Silver Airways
06-14-2013, 08:10 AM
#3302
Gets Weekends Off
Joined APC: Jan 2012
Position: I'm Buying
Posts: 416
Originally Posted by mexipilot84
Wind always from the north but landing south.
. Seen this on more then one occasion. Kinda fun though, gives me something interesting to watch while I eat my sandwich. That and gear chicken in ATL. Just good ole fashion fun...
06-14-2013, 08:11 AM
#3303
Gets Weekends Off
Joined APC: Sep 2006
Position: Lovin' life at .4 (ish) mach
Posts: 1,317
Originally Posted by uvuflier
Sky Bahamas skids off Runway in Marsh Harbor
The pictures are nuts. Can't imagine how much effort it takes to break a wing like that.
The pictures are nuts. Can't imagine how much effort it takes to break a wing like that.
In the hold we watched as a Bahamas Air Dash pass under us, cancel with "Marsh in sight" and when we landed in TCB, we saw them on the ramp there. Those guys do their own thing.
One of my private pilot students is a FO at Sky on the Saab. I tried to get in contact with him over FB asking if it was him and if he's okay, but I haven't heard from him. Hope this isn't a bad sign.
06-14-2013, 01:14 PM
#3304
Gets Weekends Off
Joined APC: Dec 2012
Position: B767
Posts: 424
For the FO's going to ATP, here is a write up for you. You'll get picked up by an ATP instructor in the morning on day 1. You give them your logbooks, written test, and certs/docs/ID. The first thing you do is a ground brief covering the topics the examiner might bring up on the oral: V speeds, landing gear, props, engine failure memory items (directional control, pitch attitude, airspeed, mixtures/props/throttles forward, flaps up, gear up, ID, verify, feather, mixture ICO), how to cross feed fuel, Vmc, and fuel. The systems questions are VERY elementary.
The Vmc discussion might be more of a problem if you're not an MEI or if you haven't reviewed that stuff in a while. Just know the four factors that cause directional control issues when single engine (P-Factor, Accelerated slipstream, Spiraling slipstream, Torque) and the factors affecting Vmc certification (Standard day, Most adverse weight and CG, Critical engine windmilling, Flaps and gear for takeoff, Up to 5 degrees bank int operating engine, and Max power on operating engine). That's it for the oral.
The flying portion could be more problematic for some. Two FO's in my class had no light twin time while myself and another FO were MEI's on the Seminole. The other guys seemed to have a problem adapting to the training environment. The checkride consists of: engine failure on takeoff, engine failure after takeoff at 500', steep turns, approach to stall clean and in landing configuration, unusual attitude recoveries, engine failure and shut down in flight, holding, VOR approach, GPS approach, single engine ILS to a single engine landing. My advice is to study the aforementioned approaches for runway 32 at KCRG. Keep yourself ahead of the airplane and always be thinking what you can do next. The examiner was nothing but fair with me, although others have said he will flip out on you if you're doing something he doesn't like.
You get a 1.5 sim session (a Frasca 142 fashioned like a Seminole), and two 1.5 flights to prepare. When these events happen is totally dependent upon aircraft availability, CFI availability, and of course weather. Good luck to all of you!
The Vmc discussion might be more of a problem if you're not an MEI or if you haven't reviewed that stuff in a while. Just know the four factors that cause directional control issues when single engine (P-Factor, Accelerated slipstream, Spiraling slipstream, Torque) and the factors affecting Vmc certification (Standard day, Most adverse weight and CG, Critical engine windmilling, Flaps and gear for takeoff, Up to 5 degrees bank int operating engine, and Max power on operating engine). That's it for the oral.
The flying portion could be more problematic for some. Two FO's in my class had no light twin time while myself and another FO were MEI's on the Seminole. The other guys seemed to have a problem adapting to the training environment. The checkride consists of: engine failure on takeoff, engine failure after takeoff at 500', steep turns, approach to stall clean and in landing configuration, unusual attitude recoveries, engine failure and shut down in flight, holding, VOR approach, GPS approach, single engine ILS to a single engine landing. My advice is to study the aforementioned approaches for runway 32 at KCRG. Keep yourself ahead of the airplane and always be thinking what you can do next. The examiner was nothing but fair with me, although others have said he will flip out on you if you're doing something he doesn't like.
You get a 1.5 sim session (a Frasca 142 fashioned like a Seminole), and two 1.5 flights to prepare. When these events happen is totally dependent upon aircraft availability, CFI availability, and of course weather. Good luck to all of you!
