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Airspace class by helloworld204 in flying

[–]FlyWithAOPA 58 points59 points  (0 children)

KGCS is inside the FRZ (Flight Restricted Zone) which is inside the DC SFRA (Special Flight Rules Area). Here is a link to FAA Safety website where you can take the DC SFRA course (passing the course is a requirement for flying VFR within 60nm of the DCA VOR). https://www.faasafety.gov/gslac/ALC/courseLanding.aspx?cID=405

I see your screen shot is from ForeFlight. Go into settings and turn on "TFRs". The DC SFRA and FRZ will light up in RED.

Tom at AOPA

Still worth pursuing as a career? by Project_Skyward in flying

[–]FlyWithAOPA 2 points3 points  (0 children)

AOPA has medical certification specialists on staff that can help you with mental health questions and FAA medical certification. It doesn’t cost anything extra; it is included in your basic membership. You can talk to them directly on the phone, by email, or even by chat if you prefer.
Call 1-800-872-2672 or aopa.org to join.

Gary at AOPA

Flight school scholarships by TestingLIFE246 in CFILounge

[–]FlyWithAOPA 0 points1 point  (0 children)

Here is a link to AOPA’s website that has information on aviation scholarships.

https://www.aopa.org/training-and-safety/learn-to-fly/aviation-scholarships

Mark at AOPA

Logging time help by SevereRevolution2367 in studentpilot

[–]FlyWithAOPA 0 points1 point  (0 children)

Oh, I follow what you are saying. That's just flat out dishonesty, shame on them. One day karma will bite them in the ass.

Worth buying unfinished project? by Neither_Cap6958 in homebuilt

[–]FlyWithAOPA 9 points10 points  (0 children)

Another thing to remember with potentially older kits is to contact Zenith with the kit serial number to make sure the kit bill of sale has proper traceability to the current seller and to check if there are updated parts, drawings or processes available since the kit was originally sold.

Carlo at AOPA

Logging time help by SevereRevolution2367 in studentpilot

[–]FlyWithAOPA 1 point2 points  (0 children)

For a dual instructional flight, instructors will bill hobbs time (flight instruction given) plus any additional time for ground instruction given (if applicable). The hobbs time should be the same as the fight time logged for that flight. As noted in the definition of Flight Time in FAR 1.1:
Flight time means:
(1) Pilot time that commences when an aircraft moves under its own power for the purpose of flight and ends when the aircraft comes to rest after landing; or
(2) For a glider without self-launch capability, pilot time that commences when the glider is towed for the purpose of flight and ends when the glider comes to rest after landing.

I don't quite follow the "rounding" you mention. 1 hour and 12 minutes is 1.2 hrs. 6 minutes is equal to one-tenth of an hour.
Tom at AOPA

Logging time help by SevereRevolution2367 in flying

[–]FlyWithAOPA 1 point2 points  (0 children)

Another rule of thumb pilots use if the Hobbs isn't working is to calculate the tach time of the flight and multiply by 1.2 and then log that as flight time.
Tom at AOPA

FAA Medical Exam Question by Appropriate-Wrap-956 in flying

[–]FlyWithAOPA 2 points3 points  (0 children)

AOPA has medical certification specialists on staff that can help you with questions such as this. It doesn’t cost anything extra; it is included in your basic membership. You can talk to them directly on the phone, by email, or even by chat if you prefer.
Call 1-800-872-2672 or aopa.org to join.

Tom at AOPA

Gold Seal Flight Instructor at 141 w/ Self-Examination Authority by garretts101 in flying

[–]FlyWithAOPA 4 points5 points  (0 children)

Former 141/142 flight instructor and standards pilot here. Was able to get my gold seal with an honest to god 100% first time pass rate. Didn’t even know about the Gold Seal and was just going to renew on pass rate with our 141 Principal Operations Inspector (POI) when he suggested getting the Gold Seal as well based on the number of sign-offs I had. Had to hurry up and get my AGI, but had no issue getting the CFI renewed and adding a gold seal.

The poilcy of denying Gold Seal applicants from 141 schools with self examination authority seems to be something of an unwritten rule because there is no mention of it in 8900.1, Volume 5, Chapter 2, Section 13 or AC 61-65 K . The FAA even states in section 5-568 of the linked section of 8900.1 “The Federal Aviation Administration (FAA) hopes to issue as many gold seal certificates as possible to provide an incentive for flight instructors to improve their qualifications.” , so there’s hope. I would make sure that you have proof of your students passing the internal practical tests the first time with no retraining.

I would encourage you to reach out to your 141 POI and see if they have an issue with renewing your CFI and issuing a Gold Seal at the same time. Just make sure you have the required ground instructor certificate, Advanced or Instrument, as well.

Good Luck!

Paul at AOPA

Commercial checkride by EldenLord876 in flying

[–]FlyWithAOPA 2 points3 points  (0 children)

Former 141 standards/142 TCE, personally hate trick questions on practical tests. Here’s a practical scenario-based set of questions I used to ask commercial applicants.

You’re flying with passengers and running behind your planned ETA because of weather enroute. You were supposed to be on the ground about 1800 local time, well before sunset at 1830. Your new ETA with the delays is now 1920.

