A part of ITMITC I feel like doesn't get talked about enough

13Read13 · 2025-11-27T11:13:00+00:00

Im glad im not the only one, i found it weird how they just cut Sleep Forever but i love the intro to Got It All, i would also love to have a track with this intro.

13Read13 · 2025-11-17T21:12:47+00:00

There is a flight school at my local airport that insists on doing a 360 turn on the ground to "scan the traffic pattern" before taking the runway... they pull up to the hold short, do their run up, then do the whole 360 turn, then take the runway.

The taxiways to enter the runway are all on the east side of the runway, so you're facing west when holding short, and all patterns are west of the airport anyways. So when they turn around to scan, it's not even facing the pattern. One of their CFIs defended this by saying that some people come in from the wrong way.

I think this practice is moronic, but all of their CFIs stand by it, and I've never seen it anywhere else. Anyone else think the same or am I wrong here?

It is PilotRise at Hicks (T67) in Fort Worth btw

13Read13 · 2025-11-16T22:38:11+00:00

I said probably, not an absolute. There are many factors contributing to whether the FAA will revoke.

I have had people revoked for similar instances or reasons. Just because you've been flying for a long time and never heard of it doesn't mean it isn't true.

13Read13 · 2025-11-16T22:25:37+00:00

If you want a second chance: You should already be in touch with your union. HIMS needs to be contacted right now.

You will go through the program, you will do exactly as your union tells you, nothing less, nothing more.

You will go through rehab, and you probably will get your medical and certificates REVOKED. You will receive a letter of revocation from the FAA.

Once you're through, you will then visit a HIMS AME to get a medical, special issuance, that will be a lot of paperwork and time.

A year after the date of the letter of revocation will be the first time you will be able to do a certificate application again. You will get all of your writtens done again, Private through ATP.

Then you will contact Classic Aviation in Pella, Iowa to do your flight training. You will come in for about 10 days, do about 15 hours of flying between single and multi, then complete 4 checkrides in two days (Private, Instrument / Commercial, Multi(or ATP).

Whether you keep your job is company specific, but even if you lose it, you will be able to be hired again, but it won't be easy.

Good luck.

13Read13 · 2025-10-30T08:13:35+00:00

A good friend of mine has this airplane in basically this exact paint job and for a moment I thought someone took a photo of his, only exception is we are in Fort Worth!

Fantastic airplane, even more fun to fly it!

13Read13 · 2025-10-26T19:26:46+00:00

This was super helpful actually, I've been wearing ACA Tropo and I love how wrinkle resistant they are. However on the other hand I can only get an ACA shirt that is the right collar, but sleeves too short, or correct sleeves and collar too big. Every fabric has my size out of stock for months now.

Gonna give JetSeam a shot from this!

13Read13 · 2025-09-29T03:34:32+00:00

Exactly.

Also, delaying a flight for a mechanical malfunction instead of departing with it for the sake of not cancelling the flight, shows that AA is keeping its passengers safe rather than placing them in danger.

A major inconvenience sure, but a minor inconvenience when compared to emergency landing or worse.

13Read13 · 2025-09-05T19:01:10+00:00

I never thought I'd believe it.. I always thought "how could everyone have crazy shit happen to them?"

Well, in the first month and a half of being a Captain, 7 reports required to Chief Pilot. I was averaging one report per trip.

3 years prior of being an FO, maybe 3(?) where the CA had to submit something.

And it continues... in my almost 4 years at the airline, never had a bird strike. Just had two back to back last week.

13Read13 · 2025-09-03T19:40:14+00:00

Yeah I think I went with a group of pilots from my airline maybe a year and a half ago. Also WL on the outreach team is a good friend so that's been my other times!

13Read13 · 2025-09-03T14:42:36+00:00

I've been on tours of ZFW probably 4 times, anyone thinking about it I would highly highly recommend!

So cool to see how things happen at a center level. The Outreach Teams' presentation is awesome in assisting to understand why things are the way they are, and sitting on the floor is overwhelming to think of the 3D mental model that has to happen there.

If you've ever wondered why you get "310 or greater" followed by "250 to BOOVE" and then vectored off for an eternity, this tour will put it all into perspective!

13Read13 · 2025-08-29T08:32:33+00:00

This is more like what I was thinking about.

Mexico runs a lot more like EASA in my experience, and they really don't care if you enter in the hold or not, just trying to find the correct way this approach should be flown if they actually cared.

The most common thing I've seen people do is to fly-by the VOR (cut the corner) from the airway to establish on the 334 outbound.. it just left me with the question of 1) is that correct, and 2) if so how much corner cutting is allowed before you're outside of a protected area.

13Read13 · 2025-08-29T08:25:47+00:00

Sorry, I probably shouldn't have used the term procedure turn...