06-14-2013, 07:14 PM
#3306
Respek
Joined APC: Jul 2010
Posts: 2,601
Originally Posted by Temocil27
For the FO's going to ATP, here is a write up for you. You'll get picked up by an ATP instructor in the morning on day 1. You give them your logbooks, written test, and certs/docs/ID. The first thing you do is a ground brief covering the topics the examiner might bring up on the oral: V speeds, landing gear, props, engine failure memory items (directional control, pitch attitude, airspeed, mixtures/props/throttles forward, flaps up, gear up, ID, verify, feather, mixture ICO), how to cross feed fuel, Vmc, and fuel. The systems questions are VERY elementary.
The Vmc discussion might be more of a problem if you're not an MEI or if you haven't reviewed that stuff in a while. Just know the four factors that cause directional control issues when single engine (P-Factor, Accelerated slipstream, Spiraling slipstream, Torque) and the factors affecting Vmc certification (Standard day, Most adverse weight and CG, Critical engine windmilling, Flaps and gear for takeoff, Up to 5 degrees bank int operating engine, and Max power on operating engine). That's it for the oral.
The flying portion could be more problematic for some. Two FO's in my class had no light twin time while myself and another FO were MEI's on the Seminole. The other guys seemed to have a problem adapting to the training environment. The checkride consists of: engine failure on takeoff, engine failure after takeoff at 500', steep turns, approach to stall clean and in landing configuration, unusual attitude recoveries, engine failure and shut down in flight, holding, VOR approach, GPS approach, single engine ILS to a single engine landing. My advice is to study the aforementioned approaches for runway 32 at KCRG. Keep yourself ahead of the airplane and always be thinking what you can do next. The examiner was nothing but fair with me, although others have said he will flip out on you if you're doing something he doesn't like.
You get a 1.5 sim session (a Frasca 142 fashioned like a Seminole), and two 1.5 flights to prepare. When these events happen is totally dependent upon aircraft availability, CFI availability, and of course weather. Good luck to all of you!
The Vmc discussion might be more of a problem if you're not an MEI or if you haven't reviewed that stuff in a while. Just know the four factors that cause directional control issues when single engine (P-Factor, Accelerated slipstream, Spiraling slipstream, Torque) and the factors affecting Vmc certification (Standard day, Most adverse weight and CG, Critical engine windmilling, Flaps and gear for takeoff, Up to 5 degrees bank int operating engine, and Max power on operating engine). That's it for the oral.
The flying portion could be more problematic for some. Two FO's in my class had no light twin time while myself and another FO were MEI's on the Seminole. The other guys seemed to have a problem adapting to the training environment. The checkride consists of: engine failure on takeoff, engine failure after takeoff at 500', steep turns, approach to stall clean and in landing configuration, unusual attitude recoveries, engine failure and shut down in flight, holding, VOR approach, GPS approach, single engine ILS to a single engine landing. My advice is to study the aforementioned approaches for runway 32 at KCRG. Keep yourself ahead of the airplane and always be thinking what you can do next. The examiner was nothing but fair with me, although others have said he will flip out on you if you're doing something he doesn't like.
You get a 1.5 sim session (a Frasca 142 fashioned like a Seminole), and two 1.5 flights to prepare. When these events happen is totally dependent upon aircraft availability, CFI availability, and of course weather. Good luck to all of you!
06-14-2013, 10:11 PM
#3308
ILL BEE DAT
Joined APC: Aug 2006
Position: Rollin' Down tha 405
Posts: 2,549
Originally Posted by Cruz5350
If you would have told me as a 121 pilot I'd be studying my old ATP books on the Seminole from my Comm Multi add on 5 years later I would have called you crazy. How do you even classify our pay on this? Last I checked our contract has no 4 seat piston twin pay and you can't call this training pay when were in fact actually flying an airplane rather than doing ground or sim work. This was an easy battle we lost as a group.
06-14-2013, 10:41 PM
#3309
Gets Weekends Off
Joined APC: Jul 2008
Position: Gear Handle supervisor
Posts: 1,035
Originally Posted by Cruz5350
If you would have told me as a 121 pilot I'd be studying my old ATP books on the Seminole from my Comm Multi add on 5 years later I would have called you crazy. How do you even classify our pay on this? Last I checked our contract has no 4 seat piston twin pay and you can't call this training pay when were in fact actually flying an airplane rather than doing ground or sim work. This was an easy battle we lost as a group.
"Find another job" seems to be the answer
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