotes, but they want 1500TT to fly a SuperCub…..

I’m in west Texas if you know of anything out this way.

If I was willing to transfer to El Paso, I could fly a T206 every day. But, it sounds boring and as I said, sick of the organization and their shit.
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Any part 141 school takes the gi bill.
 
Skunk said:
Thanks, guys. This is not the first time I’ve been told I need the multi-engine. I’d like to find a school that takes the GI Bill for it, but if I can do it over 3-4 days, it won’t break the bank.

I’ve considered going to USDA as they’re looking for pilots to fly gunners around shooting wolves/coyotes, but they want 1500TT to fly a SuperCub…..

I’m in west Texas if you know of anything out this way.

If I was willing to transfer to El Paso, I could fly a T206 every day. But, it sounds boring and as I said, sick of the organization and their shit.
Click to expand...
You have to build that time by any means necessary.
 
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Skunk said:
If I was willing to transfer to El Paso, I could fly a T206 every day. But, it sounds boring and as I said, sick of the organization and their shit.
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Ft Bliss has one of the longest runways in the world. We used to watch airplanes think they were lined up for El Paso and actually be lined up for Bliss, hard turn and a retry.

I landed on bliss once in a small passenger jet coming from Dover(I was a passenger but had headset) pilot says, “ hell, I don’t even need to brake here”. He then informed the tower he was going to use the whole runway. It’s 13k feet long IIRC
 
roostercogburn98 said:
Ft Bliss has one of the longest runways in the world. We used to watch airplanes think they were lined up for El Paso and actually be lined up for Bliss, hard turn and a retry.

I landed on bliss once in a small passenger jet coming from Dover(I was a passenger but had headset) pilot says, “ hell, I don’t even need to brake here”. He then informed the tower he was going to use the whole runway. It’s 13k feet long IIRC
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It’s his right. You own the runway until you exit no matter how long. Now etiquette is to exit as soon as safely possible but you own it.
 
TacticalDillhole said:
It’s his right. You own the runway until you exit no matter how long. Now etiquette is to exit as soon as safely possible but you own it.
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We had the whole place reserved. They were waiting on us and had the place shut down anyway. I can imagine an approaching aircraft definitely has the right of way.
 
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Unconfirmed reports that the only AN225 was destroyed at Kyiv airport. This is based on last flight info showing it landing in Ukraine on 2/5/2022 and never leaving.
 
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