The flightplanning software that your dispatcher uses says 3000lbs for a 3 leg round robin... You know that you only need about 2700, given the weather, wind conditions and the type of approach you're going to be flying, and the taxi time at all 3 places. You figure that you WILL need 1400lbs for the last leg home. Do you leave homebase with 3000 or 2700lbs, knowing that if something goes sideways you can get fuel in both places away from home, even though it might be a cent or two more expensive??? I would leave with 2700lbs and take on 300lbs of revenue. Perfectly safe! The extra revenue will far outweigh the cost of an extra 1-200lbs of fuel at 10cents/ltr extra.
I fly approaches to minimums. Where do I look??? Straight ahead like someone who is expecting to go around anyways, or at a steep slant to actually pick up the lights that are underneath me??? I make an effort to use the minimums to my advantage, not bust minimums...!
Do I fly overweight??? Not to my knowledge. I use standard weights, and as far as I am concerned... if the standard weights give me a number that is illegal, I won't go! If they're legal, I WILL go!!!
I make every safe and smart decision based on utilizing the common sense approach to my flying! I don't challenge the wrath of mother nature. I don't voluntarily put myself in a predicament I can't control. I never let money take precedence over safety.
I do, however, make decisions by the book that are safe and as efficient as possible through learning as much as possible about the capability of myself and my airplane, and by knowing the rules and regulations that we abide by!
We are paid to operate revenue generating machines. Bottom line. In order to do that, safety is number one priority to keep revenue flowing! Second to that is being smart, having initiative, and knowing what you can and cannot do!!!
Saying yes
Moderators: sky's the limit, sepia, Sulako, lilfssister, North Shore, I WAS Birddog
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Flying Nutcracker
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Re: Saying yes
Big Pistons.
Have u tried to get a MEL for a Ho?
TC dropped the ball on that many years ago. looks like now you do yor own and they will 'accpt it". (maybeeeeee)
Huh!
Have u tried to get a MEL for a Ho?
TC dropped the ball on that many years ago. looks like now you do yor own and they will 'accpt it". (maybeeeeee)
Huh!
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Cat Driver
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Re: Saying yes
I never looked up or straight ahead when flying an instrument approach in IMC I flew the instruments until the pilot not flying confirmed runway in sight landing assured.I fly approaches to minimums. Where do I look??? Straight ahead like someone who is expecting to go around anyways, or at a steep slant to actually pick up the lights that are underneath me??? I make an effort to use the minimums to my advantage, not bust minimums...!
Or minimums, go around.
With runway visual contact the pilot not flying became the pilot flying and landed the airplane because he/she already has the runway in sight.
Learned that many decades ago from the military use of PMA.
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Re: Saying yes
Maby the pilot was flying single pilot IFR. That is done, and usually by lower time pilots. The PMA is a great tool two crew.
Re: Saying yes
Why is this even an issue? Are you people not bright enough to fly within the envelope? Get into another line of work.
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Cat Driver
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Re: Saying yes
Yes, I am aware that the poster was most likely describing single pilot IFR.Maby the pilot was flying single pilot IFR. That is done, and usually by lower time pilots. The PMA is a great tool two crew.
I was only pointing out the advantage of two pilot IFR using PMA.
It is interesting that the more difficult flying is usually done by the least experienced pilots.That is done, and usually by lower time pilots.
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Re: Saying yes
I think the point is to go fly within the envelope, key words "go fly"Doc wrote:Why is this even an issue? Are you people not bright enough to fly within the envelope? Get into another line of work.
Some of us don't subscribe to the fluffy, touchy feely idea of "I have the right to say NO, so I will do it just because"
If you don't like to fly, get into another line of work!
But I may not be bright enough to understand the subject.
Re: Saying yes
It is interesting that the more difficult flying is usually done by the least experienced pilots.[/quote]That is done, and usually by lower time pilots.
It is interesting that at 1000 hours you can go out with 9 people on board single pilot IFR. I am thankfull that when I was starting out I was able to fly left seat in a 200 for a hundred hours or so and experiance actual IFR before I was cut loose in a chieftan SPIFR. The key is having a good autopilot and really knowing how to use it. Where I work now we can fly single pilot IFR without an autopilot but we are limited to circling mins.
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Cat Driver
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Re: Saying yes
You can no longer fly single pilot IFR with 9 people on board with a fresh class 1 instrument rating and a commercial license and a PPC on the airplane you are flying, for instance with 300 hours total time?It is interesting that at 1000 hours you can go out with 9 people on board single pilot IFR.
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Re: Saying yes
As far as I know you now need 1000tt to fly single pilot IFR in 703 ops. Private flying I would assume you could buy yourself a 310 or something and load up your family for a vacation SPIFR with as little as 250 hours or so.
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Cat Driver
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Re: Saying yes
Any idea who's rule that is?As far as I know you now need 1000tt to fly single pilot IFR in 703 ops.
Not that I am a fan of single pilot IFR period, I am just curious who came up with a rule like that.
I have not had any interest or need to follow the changes in Canada for a long time but I do find their way of doing things interesting in they sure know how to make their rules complicated.
