How does pilot get HALF a type rating?

"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.

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.

On Jan 11, 12:26*pm, "Capt. Geoffrey Thorpe" The Sea Hawk @See My
Sig.com wrote:
"a" wrote in message

...
On Jan 10, 7:48 pm, "Aluckyguess" wrote:

He was probably halfway through another rating.
He stated, we read, that it's on his card, so he satisfied an examiner
enough to earn it. He may not consider himself qualified though.

More likely just being a smartass.
--


Occam's Razor and all that

On Jan 12, 11:43*am, wrote:
On Jan 11, 12:26*pm, "Capt. Geoffrey Thorpe" The Sea Hawk @See My

Sig.com wrote:
"a" wrote in message

....
On Jan 10, 7:48 pm, "Aluckyguess" wrote:

He was probably halfway through another rating.
He stated, we read, that it's on his card, so he satisfied an examiner
enough to earn it. He may not consider himself qualified though.

More likely just being a smartass.
--

Occam's Razor and all that

I was actually thinking about golf, where players at the highest level
are often heard to say they are still trying to figure out how to play
the game. I'd have great respect for an experienced pilot who said he
was only halfway through learning what he needed to know.

The difference may be good golfers for the most part will call rules
infractions on themselves. Compare that attitude with those here
who. . . well, never mind.

"a" wrote in message
...
On Jan 12, 11:43 am, wrote:
On Jan 11, 12:26 pm, "Capt. Geoffrey Thorpe" The Sea Hawk @See My

Sig.com wrote:
"a" wrote in message

...
On Jan 10, 7:48 pm, "Aluckyguess" wrote:

He was probably halfway through another rating.
He stated, we read, that it's on his card, so he satisfied an examiner
enough to earn it. He may not consider himself qualified though.

More likely just being a smartass.
--

Occam's Razor and all that

I was actually thinking about golf, where players at the highest level
are often heard to say they are still trying to figure out how to play
the game. I'd have great respect for an experienced pilot who said he
was only halfway through learning what he needed to know.

The difference may be good golfers for the most part will call rules
infractions on themselves. Compare that attitude with those here
who. . . well, never mind.

---------new post begins----------

Actually, I believe that things were different before Elizabeth Dole.

Sadly, the old ways have not yet returned in her absence.

"Shelly" wrote
When I asked an airline caption how many type ratings he held, he told
me, "Actually, I have 6 and a half,

One possibility...........FAR 61.157...All training accomplished in a
Category D Simulator.
An excerpt:
(9) An applicant issued a pilot certificate with the limitation specified
in paragraph (g)(8) of this section--
(i) May not act as pilot in command of the aircraft for which an additional
rating was obtained under the provisions of this section until the
limitation is removed from the certificate; and
(ii) May have the limitation removed by accomplishing 25 hours of
supervised operating experience as pilot in command under the supervision
of a qualified and current pilot in command, in the seat normally occupied
by the pilot in command, in an airplane of the same type for which the
limitation applies.

Bob Moore
CFI ATP B-727 B-707
PanAm (retired)

"Robert M. Gary" wrote in
:

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?


Other way around



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.


Bet you didn't somehow

Bertie