1000 TT looking for a job close to ORD/MDW
10-02-2010, 06:05 AM
#32
Commercial Pilot
Joined APC: Jul 2010
Posts: 34
Re: Clow
Originally Posted by g4downin
I have! In fact I have been calling A and M Aviation about every 2 weeks since I moved out here. I also have rented from them and have tried to get to know some of the people that work there. I wasn't aware of any other schools on the field. It seemed that they were the only outfit out there. Seems like a nice place to work though.
Thanks!
Thanks!
Good, your going about it the right way. Based on your location, your best bet is to work there. It's centrally located in the south west suburbs and in a populated area. A lot of students fly out of there, A&M is great. Nice planes too, with lots of choices. It's also neat cuz it's a good training airport- a short and thin runway... if the students can land there in a crosswind then they can land anywhere.
10-02-2010, 06:38 AM
#33
Respek
Joined APC: Jul 2010
Posts: 2,603
Originally Posted by LR2205
Good, your going about it the right way. Based on your location, your best bet is to work there. It's centrally located in the south west suburbs and in a populated area. A lot of students fly out of there, A&M is great. Nice planes too, with lots of choices. It's also neat cuz it's a good training airport- a short and thin runway... if the students can land there in a crosswind then they can land anywhere.
10-02-2010, 07:44 AM
#34
Commercial Pilot
Joined APC: Jul 2010
Posts: 34
I only flew in there once; there was not that much wind and I was still scared. But the whole fun part of a landing is if it is challenging. Anyone can land on a 6000' x 100' runway. Not everyone can make a nice landing at Clow. If you instruct out of there then you should consider moving to that area from the city. The rents in the area are very reasonable.
10-18-2010, 01:27 PM
#38
On Reserve
Thread Starter
Joined APC: Jan 2008
Posts: 21
After doing a bit more research, I found this in the new policy requiring ATP and 1,500 hours. This is music to my ears. I gather that you may be able to take the ATP ride with less than 1500 hours, if for instance, you completed a degree in aviation science or perhaps aerospace engineering (as determined by the administrator).
There will still be a minimum flight hour requirement of 1,500 hours—but recognizing that an arbitrary number of flight hours does not alone indicate a pilot’s knowledge and abilities, the new law gave the FAA authority to “allow specific academic training courses, beyond those required” under the newly expanded ATP certificate “to be credited toward the total flight hours required.” The Administrator may allow credit based on a determination by the Administrator that allowing a pilot to take specific academic training courses will enhance safety more than requiring the pilot to fully comply with the flight hours requirement.”
AOPA Online: FAA considers report on air carrier flight-hour requirements
There will still be a minimum flight hour requirement of 1,500 hours—but recognizing that an arbitrary number of flight hours does not alone indicate a pilot’s knowledge and abilities, the new law gave the FAA authority to “allow specific academic training courses, beyond those required” under the newly expanded ATP certificate “to be credited toward the total flight hours required.” The Administrator may allow credit based on a determination by the Administrator that allowing a pilot to take specific academic training courses will enhance safety more than requiring the pilot to fully comply with the flight hours requirement.”
AOPA Online: FAA considers report on air carrier flight-hour requirements
10-18-2010, 03:23 PM
#39
Line Holder
Joined APC: Mar 2010
Posts: 26
Originally Posted by 2StgTurbine
[COLOR=black][FONT=Verdana]
Gaining experience in icing conditions, and understanding all the characteristics and factors of stalls is something pilots develop in the first 1500 hours. Before the FAA wants you to be responsible for the lives of 10-300 of the general public, they want you to have a good foundation of airmanship. They want you to spend 1500 hours teaching students stall recoveries and having to recover the aircraft when the student accidentally spins it. They want you to experience icing while flying cargo or charter. They want you to develop your piloting skills while risking the lives of only a relatively small amount of other people.
