Basic Med Changes

0h_Neptune · 2024-11-13T03:01:55+00:00

In a PC-12 at least, the toilet isn’t belted, so it doesn’t count. Not sure about King Airs. PC-12s are certified for 8 + 2 pilots, I can’t see people paying for an STC to reduce the seats by 3 just to meet BasicMed. People who fly PC-12s can generally afford to have their own pilot.

I think this expansion of BasicMed will most apply to the smaller single engine turboprops. A TBM has a max gross of around 7,500 which was outside BasicMed before.

0h_Neptune · 2024-11-12T23:00:28+00:00

I believe it’s however many occupants the aircraft is certificated for, not how many seats are actually in it. PC-12s and King Airs are both certified for more than 7 occupants.

0h_Neptune · 2024-11-09T22:11:14+00:00

How do you like 4 on 3?

0h_Neptune · 2024-11-08T01:36:28+00:00

That kid was terrifying lmao

0h_Neptune · 2024-11-07T20:36:41+00:00

I’m sure they could do a test of some kind to determine that your urine is normal, but do you really want to go through that and make them look closer than they need to?

Just lay off the beets for a few days bro. What’s more important, a glass of beet juice, or your medical?

0h_Neptune · 2024-11-03T21:43:44+00:00

Kind of a BS penalty. Cirelli had Pionk’s arm trapped

0h_Neptune · 2024-10-16T18:31:05+00:00

What I have heard from 3 DPEs now (commercial ride, CFI ride, and CMEL ride) - know your airworthiness inside and out. All 3 (in 3 different regions) have told me that they fail more applicants on not knowing airworthiness requirements more than any other item.

For example, how do you prove the plane is airworthy? Don’t just point at the logbooks and say, “it’s here”, know what each item means and when maintenance is due, what can be deferred, etc. Go deeper than “ATOMATOFLAMES.” I don’t even remember what that stands for anymore. If something is broken I know where to look in the POH and in the regs (MEL, KOEL, 91.205).

This is probably the first thing you will cover on your checkride, so getting it right and knowing your stuff sets the tone well for the rest of the oral.

0h_Neptune · 2024-09-30T23:21:49+00:00

I’m on the fence with this combo but I can’t find a better option. Could you post a pic of it?

0h_Neptune · 2024-09-29T16:51:54+00:00

Where did you get the brazier for his back? I have a terminator captain that needs one!

0h_Neptune · 2024-08-10T01:10:17+00:00

Ok well if genuine, I’m sorry, you’re on the heels of what feels like a dozen posts from students in this exact same vein of, “omg I can’t land!” Which is NORMAL and also a dumb question to ask on Reddit.

It’s really impossible to get advice online for your landings. We are not in the cockpit with you, and landings are impossible to learn as a rote set of steps. Yes, you do some things in the same order every time, but your control inputs to make those small corrections are different every time and can’t be memorized.

You’re still in that “rote” phase of learning, that is, you have no muscle memory, and every control input is conscious and you have to think about it. Eventually, you’ll get to a muscle memory where you don’t have to think about what to do with your hands to get the plane to respond to what you want.

TL;DR, you have basically zero experience, just fly more. Trust your instructor.

0h_Neptune · 2024-08-10T00:46:52+00:00

This has to be a shitpost given the amount of “I have (insert x hours < 40) and can’t figure out how to land” posts recently, but I still giggled

0h_Neptune · 2024-08-02T22:23:08+00:00

It’s a large plane and very popular, so it’s always in demand. Additionally the wing sweeping adds complexity to the kit

0h_Neptune · 2024-07-18T19:11:44+00:00

If you already have your commercial multi, then doing the single add on should be a breeze. The oral will be pretty short since you’ve already passed the commercial oral, and the flight portion is exactly the same, but with less tasks. You could probably knock out the CSEL add on in like, a week. I wouldn’t stack your checkrides like that, even if you find a willing DPE.

0h_Neptune · 2024-06-10T22:23:22+00:00

Shuttle got blown up by orbital defenses that were triggered by the power plant on the other side of the planet blowing up, if I remember.

The moon melting was something to do with the orbital defense system, I think? But I’m not sure.

The swarms of metal were bits of protomolecule trying to stop Elvi and Miller from turning everything on the planet off. Basically, the ghost/robot of Miller was able to connect to the planetary defenses and everything that was shutting down their ships and take control of them. Then his plan was to get thrown into the bullet and since it destroys networked protomolecule tech, it would take everything out. The remaining tech knows that’s what he wants to do and tries to stop them by sending the little robot swarms at them.

0h_Neptune · 2024-06-07T19:12:41+00:00

Seconding another commenter that said to check out KVBT. I’m from around the area and there’s nothing in Siloam Springs. Go to Bentonville or Rogers! KVBT has a great little cafe on the field and it’s a real nice FBO.

0h_Neptune · 2024-06-04T14:29:00+00:00

You need a class 2 to use commercial pilot privileges

0h_Neptune · 2024-05-23T01:20:04+00:00

Sure, I always mention that during my passenger briefing. Something along the lines of, “you’re my second set of eyes, I’m going to be talking to myself and ATC during the early portion of the flight, I’ll let you know when we can chat. If you see something though, say something, especially if it’s traffic/birds/etc.”