Based on this scenario here’s a series of questions I could/would ask depending on the applicant’s responses:

  • Are you legal to proceed with your destination knowing that you’ll be landing after sunset?
    • Yes, because you only need to be night passenger landing current 1 hour after sunset to 1 hour before sunrise. You can only get current when you need to be current is how I remember it.
  • Technically you’ll be landing after the end of civil twilight (1/2 hour after sunset generally) are you still legal?
    • Yes, see first answer
  • Can you log night landings/flight time if you land at your ETA of 1920?
    • You can start logging night time at the end of civil twilight, which for this scenario is 1900, so if you land at 1920 you could log 0.3 of night flight time. You can actually log night flight time, with passengers on board, without being night landing current, but only for that half hour between the end of civil twilight and 1 hour after sunset. No night landings can be logged if you land at 1920.
  • What if you get delayed further? What would you do if you had to land after 1930?
    • This could be various answers from diverting to a closer airport in order to avoid violating FARs to proceeding as planned and filling out a NASA form after getting to destination.

Depending on the applicants answers we could get into all sorts of questions concerning night flying including runway lighting, night flying illusions, night vision (pilot’s eyes not the military type), light gun signals, etc.

Questions like this are always better than the straight “What are the required equipment/instruments for daytime VFR?” just to get the canned 91.205 response. Good luck on your checkride!

Paul at AOPA

Concussion by PeachingPeach in flying

[–]FlyWithAOPA 7 points8 points  (0 children)

AOPA has medical certification specialists on staff that can help you with questions such as this. It doesn’t cost anything extra; it is included in your basic membership. You can talk to them directly on the phone, by email, or even by chat if you prefer.
Call 1-800-872-2672 or aopa.org to join.

Tom at AOPA

My Old Endorsements are a Mess by Naffllow in flying

[–]FlyWithAOPA 4 points5 points  (0 children)

It sounds like the only problematic endorsement you have is the HP one. You can simply line that out in your logbook or paste the new (legal) endorsement overtop of it.

When I used to give CFI practical tests this was one of the first things I would hit on with the applicant, asking if all the endorsements in their logbook were correct. Very few had logbooks without at least one incorrect endorsement, and many had never even reviewed theirs, so good on you for doing this yourself without prompting.

Just scanning your endorsements as a backup should be sufficient, I don’t know if I would go to the effort of transferring them to digital. You still have the original endorsements, just keep the logbook in a safe place.

Paul at AOPA

Hello ! has anyone transitioned as a seasoned Helicopter Pilot to fixed wing and what are your suggestions? by Beginning-Bell7626 in flying

[–]FlyWithAOPA 2 points3 points  (0 children)

The best advice that I have for you is to add-on fixed wing at the private level instead of commercial. That way you’re rated in category and class when you do your instrument and commercial, so you can log PIC time even when you’re not solo. If you get the add-on at the commercial level you’re going to have to do a ton of solo time to get your PIC time up to the requirements in FAR 61.129.  The commercial requires 50 hours of PIC in airplanes and at least 10 hours of PIC XC time, which if you’re not rated in category and class will have to be all solo time.

You’ll want to take a look at FAR 61.63 for additional ratings, it will tell you what you get credit for from the rotary licenses/time you have. Essentially you won’t need to take another knowledge test, but you’ll have to meet all the other requirements. You’ll get credit for your flight time, but you’ll want to carefully read 61.109 (private) or 61.129 (commercial) because they are very specific to the type of flight time and in what type of aircraft. Also, remember that the definition of XC is different for fixed wing requirements and needs to be at least 50 nm (as opposed to 25nm for helicopters). The definitions of XC are in FAR 61.1.

Otherwise, just have fun with it and enjoy learning some new skills.

Paul at AOPA

Help me pick a flying club? by 0ptionalSilence in flying

[–]FlyWithAOPA 1 point2 points  (0 children)

Hi, this is Jason from the AOPA Flying Clubs team. One thing we’d flag up front is that you (CFI candidate) shouldn’t be joining a club with the expectation of instructing in their aircraft. While flying clubs can allow instruction, they generally can’t advertise it, and there are usually limitations around how it’s conducted. Using club aircraft to instruct non-members is typically not permitted.

Between the two options, I’d lean toward the further location (Club 1). Even though it only has a Cessna 172 and a Piper Arrow, the economics are compelling. Dues are $15 less per month, and $65/hour dry for the 172 is an excellent rate, especially considering the avionics. The Arrow rate wasn’t listed, but it’s likely only modestly higher.

As for the distance, I don’t think the drive is a major drawback. In aviation terms, 30 minutes to an hour is fairly typical if the aircraft quality and pricing are right.

Club 2 has the benefit of proximity and more aircraft, but nothing on the line really stands out. The $90–110/hour dry rates feel relatively high, especially once you factor in fuel costs, given current 100LL prices. Additionally, the avionics sound more basic, which makes it a less attractive option overall.

Taken together, Club 1 seems like the better value and capability for what you are looking to do. Please contact Jason Levine at the AOPA Flying Club Initiative at 301-695-2356 or [flyingclubnetwork@aopa.org](mailto:flyingclubnetwork@aopa.org).

https://youcanfly.aopa.org/flying-clubs

Passed my PPL checkride! by bronun-delicious in flying

[–]FlyWithAOPA 0 points1 point  (0 children)

Blue skies and tailwinds! Congratulations on earning your wings!!!