You might think that you are ready to act as an FO after you pass your commercial checkride, but you are not. Sure you can recover from a stall, complete an engine failure checklist, and fly an approach down to minimums, but those are only simulations of what you will be expected to do. You are not going to ever stall an aircraft after you reach a safe altitude, clear the area of traffic, and willingly stall the aircraft. In the real world, you are tired, the weather is bad, and you are busy studying the approach plate. While you are thinking about the taxi into the gate, you notice a buffet. So far in your life the only time you experienced that was when you were purposefully making the aircraft stall. What happens when you look at your airspeed indicator and it is well above the stall speed? How long will it take you to believe the aircraft is stalling? What happens when your crewmember recovers incorrectly by lifting up that flaps before you reduce the angle of attack and gain more airspeed? If you had 1500 hours of instructing or charter experience, you would have gone over stall recoveries so many times that you say them in your sleep. You experienced so many students pushing the wrong button or pulling the wrong lever that you developed the ability to slap someone’s hand the instant they try to do something wrong. If you had 1500 hours of 135 time, you would have likely experienced icing in small planes and learned when to expect it, how the aircraft will respond, and to respect it. If you do not have these experiences, you are not ready to be in the cockpit of an aircraft flying a demanding schedule for long hours with dozens of people.
It is the equivalent of someone getting a business degree and claiming that they are qualified to run General Electric. Sure you might have done great in training and plenty of others with the same experience have done it before, but that does not mean you are ready or that they were. Before you are the CEO of a national company, you start out as the manager at a small company, or maybe you start your own. The point is, start small so that your mistakes are small. If you really are a professional, getting another 1200 hours should not be too difficult.
Gaining experience in icing conditions, and understanding all the characteristics and factors of stalls is something pilots develop in the first 1500 hours. Before the FAA wants you to be responsible for the lives of 10-300 of the general public, they want you to have a good foundation of airmanship. They want you to spend 1500 hours teaching students stall recoveries and having to recover the aircraft when the student accidentally spins it. They want you to experience icing while flying cargo or charter. They want you to develop your piloting skills while risking the lives of only a relatively small amount of other people.
You might think that you are ready to act as an FO after you pass your commercial checkride, but you are not. Sure you can recover from a stall, complete an engine failure checklist, and fly an approach down to minimums, but those are only simulations of what you will be expected to do. You are not going to ever stall an aircraft after you reach a safe altitude, clear the area of traffic, and willingly stall the aircraft. In the real world, you are tired, the weather is bad, and you are busy studying the approach plate. While you are thinking about the taxi into the gate, you notice a buffet. So far in your life the only time you experienced that was when you were purposefully making the aircraft stall. What happens when you look at your airspeed indicator and it is well above the stall speed? How long will it take you to believe the aircraft is stalling? What happens when your crewmember recovers incorrectly by lifting up that flaps before you reduce the angle of attack and gain more airspeed? If you had 1500 hours of instructing or charter experience, you would have gone over stall recoveries so many times that you say them in your sleep. You experienced so many students pushing the wrong button or pulling the wrong lever that you developed the ability to slap someone’s hand the instant they try to do something wrong. If you had 1500 hours of 135 time, you would have likely experienced icing in small planes and learned when to expect it, how the aircraft will respond, and to respect it. If you do not have these experiences, you are not ready to be in the cockpit of an aircraft flying a demanding schedule for long hours with dozens of people.
It is the equivalent of someone getting a business degree and claiming that they are qualified to run General Electric. Sure you might have done great in training and plenty of others with the same experience have done it before, but that does not mean you are ready or that they were. Before you are the CEO of a national company, you start out as the manager at a small company, or maybe you start your own. The point is, start small so that your mistakes are small. If you really are a professional, getting another 1200 hours should not be too difficult.
Thanks!
10-24-2010, 07:03 PM
#40
Gets Weekends Off
Joined APC: Jan 2010
Position: Goodyear Blimp-roap jockey, CSIP, CFII, MEI
Posts: 224
Originally Posted by Ewfflyer
Is 988JF still flying out of Clow? We sold that airplane to a guy who was going to lease it back to the school.
Yep 988JF is still there.
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