Andrew:
I wouldn't eat your god damn steak, either!
It's overcooked.... (;>0)
FLIGHT TEST STANDARDS IN THE US OF A
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Colonel
- Posts: 3450
- Joined: Wed Apr 29, 2015 10:31 am
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Colonel
- Posts: 3450
- Joined: Wed Apr 29, 2015 10:31 am
Back on topic ...
This is merely more evidence about the decoupling,
or disconnect, between the paper world of the regulators
and the real world of physics and engineering that
aircraft actually operate in.
You are a fool to take the paperwork too seriously,
and that's coming from someone that was an
Authorized Person for 20 years.
Just because you have paper, doesn't mean you
know squat. I have seen CPL's from prestigious
puppy mills that couldn't land a 172 well enough
to pass a PPL flight test. They approach too fast,
put it down on the nosewheel, and then brake
hard enough to lock up the mains to make the
turnoff.
And some of the best pilots in the world have no
paper.
The FAA has pulled the pilot certification of both
Bob Hoover and Melissa Andrzejewski for extended
periods of time, and I would humbly submit that
either of them is a better pilot than nearly anyone
else I can think of, except maybe Rob Holland.
So. What to do?
Well, while other people chase paper, I always
encouraged my students to build mountains of
knowledge and skill, far beyond anyone else's
standards. I was always happy to send my
students solo with the windsock straight out
across the runway, when licensed PPL/CPL
pilots would not fly.
Once you have the knowledge and skill, getting
the regulatory qualifications is just a matter of
pushing the requisite paper. Which has to be
done, I hasten to add. I burned a week of my
vacation this summer, waiting for the FAA to
process an SFA which they used to turn around
in one day. Joke was on me. I tried not to let
it hurt my feelings.
Knowledge and skill is important. I mean, really
fucking important, because life is a bitch.
[b]First comes the test, then comes the lesson.[/b]
And, you have [i]no idea[/i] what the test is going to
be, or [i]how hard[/i] it's going to be. So you'd better
be the best prepared you can be, for it. Plan that
you will need [i]every scrap[/i] of knowledge and skill to
survive what happens.
Or, happily accept your inevitable premature death
if you choose not to prepare for the test.
That's the thing I find puzzling - when incompetent
people mourn deaths. Hey, you've made your choice,
live - or rather die - with the consequences. I don't
see very much surprising here.
I have the uneasy feeling I live in a different world
from almost everyone else. Shit happens, and sometimes
people live, and sometimes they don't.
This is merely more evidence about the decoupling,
or disconnect, between the paper world of the regulators
and the real world of physics and engineering that
aircraft actually operate in.
You are a fool to take the paperwork too seriously,
and that's coming from someone that was an
Authorized Person for 20 years.
Just because you have paper, doesn't mean you
know squat. I have seen CPL's from prestigious
puppy mills that couldn't land a 172 well enough
to pass a PPL flight test. They approach too fast,
put it down on the nosewheel, and then brake
hard enough to lock up the mains to make the
turnoff.
And some of the best pilots in the world have no
paper.
The FAA has pulled the pilot certification of both
Bob Hoover and Melissa Andrzejewski for extended
periods of time, and I would humbly submit that
either of them is a better pilot than nearly anyone
else I can think of, except maybe Rob Holland.
So. What to do?
Well, while other people chase paper, I always
encouraged my students to build mountains of
knowledge and skill, far beyond anyone else's
standards. I was always happy to send my
students solo with the windsock straight out
across the runway, when licensed PPL/CPL
pilots would not fly.
Once you have the knowledge and skill, getting
the regulatory qualifications is just a matter of
pushing the requisite paper. Which has to be
done, I hasten to add. I burned a week of my
vacation this summer, waiting for the FAA to
process an SFA which they used to turn around
in one day. Joke was on me. I tried not to let
it hurt my feelings.
Knowledge and skill is important. I mean, really
fucking important, because life is a bitch.
[b]First comes the test, then comes the lesson.[/b]
And, you have [i]no idea[/i] what the test is going to
be, or [i]how hard[/i] it's going to be. So you'd better
be the best prepared you can be, for it. Plan that
you will need [i]every scrap[/i] of knowledge and skill to
survive what happens.
Or, happily accept your inevitable premature death
if you choose not to prepare for the test.
That's the thing I find puzzling - when incompetent
people mourn deaths. Hey, you've made your choice,
live - or rather die - with the consequences. I don't
see very much surprising here.
I have the uneasy feeling I live in a different world
from almost everyone else. Shit happens, and sometimes
people live, and sometimes they don't.
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Colonel
- Posts: 3450
- Joined: Wed Apr 29, 2015 10:31 am
[quote] if you talk to any pilot they tell you they want to be safe[/quote]
That sounds simple and obvious, but if you dig a little
it isn't. People even disagree on what the definition
of [i]safety[/i] is.
Safety to me is very simple - not bending tin. And that
is accomplished through the acquisition of knowledge
and skill.
As you have pointed out repeatedly, most pilots just want
the paper, and have very little interest in acquiring the
knowledge and skill that will keep them alive in the
future.
I find this lack of interest in survival puzzling, so I will
go shout at a cloud now.
That sounds simple and obvious, but if you dig a little
it isn't. People even disagree on what the definition
of [i]safety[/i] is.
Safety to me is very simple - not bending tin. And that
is accomplished through the acquisition of knowledge
and skill.
As you have pointed out repeatedly, most pilots just want
the paper, and have very little interest in acquiring the
knowledge and skill that will keep them alive in the
future.
I find this lack of interest in survival puzzling, so I will
go shout at a cloud now.
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DeflectionShot
[quote]From the PFC Checkride form:
“Note: RPP Holders require a checkride every 3 months regardless of PIC time or results.â€
When my slight medical issue gets resolved, I’m thinking of downgrading to the RPP. I’d like to show up and see if they’d insist on fulfilling that parameter[/quote]
Wasn't the RPP supposed to help revitalize the industry? I thought the industry had pushed for it years ago as way to make flying cheaper, less complex, and more accessible. Instead FTUs now actively discourage people from getting an RPP and then throw up their own rules that increase cost and complexity or won't rent to RPPs. Brilliant.
“Note: RPP Holders require a checkride every 3 months regardless of PIC time or results.â€
When my slight medical issue gets resolved, I’m thinking of downgrading to the RPP. I’d like to show up and see if they’d insist on fulfilling that parameter[/quote]
Wasn't the RPP supposed to help revitalize the industry? I thought the industry had pushed for it years ago as way to make flying cheaper, less complex, and more accessible. Instead FTUs now actively discourage people from getting an RPP and then throw up their own rules that increase cost and complexity or won't rent to RPPs. Brilliant.
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JW Scud
- Posts: 252
- Joined: Sun Aug 14, 2016 12:44 am
I did a checkout and a recurrency flight recently. The checkout was in a Sport Cruiser in the US. For the slow flight, I was told that the FAA does not allow you to slow down enough to activate the stall warning. The recurrency check was in Canada for a C172. When asked to do slow flight, I mentioned about about the requirement in the US and hes seemd surprised to hear about it and wanted slow flight with the stall warning on.
No issues with either flight.
No issues with either flight.
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