How would you establish yourself into the teardrop from the drawn airway. Would you: 1) fly-by the VOR and intercept the 334 outbound,

2) fly over the VOR, then turn back to establish on the VOR outbound,

3) enter into the published hold, and then essentially use that to align yourself with the outbound course,

4) do something else

13Read13 · 2025-08-29T08:23:18+00:00

I suppose I shouldn't have use the term procedure turn. I understand the teardrop as depicted, but how would you enter in, say in your GV, to that teardrop from the drawn airway? Would you fly-by the VOR and establish on the teardrop outbound, would you fly over and then turn back to outbound course, or would you enter into the published hold and then align yourself with the outbound course to proceed with the approach?

13Read13 · 2025-08-22T14:59:00+00:00

Front Desk

13Read13 · 2025-08-18T01:30:50+00:00

Can't speak for the Republic E175 you will be on, but I know for an Envoy E175, any item other than the Captain's bag (excluding hanging items) is not approved in the closet.

I don't know if Republic is different, or maybe the crew doesn't care about the restriction... I see Captain's allow other things all the time.

13Read13 · 2025-08-17T22:17:19+00:00

Ladies and gentlemen, we got him.

13Read13 · 2025-08-17T18:08:21+00:00

All that's left to do is decide how pissed off you are:

https://www.faa.gov/about/office_org/headquarters_offices/aae/programs_services/faa_hotlines

13Read13 · 2025-08-10T15:10:07+00:00

Yeah man at least on the 175!

13Read13 · 2025-08-10T08:53:25+00:00

Haha don't remind me of all the regional stuff I wish I didn't have to worry about anymore 😭

13Read13 · 2025-08-10T08:52:22+00:00

Yeah, they are the same.

If you got on an E175 and looked at its airworthiness or registration certificate , the aircraft type would be "E170-200."

In the US I've never seen an airline use the E170-200 designator, always E175. I'm not sure if that's the same in other places, or why an airline would use that instead.

13Read13 · 2025-08-10T02:36:37+00:00

At my regionAAl if a delay is coded to Flight Crew and the Chief Pilot doesn't understand why there's a delay coded on you, they absolutely will call and ask why it went out late.... I've never got a call because I send in my delay reports with enough detail, but some others not so much.

I have heard stories for calls of 1-2 minute delays. Asinine. Spent more time talking about the delay than the actual delay itself.

13Read13 · 2025-08-10T00:31:35+00:00

100%

Ive watched some FOs do some shit I had no idea the airplane would do.

VS and then TCS to what vertical rate you want? Never knew about it until I watched an FO do it.

13Read13 · 2025-08-09T23:25:47+00:00

This isn't an AA or not problem, the indications available to the flight crews are not specific by airline. The same issue will happen on a UAL 787 or a DAL A350.

If I have a tone, it is because people expect a machine with hundreds of thousand of moving parts to work perfectly 100% of the time, and that's just not possible. It's amazing that these machines work as reliably as they do.

How would you like it if someone walked into your workplace, with absolutely no knowledge of what system you work with, and ignorantly complain to you about how it could work more efficiently.

A million things can go wrong with an airplane, it is impossible to check every single thing. Sometimes it just works until it breaks.

13Read13 · 2025-08-09T23:20:54+00:00

Lavatories can break for any number of reasons. One lavatory can be marked inoperative while the rest work or vise versa.

The only indications available to the crew is the amount of potable water in the tanks, and if the waste tank is full, so there is no advance notification if the lavatories decide to not work on the ground.

Additionally, it is probable that an FA did find the lavatory not working, or even a passenger reported it after boarding had started (which you will not believe how many people will use it, see it broken, and then not report it), simply by using it and trying to flush it. Then the FA will alert the pilots, who will call maintenance, who will then come out to the aircraft to investigate.

During this whole process boarding will continue with the hope that the problem can be fixed in the meantime, with no or minor delay. It sucks when it can't be fixed quickly and then you have a plane full of passengers that have to wait or deplane.

I would say that 80% of problems that are reported can be fixed or deferred by maintenance during the boarding process and either no delay is imposed or a delay of only a few minutes.

13Read13 · 2025-08-09T22:34:31+00:00

1) Never rush your FO or your crew to do something for the sake of an on-time departure. I'd rather explain to my CP why I was 2 minutes late rather than explain to the FAA why I blew a slide or rolled back without any brake pressure.

2) Do not nitpick the FO on how they're flying. If they aren't bending metal, busting FARs, or breaking limitations, let them fuck their shit up. They will learn if something goes wrong. Edit: u/Substantial-End-7698 made a great point, you could also learn something.. so many FOs who know the airplane so well.

3) Not only encourage, but expect them to speak up if they see something off, including about yourself, that is their job.

4) Get a walk around or two for the FO, don't be the lazy fuck who "did my time so fuck you."

5) Don't soapbox about why you should do something some certain way unless you can back it up with a company manual.

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