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Re: Saying yes
1965 called. They want they're/your attitude back. Wake up and smell the roses. That comment made me want to toss my cookies. Your attitude IS the problem here. If you don't think pilots should have the right to say "no", you need to look at another line of work.Brewhouse wrote: Some of us don't subscribe to the fluffy, touchy feely idea of "I have the right to say NO, so I will do it just because"
Re: Saying yes
I do believe pilots should have the right to say "no" I am just a pilot myself and have said "no"Doc wrote:1965 called. They want they're/your attitude back. Wake up and smell the roses. That comment made me want to toss my cookies. Your attitude IS the problem here. If you don't think pilots should have the right to say "no", you need to look at another line of work.Brewhouse wrote: Some of us don't subscribe to the fluffy, touchy feely idea of "I have the right to say NO, so I will do it just because"
If I say no there is a good reason for it. I also believe in doing my job that I am paid to do. When I work for a company I want them to be successfull, and I will do my part to make them that way.
I don't know you Doc, and I may be just pushing your buttons here. But there are some pilots like myself out there who don't want to hide behind rules and unions to float through our lives being average. I don't look to the rules to find a way out of doing my job, I look to them to find a way to do my job. Don't missunderstand me however, I do not negate safety to get the job done. I follow the rules that apply to my line of work. The type of flying I do in both winter and summer is inherantly higher risk than most, so in order to be successfull one has to be extra carefull.
My only point in all this drable is all anyone reads on this site is "say no" "don't do this" "don't do that" I just want to give another perspective that somedays pilots actually go flying. Not just sit in a coffie room and whine about everything.
Re: Saying yes
Wow this thread is turned into a pile.
If people were actually reading what other posters said there wouldn't be this back and forth, because most are on the same page.
Doc: Brewhouse is simply stating that there are people out there who will use any excuse to cancel a flight and go home to sit on their couch. A little bit of rain, or perhaps some paint missing here or there better get it checked out in hopes maint will snag the aircraft. He is not justifying cutting corners or jeopardizing the safety of the operation by going when there are legitimate concerns.
As to the 1000TT requirement, I guess TC came up with it, but here is the quote:
If people were actually reading what other posters said there wouldn't be this back and forth, because most are on the same page.
Doc: Brewhouse is simply stating that there are people out there who will use any excuse to cancel a flight and go home to sit on their couch. A little bit of rain, or perhaps some paint missing here or there better get it checked out in hopes maint will snag the aircraft. He is not justifying cutting corners or jeopardizing the safety of the operation by going when there are legitimate concerns.
As to the 1000TT requirement, I guess TC came up with it, but here is the quote:
723.86 Minimum Crew
Single Pilot IFR Requirements
The standard for the operation of an aeroplane with passengers on board in IFR flight without a second-in-command is:
(1) the pilot shall have a minimum of 1000 hours of flight time which shall include, if the type to be flown is multi-engined, 100 hours on multi-engined aeroplanes. In addition, the pilot shall have 50 hours of simulated or actual flight in IMC, and a total of 50 hours flight time on the aeroplane type;
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Cat Driver
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Re: Saying yes
I may have missed it but I do not recall anyone here suggesting using the rules as a means of getting out of flying because they don't feel like working.My only point in all this drable is all anyone reads on this site is "say no" "don't do this" "don't do that" I just want to give another perspective that somedays pilots actually go flying. Not just sit in a coffie room and whine about everything.
For sure there are enough rules that sooner or later you will be breaking one but the important ones are quite evident and easy to remain within.
For instance if you have forgotten your pilots license and left it at home and there is a trip to be flown and you fly the trip that does not affect safety.
However if like the poster in the saying no thread you are asked to knowingly fly 700 pounds over gross in a King Air 100 that is another issue completely.
Where do you draw the line when it comes to flying over gross Brewhouse?
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Re: Saying yes
I draw the line at max gross. However there are many situations I have run into where max gross is to much eg. esker work, small lake on floats and ski's or in a skimmer.Cat Driver wrote:Where do you draw the line when it comes to flying over gross Brewhouse?
After rereading I see I am off topic. Sorry for the rant about my personal views on our industry culture.
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Cat Driver
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Re: Saying yes
Getting off track in this forum is no big deal.
This thread is a good example of someone starting something that looks like it was just to stir controversy with a thinly veiled connection to a legitimate question in another thread. .
This thread is a good example of someone starting something that looks like it was just to stir controversy with a thinly veiled connection to a legitimate question in another thread. .
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Re: Saying yes
here it is catCat Driver wrote:Any idea who's rule that is?As far as I know you now need 1000tt to fly single pilot IFR in 703 ops.
Not that I am a fan of single pilot IFR period, I am just curious who came up with a rule like that.
I have not had any interest or need to follow the changes in Canada for a long time but I do find their way of doing things interesting in they sure know how to make their rules complicated.
723.86 Minimum Crew
Single Pilot IFR Requirements
The standard for the operation of an aeroplane with passengers on board in IFR flight without a second-in-command is:
(1) the pilot shall have a minimum of 1000 hours of flight time which shall include, if the type to be flown is multi-engined, 100 hours on multi-engined aeroplanes. In addition, the pilot shall have 50 hours of simulated or actual flight in IMC, and a total of 50 hours flight time on the aeroplane type;
(2) the Pilot Proficiency Check shall be in the aeroplane type flown or if applicable in one of the types grouped for Pilot Proficiency Check renewals and shall include the following:
(a) knowledge of the auto-pilot operations and limitations;
(b) performance of normal and emergency procedures without assistance;
(c) passenger briefing with respect to emergency evacuation; and
(d) demonstration of the use of the auto-pilot during appropriate phases of flight;
(3) flight in pressurized aeroplanes shall be conducted at or below FL 250; and
(4) a pilot's single pilot proficiency, if still valid, is transferable between air operators which have an Air Operator Certificate authority to conduct such operations and utilize the same type and model of aeroplane.
