How does pilot get HALF a type rating?

It is not!

"Robert M. Gary" wrote in message
...
On Jan 12, 6:15 pm, Bertie the Bunyip wrote:

What, not enough abuse for you?

No, he was looking for an argument, abuse is down the hall (I know
only about 10% here will get that joke).

-Robert

"Robert M. Gary" wrote in news:0cd87373-9462-458d-a721-
:

On Jan 12, 6:15*pm, Bertie the Bunyip wrote:

What, not enough abuse for you?

No, he was looking for an argument, abuse is down the hall (I know
only about 10% here will get that joke).


No they won't less than 5%


Bertie

On Sat, 10 Jan 2009 10:38:13 -0800 (PST), "Robert M. Gary"
wrote:

On Jan 10, 8:37*am, "Shelly" wrote:
When I asked an airline caption how many type ratings he held, he told me,
"Actually, *I have 6 and a half,

figure that one out."

If you know his name you can look it up at registry.faa.gov. Perhaps
he had a 757 type rating when the 767 came out? Perhaps he has a type
rating limited to VFR or SIC?
I've also found that many captains really dislike answering questions
from GA pilots and have built it BS answers (epecially if this was
United, most of their pilots are jerks). I asked a pilot in Denver (on
a 100F day) if the density altitude was intersting that day. He said
"I don't worry about that stuff I have go to either way; just as long
as the wheels don't hit anything". Clealry he was just patting me on
the head and telling me to go away.


-Robert

I dont think you were getting the shift at all.
In commercial service the guy is flying to a timetable with an
aircraft with lots of reserve power.
as he says he doesnt worry about that stuff because he has to fly it
anyway.

I used to worry about weather.
I've found that my aircraft tankers along enough fuel to be able to do
a 300 mile leg into a 15 knot headwind and still have an hour spare at
the other end. honestly as long as the air isnt opaque I'm going to
fly the leg anyway.

in our military's flying the cruise speed is over 250knots. I know
that they do not factor wind speed in their calcs because it is
insignificant.

most of high end aviation is spared the concerns of the private guy
because of the substantially higher performance of their aircraft.

Stealth Pilot

Stealth Pilot wrote:

in our military's flying the cruise speed is over 250knots. I know
that they do not factor wind speed in their calcs because it is
insignificant.
Stealth Pilot

That simply cannot be true

"Flydive" wrote in message
...
Stealth Pilot wrote:

in our military's flying the cruise speed is over 250knots. I know
that they do not factor wind speed in their calcs because it is
insignificant.
Stealth Pilot

That simply cannot be true

You are exactly right.

I used to occasionally ship freight on passenger flights, and cargo is
frequently omitted when the combination of wind, temperature, and runway
length don't quite work out. The leg is still flown, unless the conditions
are REALLY bad, and the passengers don't know the difference; but the
freight gets bumped due to temperature, wind (incuding extra fuel
requirements) and the amount of passenger baggage carried.

Peter

On Sun, 11 Jan 2009 15:51:05 +0000, Flydive wrote:

Stealth Pilot wrote:

in our military's flying the cruise speed is over 250knots. I know
that they do not factor wind speed in their calcs because it is
insignificant.
Stealth Pilot

That simply cannot be true

well it is the case. do the calcs yourself on a whizwheel.
250 knots and a worst case of 10 knots from the side.
remember that the calcs are for fuel burn and range the actual flying
being done with instrument assistance.

Stealth Pilot wrote:
On Sun, 11 Jan 2009 15:51:05 +0000, Flydive wrote:
That simply cannot be true

well it is the case. do the calcs yourself on a whizwheel.
250 knots and a worst case of 10 knots from the side.

Are you pulling our leg?

OK, worst case head wind is 100+kts at turbine altitudes, which is
significant for anything subsonic. 250k? Maybe you're talking about a
turboprop, still those need to get up high enough for any longish legs
where a 50k headwind is not a surprise at all.

I always thought, as another poster alluded to, that large commercial
aircraft are often flown at the limits of weight imposed by performance
restrictions -- involving runway length at origin and destination,
density altitude, etc.... So I think all of the above are factors...
T

Stealth Pilot wrote:

well it is the case. do the calcs yourself on a whizwheel.
250 knots and a worst case of 10 knots from the side.
remember that the calcs are for fuel burn and range the actual flying
being done with instrument assistance.


You kidding right?

At cruise levels you routinely see winds of 50, 100, or more knots.
Cruise at 450 kts and factor a head wind of 100 kts and you'll see it
makes a big difference on range.