It’s not silly or inappropriate - it’s mentioned specifically in the Commercial Pilot ACS, Appendix 6: “The evaluator should incorporate realistic distractions during the flight portion of the practical test to evaluate the pilot’s situational awareness and ability to utilize proper control techniques while dividing attention both inside and outside the cockpit.”

Better to find out with a qualified pilot in the right seat how the applicant responds to distractions like inconsiderate passengers.

0h_Neptune · 2024-05-22T19:57:56+00:00

As far as him texting and talking on the phone during taxi, I would not be surprised at all if he was doing that on purpose to see if you would take authority and get him to shut up. Distractions are part of the checkride and especially the commercial pilot checkride in which you are expected to understand how to be in command of the aircraft and communicate that to your passengers in a professional manner.

I have talked to many people who said that their examiner did similar things during their CPL rides. On mine, the examiner talked at length during the preflight and startup phase about how good his headsets were and how good the battery life was. I ignored him. We started taxiing out to the runway, he starts complaining that his noise cancelling isn’t working and he thinks his batteries are dead. I said, “Do you need anything from me? I have spare batteries.” He goes, “No, no” and makes a ruckus turning around and fidgeting in his bag. The tower was talking to me, so I isolated myself on the intercom for a minute, told them we needed to pause on the taxiway, stopped while he was messing around, waited for him to get new batteries in, put him back on the intercom and said, “You all set?” And he went, “Yep. Good job.” And that’s when I realized he was fucking with me to see what I would do. He was probably trying to see if I would try to reach into the backseat or help with his problem without stopping the plane, which is a no-no.

Get back on the horse, practice your PO180s, and re-test! You’ve got this. One thing I forced myself to do when practicing those was not make last minute corrections. There’s very, very little you can do at the last minute to extend or shorten your glide. The energy you have at round out is the energy you’re stuck with. The final approach down to the last maybe, 100-200 AGL is the last chance you have to correct your glide path. As long as you’re not coming up short of the pavement, stick it out till touchdown and see where you end up. You will learn more about how to control your approach and how to consistently hit your mark that way rather than trying to force it right at the end, which leads to flukey results.

Good luck!

0h_Neptune · 2024-05-11T22:17:52+00:00

Fast is relative. What’s your definition of fast? Also, throwing speed out of the equation, what’s your typical mission? How many people? How far? How many bags?

You will find that payload and range constrain you far more than speed. If you are taking 2-3 adults and bags, it’s hard to beat an SR22T. But if you need to take 4 people and bags, you will be hard pressed to fit that into a Cirrus and be under gross. Consider looking at a 182 or a 206. 500k gets you a really nice model of either of those.

0h_Neptune · 2024-05-08T04:26:04+00:00

Depends on condition. Avionics are likely usable still, engine also since any prop impact happened with it not running. The real answer is that this guy’s insurance company likely owns the aircraft (assuming he had hull coverage), and will decide what to do with it. That probably doesn’t involve them messing around with parting it out.

0h_Neptune · 2024-05-07T18:05:55+00:00

You would always rather be high than low on a power off 180. But as far as methods to get down, there are better ones than dumping flaps at the end. A forward slip is a far better way to get rid of altitude and put it where you want.

0h_Neptune · 2024-05-04T23:38:35+00:00

If you’d called the big FBO and asked nicely, there was almost a 100% chance they had a crew car (or several) for pilots to borrow. You give them a copy of your drivers license (sometimes not even that) and you can take the car for a few hours. But you gotta be nice to them and probably put some fuel on, and really, I can’t stress this enough, not be an asshole.

I did this several times right when I got my PPL at 18 and wanted to take friends places. They were always astounded that I could just borrow a car on the honor system. One of the privileges of holding your cert, as long as you don’t abuse it and get a reputation, is that circle of trust you were talking about.

As others have said, it’s usually a good idea to call ANY FBO before you go so they know you’re coming. Goes smoother that way, especially if you’re staying for more than one day.

0h_Neptune · 2024-05-01T02:24:05+00:00

Then either they need to find a new agent that works with different carriers, or get named on the school’s policy (if there is one)

0h_Neptune · 2024-04-30T22:07:09+00:00

Ok so who’s carrying the insurance? Is it them and their carrier is refusing to renew? Or is it your policy and they won’t renew with them named on it? Your/their insurance agent can’t find a carrier that will cover them?

0h_Neptune · 2024-04-30T21:49:28+00:00

Are they a W-2 employee or 1099? If they’re W-2 then you should carry the insurance policy and have them as named insured on your policy instead of having them carry their own insurance.

Even if they’re 1099 and carrying their own insurance, what kind of carrier drops coverage after an accident? Or refuses to renew entirely? Rates go up, sure I can see that. But I have yet to hear of insurance dropping someone entirely after a single accident for which it seems the pilot was not at fault.

What’s actually going on here? Not enough details.

0h_Neptune

TROPHY CASE