KellyBakst has contributed to 67 posts out of 1193 total posts
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It's in the AIM, actually. The only FAR relating to traffic patterns is the one that says that all turns shall be to the left unless otherwise specified. Other than that, you can do what you want.
But be safe.
I'll even take it a step further than that, and say that you SHOULDN'T use the GPS during training. Or VOR, or NDB for that matter. Fly it all by pilotage and DR, and you will never be lost - even if you have a complete electrical failure.
This is not to say that GPS isn't wonderful - it is. I use mine all the time. But I also will sometimes leave it in the bag to make sure I can still read a paper chart.
An LDA (Localizer Directional Aid) approach, a LOC (Localizer only) approach, a VOR DME or ILS DME approach (which may be considered the same as a VOR or ILS by a DE), and a Localizer Back Course approach.
That's all I can think of. My plane had the same equipment for my checkride - DE had me do an ILS, VOR (partial panel) and LDA approach. No problem.
One other thing - if you have DME, expect to do a DME arc.
It is with GREAT pride that I take the first membership for this exclusive club.
I wasn't flying - I wasn't even a pilot then. On the way to Hawaii, most likely an L-1011. Bathroom. Fun.
Better yet, here's the link for everyone to have:
What might be helpful is reviewing the bylaws for my club. They are at http://www.8ballfc.org.
The 0/0 takeoff is a required element in the PTS, although I may not be tested on it. So that's why I was taught how to do it. Part 91 operations don't have takeoff minimums, 121, 135, etc do.
Having said that - you're right - I'd never do one. Unless the lava thing was happening. Fairly unlikely in SoCal.
The first half, at least. I took the oral part today, but the weather wasn't good enough to do the practical. Ironic, eh?
Details are at http://home.socal.rr.com/bakst/Flying.htm
PP-ASEL-I <------Half of the IA
Another vote for the Airmap 100. Got mine on eBay, brand new for $400. Love it. Loaded with features and easy to use.
Right - and all you need to be ABLE to do is provide your logbook (or record) within a reasonable time if the FAA (or someone else) asks for it.
Of course, you could keep it on AeroPlanner, and have it wherever you go. That's what I did.
All true. I can certainly see the point in getting all of those things included to log the time as xc - particularly considering it really only matters for getting ratings, and not staying current. Studet pilots (private, instrument, commercial) certainly need to masters each of those items at varying levels.
Nope - you covered it perfectly. You need to land at an airport at least 50nm from your original departure. So even if you go to an airport 30nm away, land, and go to another airport that's 60nm away from there (but still not 50nm away from the origin), it doesn't count.
Seems pretty stupid to me. The point of logging xc time is to show proficiency with navigating over long distances. The one I just mentioned (covering 90nm) should certainly qualify. It should be a matter of flying to a POINT that is 50nm away from ANY part of the trip. My $.02.
And thanks for the compliment, gbeyreis.
Not true. I can fly quite legally from the right, and there is nothing to indicate that I've been instructing. In fact, there is absolutely no regulation that says I CAN'T instruct! All I cannot do is give endorsements. If I decide to let a student land the plane, and they crash it - my fault. I'm PIC. There is the "careless and reckless" thing, which could always be levied, but the simple fact is that it never would - unless there was an incident.
She gets to log as PIC, because she is the only one on board who CAN act as PIC. Hubby is just having fun at the controls - no logging allowed.
The PIC thing is confusing. I fly instruments with my CFI (under the hood), and still get to log it as PIC time. I fly with a non-CFI under the hood (with the other pilot acting as safety pilot), and I DON'T get to log it. Odd.
Clarification: I agree that you need a CFI for training. Obviously. My intent was just to point out that someone could very legally get a little extra experience under their belt, to maximize the already expensive learning process.
What part is against the FAR's? Not sitting in the right seat, and not allowing a non-pilot to manipulate the controls - in other than "critical phases of flight" such as landing.
I see absolutely no problem with taking someone up, and letting them fly straight and level, practice coordinated turns, track VOR's, etc. I would make sure you're comfortable flying from the right first (maybe and hour or two with an instructor) but after that, I say go for it.
I have a Lowrance Airmap 100, and love it. Very easy to use, cheaper that the 195, etc.