61
In order to fly commercial you will need a first class medical certificate, and getting that with aspergers is going to be tough. The first consideration is the safety or people in the air and on the ground, so the criteria is conservative. Getting a first class medical would mean lots of extra hoops, even if it is possible. If you did get a medical you ...
38
No.
The purpose of air traffic control is to prevent collisions and expidite and maintain an orderly flow of air traffic. An air traffic controller has no say in who gets to fly and who doesn't. Refusing a certain flight would be something that needs to be done at a political level, and certainly far away from an operational level.
Also remember that, ...
35
See Page 9 of TCDS A.064 ANNEX - Airbus A318, A319, A320, A321 - Special Conditions
TCDS A.064 ANNEX - Airbus A318, A319, A320, A321 - Special Conditions
EQUIVALENT SAFETY FINDING E-2107: Passenger Extension to 180
APPLICABILITY: A320
REQUIREMENTS: JAR 25.807
ADVISORY MATERIAL: N/A
...
34
There could be a lot of reasons for this...
EU closed airspace to 737's MAX 8's on March 12
They needed to go into a holding pattern until ATC figured out where to put them
They needed to be in the holding pattern until they could get a landing slot
They were redirected to an airport that had a maintenance facility that the airline uses
They redirected to ...
30
(This is very closely related to this question, and see this one too.)
At least in the US, cutting into fuel reserves isn't an emergency by itself. But assuming that things have gone beyond "minimum fuel" and you clearly need priority for landing then you should indeed declare an emergency.
The wording you mentioned seems 'weak' to me; if you do have to ...
29
There is no limit to the number of type ratings that a person can hold. The world record for most type ratings held by an individual currently stands at 105!
For safety reasons, most airlines only allow a pilot to be currently assigned to two aircraft types at one time so that they don't start to confuse the different airplanes and mix things up. This isn't ...
27
In the US you have, effectively, zero rights over the airspace above your land by default: Control of airspace is entirely delegated to the FAA, and they're super serious about it.
If you designate your land as an airport you can certainly establish a control tower and request an airspace designation from the FAA - whether or not they approve your plan ...
25
In general, restraining unruly passengers seems to be allowed in the EU. I could not find anything specific in EASA regulations, except the following item in the list of cabin crew duties:
In case of disruptive passenger behaviour: passenger management as appropriate including use of restraint technique as considered required.
(EASA Easy Access ...
24
In the US, taxi time can be logged. 14 CFR 61.51 says the pilot must log (emphasis mine):
Total flight time or lesson time.
And 14 CFR 1.1 says (emphasis mine):
Flight time means:
(1) Pilot time that commences when an aircraft moves under its own
power for the purpose of flight and ends when the aircraft comes to
rest after landing; or
(...
22
FAA Advisory Circular (AC) 150/5300-13A covers "standards and recommendations for airport design." It does not include any restrictions on proximity to bodies of water, but it does make the following recommendation in paragraph 319(a):
It is recommended that the entire RSA and RPZ be accessible to rescue and fire-fighting vehicles such that no part of the ...
22
A frozen ATPL holder is somebody who has passed all the required (14) exams for the issue of an ATPL but does not have the required flying hours. Strictly speaking, there is no such thing as a 'frozen' ATPL, though a number of training schools do use the term:
A Frozen ATPL holder refers to somebody who has passed all the required theoretical exams but does ...
21
In Bernstein of Leigh v Skyviews [1978] 1 QB 479, the High Court of England and Wales held that, at common law, the right of a landowner to the airspace above their land was "to such height as was necessary for the ordinary use and enjoyment of his land and the structures upon it".
As another answer has suggested, the use of UK airspace is now ...
19
There are indeed several steps between a pure glider and a powered aircraft. The criteria were historically quite simple:
Gliders with an auxiliary engine, which is just for getting them home in adverse weather, but not powerful enough for take-off. The propeller is in almost all cases retractable, so their aerodynamics is identical to their pure glider ...
18
First of all, this aircraft was flying in Europe, not in FAA land. In Europe there is no general limitation to 250 knots below 10000 ft. There is no EASA airspace restrictions, every country has their own set of rules. There are airspaces that have speed restrictions below 10000 ft, others don't and sometimes aircraft are allowed to go faster than 250 knots ...
