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Old 12-13-2007, 10:31 AM   #61 (permalink)
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I refer you to FAR part 61.51(e):

Quote:
From the FAR's
(e) Logging pilot-in-command flight time. (1) A sport, recreational, private, or commercial pilot may log pilot-in-command time only for that flight time during which that person—

(i) Is the sole manipulator of the controls of an aircraft for which the pilot is rated or has privileges;

(ii) Is the sole occupant of the aircraft; or

(iii) Except for a recreational pilot, is acting as pilot in command of an aircraft on which more than one pilot is required under the type certification of the aircraft or the regulations under which the flight is conducted.

(2) An airline transport pilot may log as pilot-in-command time all of the flight time while acting as pilot-in-command of an operation requiring an airline transport pilot certificate.

(3) An authorized instructor may log as pilot-in-command time all flight time while acting as an authorized instructor.

(4) A student pilot may log pilot-in-command time only when the student pilot—

(i) Is the sole occupant of the aircraft or is performing the duties of pilot of command of an airship requiring more than one pilot flight crewmember;

(ii) Has a current solo flight endorsement as required under §61.87 of this part; and

(iii) Is undergoing training for a pilot certificate or rating.
It is important to note that the requirements for logging PIC time are different than the requirements for acting as PIC. I have pretty good flow charts for both (courtesy of some friends from another forum), but I can't post them since this forum doesn't accept .pdf attachments. PM me your email address if you want me to send them to you.
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Old 12-18-2007, 05:47 PM   #62 (permalink)
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I'm pretty much new to this forum, or most forums for that matter because I hate technology. Except airplanes . But I do have a question for you guys. What do you think the average amount of money spent geting your PPL :AND: Inst. rating is?
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Old 12-19-2007, 04:44 AM   #63 (permalink)
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Quote:
Originally posted by RocketMan
I'm pretty much new to this forum, or most forums for that matter because I hate technology. Except airplanes . But I do have a question for you guys. What do you think the average amount of money spent geting your PPL :AND: Inst. rating is?

That really has several variables that make it hard to pin point a number, the two big vairables are where your located and how fast you learn. I Spent about $40,000 getting my PPL/ Inst/ Com/ Multi and CFI.
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Old 12-19-2007, 01:35 PM   #64 (permalink)
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Quote:
Originally posted by RocketMan
I'm pretty much new to this forum, or most forums for that matter because I hate technology. Except airplanes . But I do have a question for you guys. What do you think the average amount of money spent geting your PPL :AND: Inst. rating is?

I paid a bit over 45,000 for all my ratings through CFI-I-MEI, I did it all in a twin though at a pilot mill so you can probaly save quite a bit more then me if you do your research. My private was about $4,500.
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Old 12-20-2007, 06:54 PM   #65 (permalink)
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In total, I spent probably about $7000 to get my Private, no IR yet, so I don't know how much that's going to cost.
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Old 12-26-2007, 08:12 AM   #66 (permalink)
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I got a question for PPL and ATP's.

How much math knowledge do you need to know to get a pp?.

And Foxcow,Smile, and v1 vr v2, how much math knowledge do you need for a commercial lisence?
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Old 12-26-2007, 09:50 AM   #67 (permalink)
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A lot of the calculations are computerized these days (even a manual E6B is a computer). A lot of the underlying calculations use trigonometry, but you don't really have to understand it very much. But a basic working understanding of 7th grade algebra )rate X time = distance) and geometry (courses and headings are based on a circle) will help a lot in giving you context to most aviation calculations at the private pilot level.
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Old 12-26-2007, 10:19 AM   #68 (permalink)
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Ohh thank god haha, because me and math are not good friends.
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Old 12-26-2007, 12:01 PM   #69 (permalink)
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I flunked algebra four times in high school and three times in college, but that didn't cause me any problems in flight training. All the math you use is for flying is pretty basic stuff, which I've never had a problem with.
I still managed to graduate with honors, magna cum laude, from the University of Arizona with a degree in journalism and a double minor in philosophy and photography.
Basic mathmatics is pretty straightforward stuff, but once they started dividing/multiplying letters by numbers was when I got lost.
I could understand the concepts, such as solving quadratic equations and the like, but was never any good at reaching the correct solution.
If you can do basic addition, subtraction, multiplication and division, you'll have no problems with the math needed for flying.
One good hint ... take your E6B round slide rule with you for the written tests. Every formula you'll ever need for flight math is on it, along with the explanations for how to use them.

