How does pilot get HALF a type rating?

"Maxwell" #$$9#@%%%.^^^ wrote in
:


"Robert M. Gary" wrote in message
news:da1b6b26-02ae-4f81-bb54-
..
. 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 had a similar experience years ago with a couple of Thunderbird
pilots. Although according to the speaker of the private event I was
attending, they were stationed next to their planes for display and
questions. If you ask them anything except personal questions about
themselves, you just got a ****tly little smirk and the old "that's
classified" nonsense. After about the second or third question I had
enough.


What, not enough abuse for you?


Bertie

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

Stealth Pilot wrote in
:

On Mon, 12 Jan 2009 13:17:32 +0000, Flydive wrote:

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.

no I'm not kidding. I'm referring to Pilatus PC9's in training roles.


Yes, so? th eOP was talking about an airliner

Bertie

"Shelly" wrote in
news


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 do have his first and last name now. He works for US air, currently
flies the Scarebus 320 and a captain at 52 y/o, I hope he would be.
lol.

His answer was, "i have 6 and half type ratings but 7 are listed on
the back my license."

Don't you just hate it when pilots want to make u look STUPID!?


Ah, Ok
he might regard the Bus as somethign he can't actually fly..
what else is on it?


Bertie

"Bertie the Bunyip" wrote in message
...


Why, the only thing classified about you and your little pocket pal Mikey
Mouth, are your medical records.

"Flydive" wrote in message
...
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.

You and Tman might want to cut your losses on this one. You are arguing with
a moron that insists aircraft brakes are to hold the aircraft during run-up
only, and were never intended for stopping the aircraft.

On Tue, 13 Jan 2009 02:20:32 +0000 (UTC), Bertie the Bunyip
wrote:

Stealth Pilot wrote in
:

On Mon, 12 Jan 2009 13:17:32 +0000, Flydive wrote:

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.

no I'm not kidding. I'm referring to Pilatus PC9's in training roles.


Yes, so? th eOP was talking about an airliner

Bertie

no. he was relating a comment made by a pilot which he thought was a
flick off. I dont think it was.

.....havent we all got something better to do?

On Jan 11, 7:33*am, 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.

I've seen winds approaching 100 knots over the North Atlantic. Is that
not significant?

-Robert

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 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

Some sort of Monte Python joke?