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I plan to talk to my CFI about this as well but curious if anyone here has suggestions. My home airport has two crossing runways. Each runway end is elevated above the surrounding terrain. On two approaches there's a road within 200 feet of the runway and on the other two a small river about 100-200 feet off the end of the runway.
What I'm noticing is that I have a tendency to come in high on my approaches and that's resulting in me having to flair pretty hard which in turn means I'm ... more
Ronald Levy
2d
First and foremost, George is absolutely right about power. Power directly controls climb/descent rate at trimmed airspeed, and so promotes a stabilized approach at the selected speed. OTOH, elevator inputs change the angle of attack, and by doing change the flight path angle, but they also cause speed changes which destabilize the approach. This is a lesson which should be taught from students' first flights, but rarely is.
However, I stand by what I said about the importance of using a VGSI* of some type during training to put yourself on an appropriate glide path angle so you can learn the proper picture of the runway on final. Sure, you don't want to be entirely dependent on a VGSI because the majority of runways don't have them. But I believe setting yourself up on glide path using a VGSI is the best way to learn what the proper picture of the runway is. Otherwise, you have no reference to validate the picture you see.
*VGSI - Visual Glide Slope Indicator, including PAPI, VASI, PLASI, and all the other devices described in AIM 2-1-2.
What really is ‘Dusk’; am I legal to be flying and logging today ??
Ronald Levy
3d
Just so's everyone is clear on the FAA's three different definitions of night depending on context…
For logging night time for things like Private and Commercial required night hours, it means from evening civil twilight until morning civil twilight. You can get the times here, but in the USA it's typically about 30 minutes after sunset to 30 minutes before sunrise (Alaskan pilots will see much larger and highly variable numbers).
For logging night takeoffs and landings for 61.57(b) recent experience, it means from one hour after sunset to one hour before sunrise. Again, find those at the Naval Observatory site.
Finally, for aircraft lighting purposes (91.209(a)), it's sunset to sunrise, also from the site above.
And of course, whoever provides the airplane could have their own rules above and beyond the FAA's about pilot qualifications and permissions to fly during whatever the provider decides is “night”.
For the purposes of this discussion - I don't want it to degenerate into a “The FAA should allow it”.
I'm working on the well-advertised view and advice that while many states may have legalized marijuana for recreational use - flying is a federal matter and at a Federal level it is still illegal. Thus “Flying under the Influence” is a bust.
Wondering how this affects the following scenario:
In a state where recreational marijuana is legal - there is a large public event / ...
more
Ronald Levy
5d
I think the bottom line is pretty simple – you can ingest THC or you can be a pilot but you can't do both legally no matter what state you live in.
Hi Everyone,
Im from the UK.
I have a UK PPL/A and TT aprox 5,000, Night, IMC, Multi.
I have visited the US many many times, and did all my hour building here years ago.
Right, this is what I want to do: I/R, Commercial, CFI and ATP.
Q: Do I have to go to an approved flight school?
I'm going to Texas in July and want to get as much done as possible.
Thanks
Ronald Levy
7d
Hirokazu is right – if Shaun is a British subject, he's going to have to do the full DHS/TSA process to gain approval to train here. Quite a few flight schools in the USA have already set up programs for non-US trainees – poke around and you'll probably find one able to assist you with that process.
Ronald Levy
9d
Clifford Fogle:
Ultimately another whopper of bureaucratic nonsensical logic.
You're entitled to that opinion, but in these cases, the FAA's interpretation remains legally controlling unless you get the Federal courts to say the FAA's interpretation is incorrect – and that is very hard to do.