Last edited by Zing; 12-26-2007 at 12:07 PM.
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Old 12-26-2007, 01:01 PM   #70 (permalink)
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Ohh i know the basics Zing, but when my algebra teacher starts talking about stuff like this : (2x+5 2x= blah blah blah i lose it haha.
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Old 12-29-2007, 06:31 AM   #71 (permalink)
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Quote:
Originally posted by Asmir Hamidovic
Ohh i know the basics Zing, but when my algebra teacher starts talking about stuff like this : (2x+5 2x= blah blah blah i lose it haha.
Pay closer attention.

Really. More than the formulas themselves, the thought process in algebra (given two or three pieces of information, how do you find a fourth) ends up being one of the more useful things you learn in school before college, in and out of aviation.
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Old 01-11-2008, 11:09 PM   #72 (permalink)
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I've got a met question/statement I can't figure out, if anyone could shed some light on it that'd be great.

An aircraft, flown at a constant pressure level in a westerly direction in the southern hemisphere, is experiencing drift to the right. From this description it can be deduced that the aircraft is gradually gaining altitude.

Anyone know why its gaining altitude?

Also why does coriolis force increase with lattitude? I thought it would be greatest at the equator since the equator would be travelling faster than the poles?

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Old 01-15-2008, 08:54 PM   #73 (permalink)
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anyone?
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Old 01-17-2008, 07:20 PM   #74 (permalink)
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I am a student pilot and currently I have been making some landings from our class G airport to our class C airport to prepare for my "towered airport solo".

The other day we were flying into class C and Approach told us 16L and passed us off to Tower. Tower told us to continue. The Reno airport seems like it's been hit with some cuts as many atc's are doing more than one job. I got to the point where I was about 400ft agl and lined up to land but hadn't been cleared. I kept trying to contact tower to see if I was cleared but the radio was very busy and I didn't want to step on anybody. Finally tower cleared me to land.

My question is: What should I have done if I tower hadn't cleared me and I couldn't contact them before I was about ready to meet the runway? Should I have just aborted landing and when the radio opened up tell tower that I had to do a go around?

Thanks,

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Old 01-17-2008, 11:48 PM   #75 (permalink)
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I would say go around, if you haven't been cleared to land, you cannot land.
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Old 01-18-2008, 07:51 AM   #76 (permalink)
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yeah buddy, that is go around time.

for the coriolis affect: I am sure you have seen it shown as an example of somebody spinning cd and on the spinning cd they draw a straight line across.
When they stop the spinning cd you no longer have a straight line across but one that goes "up" against the direction of rotation. The line is not a straight line, it is a curved line with the curve increasing toward the outside. Why is it curved, because the outside of the cd is spinning faster than the inside.
My conclusion is that it has to deal with the shape of the earth (distance from earth core to the crust varies with latitude and with distance variation you get speed variations). BUT, that is just me sitting here thinking about it, not a real answer, just a guess.
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Old 01-18-2008, 10:16 PM   #77 (permalink)
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You don't want to land without a clearance.. There could be landing or taking off traffic on intersecting runways. (Not good)
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Old 01-24-2008, 01:23 PM   #78 (permalink)
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There's that saying in aviation: "If in doubt go around. That's explain everything.
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Old 01-24-2008, 08:10 PM   #79 (permalink)
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Well, that is what I thought but just wanted to be 100% sure. It just seems weird to be almost on the ground and then have to return to pattern altitude. Also, because I am not totally familiar with class C towered airports, I tend to get a little nervous. Initially, it seems that I would be creating another hazard by going around, however, that's what the pattern is for I guess. Thanks for the replies.

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Old 01-24-2008, 08:32 PM   #80 (permalink)
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Quote:
Originally posted by spitfired
I've got a met question/statement I can't figure out, if anyone could shed some light on it that'd be great.

An aircraft, flown at a constant pressure level in a westerly direction in the southern hemisphere, is experiencing drift to the right. From this description it can be deduced that the aircraft is gradually gaining altitude.

Anyone know why its gaining altitude?....
Let me see if I can explain it...

In the northern hemisphere, Coriolis effect causes wind to curve to the right as it flows from a high to a low - that's why the winds are clockwise around a high, counterclockwise around a low. That means that in the southern hemisphere the winds do the opposite - counterclockwise around a high, clockwise around a low.

If the aircraft is flying west and drifting to the right, the wind is from the left, which means that the aircraft is flying towards a high or away from a low. If it is flying the pressure level, it will gain altitude, because the pressure is increasing, so a constant pressure line climbs, as will the aircraft.
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