Renting a plane to someone for profit doesn't meet the definition of a commercial air service, doesn't require an OC or commercial registration, and doesn't impose commercial omaintenance requirements.

You would have to tell your insurance company though.

One would wonder if a flight had apparently no exercises that took place during it why it would warrant needing to be in a PTR in the first place. For the record, as an AP, TC licensing sure seemed to "give a ..." In the end though, it becomes an exercise in pushing paper. Sure, on that time buildi...

Again, we discussed this at length. Your Cat 1 medical has (normally) 5 year validity for PPL privileges. It doesn't *become* a Category 3 medical.

A Category 2 medical certificate validates licences (eg ATC) that a Category 3 medical doesn't, and vice versa (PPL), so it makes sense that you could hold both. A Cateogry 1 medical validates all licences and permits; it makes no sense to hold a Category 1 medical at the same time as a Category 3 m...

Touche.

Well. I was trying to be funny. But, have you tried a computing forum?

So can we reach a consensus on the following:

"Uhhh... aaaaand.... C-GABC with you, now currently showing about approximately 3.43 miles east of Sumspot at this time, conflicting traffic please advise..."

None of my logbooks have a TO or a FROM column, just a ROUTE column. If I fly over another airport without landing, I often record it in the ROUTE. At least I think I do. I don't need to be convinced, but one learns the most from people with different opinions.

digits_ wrote: ↑

Tue Nov 19, 2019 3:29 pm

I never said they were there for giggles. Merely that I think only airports where you land should be filled out there.

I don't think that's an unsupportable conclusion, but *why* do you think that?

Fly from airport A to tower B and fly back to land at A, fly from airport A to little town B, over little town C and back to airport A, fly from airport A to little town C over city D to airpot E and then back directly towards airport A. Depending on the skill of the student. That doesn't sound a l...

If an engine has a carburettor, the boost pump simply fills up the float chamber in it, if the engine driven pump is failing to do so. It shouldn't make any difference to the mixture if the float chamber isn't empty. (And if the float chamber is empty... the mixture is too lean already )

Unless we were navigating to airports, I've never written that down. But... if you were navigating, where were you navigating to? Or did you only want to write down the trip back as x-c time? I can't prove we did an hour of steep turns, slow flight or forced landings either. But to get a licence, y...

It would make sense, if you do, to write in the PTR the point or points to which you were navigating, even if they weren't airports, or you didn't land there. It's hard to see how you can claim cross-country time without navigating *to* somewhere, so it's a reasonable expectation to write down where...

I got my Cat 1 Medical done around January 25th, 2019. I believe that means it expires Feb 1st of next year. I also automatically had my Cat 3 medical renewed by the examiner when I did my Cat 1. If I go past Feb 1st, 2020 without having redone my Cat 1, do I need to do everything the Cat 1 require...

Nobody gives a ****, honestly, what you put.

You know this is a forum for pilots, don’t you?

Can we compromise on “at this time”?

Time is required as part of a VFR position report in CAP413, the AIM and the CFS, all of which are more formally correct than the Navcanada booklet... you choose. I’ve given (by necessity) many many position reports ”late”, both VFR and IFR. I don’t say “currently”, or “present time” on CFA frequenc...

... "Present time" as a form of words isn't in the CFS; an element of a position report is "time over" - so you're going to have to find a form of words if the time over is "now". You could equally well say "currently". Or "now". Or maybe you should always use the time, and never say "now" or "curr...

Do you also use currently to indicate the current altitude you are at versues the altitude where you will be at in an hour? More or less: "Golf Foxtrot Echo Lima passing 3700 climbing 6000". I haven't found a single situation that warrants the use of "currently" in any radio transmission. But pleas...

In a civil suit, the standard the plaintiff has to reach is very low: only “more likely than not”. What alternatives are more likely than pilot error?

The parties will settle out of court for quite a lot of money and no admission of liability, at the direction of the insurers.

AirFrame wrote: ↑

Fri Nov 01, 2019 6:54 am

What's the end goal? Better pilots? Or people who are better at checking off items on a list?

The end goal is people who meet the requirements listed in the regulations; there's no other fair way of doing it.

However, upon reviewing my file he said he couldn't sign off because one of my landings was a T&G and their SOPs for the CPL x/c say they have to be full stop. My interpretation of the CARs was that it didn't matter, and I sent it off to TC without it being signed by an AP, and it was all fine. You...

Fair enough, I didn't realize that flying an ILS won't keep you legal on the minimums on some loc only approaches. If I were flying a loc only, I'd still fly it CDA. Sometimes CDA data isn't shown on the plate it's typically because a CDA approach would be steeper than 3 degrees; would you calculat...

Because you want to fly a CDA approach when cleared for a LOC. For instance at CYKF, the LOC RWY 26 has CDA data that matches the ILS RWY 26.