For t/o winds and temperature are always taken into account, again can
make a big difference on load you can carry.

Stealth Pilot wrote in
:

On Sat, 10 Jan 2009 10:38:13 -0800 (PST), "Robert M. Gary"
wrote:

On Jan 10, 8:37*am, "Shelly" wrote:
When I asked an airline caption how many type ratings he held, he
told me, "Actually, *I have 6 and a half,

figure that one out."

If you know his name you can look it up at registry.faa.gov. Perhaps
he had a 757 type rating when the 767 came out? Perhaps he has a type
rating limited to VFR or SIC?
I've also found that many captains really dislike answering questions
from GA pilots and have built it BS answers (epecially if this was
United, most of their pilots are jerks). I asked a pilot in Denver (on
a 100F day) if the density altitude was intersting that day. He said
"I don't worry about that stuff I have go to either way; just as long
as the wheels don't hit anything". Clealry he was just patting me on
the head and telling me to go away.


-Robert

I dont think you were getting the shift at all.
In commercial service the guy is flying to a timetable with an
aircraft with lots of reserve power.
as he says he doesnt worry about that stuff because he has to fly it
anyway.

I used to worry about weather.
I've found that my aircraft tankers along enough fuel to be able to do
a 300 mile leg into a 15 knot headwind and still have an hour spare at
the other end. honestly as long as the air isnt opaque I'm going to
fly the leg anyway.

in our military's flying the cruise speed is over 250knots. I know
that they do not factor wind speed in their calcs because it is
insignificant.

most of high end aviation is spared the concerns of the private guy
because of the substantially higher performance of their aircraft.

Nope, sorry, all incorrect.
For one thing, wind can be very significant.
A headwind of 150 knots can put a big ent in your MPG
For anoher, we do not tanker a lot of fuel.
Destination, diversion and legal hold, period, unlss the weather is
filthy at the other end.
As for takeoff performance, it depends on the sector lenght, but the big
round things on the wings are made big to ensure one thing, payload.
The reserve power is good if you are nowhere near limiting performance ,
but if you are heavy or the runway is short, high or hot or a
combination, the performance becomes critical.

Bertie

Bertie

What is the NORMAL cruise RPM these days? Core, fan ????? Or where do
you set the bug?

In F-80 we used 100% from take off until retarded for landing.

Word then came down to only use 98% in cruise as that would give
longer engine life and save USAF money.

Big John

************************************************** ***********************

On Tue, 13 Jan 2009 02:19:13 +0000 (UTC), Bertie the Bunyip
wrote:

Stealth Pilot wrote in
:

On Sat, 10 Jan 2009 10:38:13 -0800 (PST), "Robert M. Gary"
wrote:

On Jan 10, 8:37*am, "Shelly" wrote:
When I asked an airline caption how many type ratings he held, he
told me, "Actually, *I have 6 and a half,

figure that one out."

If you know his name you can look it up at registry.faa.gov. Perhaps
he had a 757 type rating when the 767 came out? Perhaps he has a type
rating limited to VFR or SIC?
I've also found that many captains really dislike answering questions
from GA pilots and have built it BS answers (epecially if this was
United, most of their pilots are jerks). I asked a pilot in Denver (on
a 100F day) if the density altitude was intersting that day. He said
"I don't worry about that stuff I have go to either way; just as long
as the wheels don't hit anything". Clealry he was just patting me on
the head and telling me to go away.


-Robert

I dont think you were getting the shift at all.
In commercial service the guy is flying to a timetable with an
aircraft with lots of reserve power.
as he says he doesnt worry about that stuff because he has to fly it
anyway.

I used to worry about weather.
I've found that my aircraft tankers along enough fuel to be able to do
a 300 mile leg into a 15 knot headwind and still have an hour spare at
the other end. honestly as long as the air isnt opaque I'm going to
fly the leg anyway.

in our military's flying the cruise speed is over 250knots. I know
that they do not factor wind speed in their calcs because it is
insignificant.

most of high end aviation is spared the concerns of the private guy
because of the substantially higher performance of their aircraft.

Nope, sorry, all incorrect.
For one thing, wind can be very significant.
A headwind of 150 knots can put a big ent in your MPG
For anoher, we do not tanker a lot of fuel.
Destination, diversion and legal hold, period, unlss the weather is
filthy at the other end.
As for takeoff performance, it depends on the sector lenght, but the big
round things on the wings are made big to ensure one thing, payload.
The reserve power is good if you are nowhere near limiting performance ,
but if you are heavy or the runway is short, high or hot or a
combination, the performance becomes critical.

Bertie