18
European Civil Aviation Authorities use the imperial system to depict altitudes and airspace restrictions (feet), speeds (knots) and distances (nautical miles).
Some VFR aircraft have speed indicators in km/h, gliders can have altitude and variometer in meters and meters/second and apart from a special ICAO VFR chart being available in metric in Germany, ...
18
ICAO
According to an IFALPA Briefing Leaflet of 2012 "Amendment 36 to ICAO Annex 6 Part I"
The pilot-in-command shall advise ATC of a minimum fuel state by declaring MINIMUM FUEL when, having
committed to land at a specific aerodrome, the pilot calculates that any change to the existing clearance to that aerodrome may
result in landing with less ...
17
From a private pilot's perspective, there are two possible options: a foreign-based license or a 'full' FAA pilot's license.
The first type is defined in 14 CFR 61.75, which starts like this:
§61.75 Private pilot certificate issued on the basis of a foreign
pilot license.
(a) General. A person who holds a foreign pilot license at the private
...
15
I will answer your question with what we can see in Brazilian Airspace and its rules.
In Brazil, there are some airports - non towered, operated by radio stations - which give information such as wind direction/intensity and temperature and QNH. Based on this information, the pilot decides on which runway they will land or take off, and relays this message ...
15
The Canadian Arctic has B737 scheduled airline operations to many uncontrolled airports that have no control tower.
14
In the UK, you have rights up to about 1000 feet
According to In Brief (a free legal-information website written by legal experts)
The common law distinguishes between two different types of airspace. The lower and Upper stratum.
The lower stratum is concerned with the portion immediately above the land and interference with this air space would ...
14
This will differ from country to country, but I will give an example based on the German law, so you can derive how countries can work with airspace.
In general, following BGB §905, the airspace above and ground below your property is also yours, unlimited.
Das Recht des Eigentümers eines Grundstücks erstreckt sich auf den Raum über der Oberfläche und ...
14
Europe uses imperial for distance (nm), speed (knots) and altitude (feet). Russia and China are the only major countries that use meters for altitude - and it causes all sorts of confusion.
Some aircraft (more in europe) use kilometers and statute miles/hour on the ASI - but the same is true in the US.
14
It's going to depend on the specifics and severity of your condition. You can't generalize autism spectrum disorders. But Aspergers should not exclude you from flying. Flying commercial is another story. There's only one way to find out, so if you are really serious, you should contact the certification board and find out what the challenges are going to be.
...
14
No, ETOPS is not satisfied solely by range circles, but (among other things) by the "time needed to fly to that airport".
See the requirements of 14 CFR 121.633 (emphasis mine):
(a) For ETOPS up to and including 180 minutes, no person may list an airport as an ETOPS Alternate Airport in a dispatch or flight release if the time needed to fly to that ...
14
You're right that having a common transition altitude is better- efforts are underway in Europe to set a common transition altitude. Multiple studies have been carried out by Eurocontrol and it has been noted that it is better to have a single transition altitude. For example, from an aircrew prespective:
The multiplicity of transition altitudes and the ...
14
Factors in pilot choices are often subject to political spins, as few people are able to objectively evaluate the information available to the pilot, the bandwidth to manage the events, and the conditions which may have added complexity as well as the experience level of the pilot. A student pilot logically is held to a different competency expectation than ...
14
This is just because of the way EASA treated B737 MAX grounding. They just stopped accepting flights with these aircraft into the EU airspace even for already airborne flights with valid flight plans.
For this company two flights were involved. On from Cape Verde ended up in Tunisia and one from Dubai in Ankara. Both of them were originally hoping to get to ...
14
It has nothing to do with LVP, but with the fact that there are standard routes at Schiphol to the main piers;
From the AIP AD 2.1 (EHAM) section 2.1:
Aircraft shall comply with the standard taxi routings to and from the stands as depicted on AD 2.EHAM-GMC. Deviations from the standard taxi routings will be given timely to the pilot by Schiphol Ground.
...
14
That's an artefact of a different era. Before computers were used to create documentation, updating large documents was difficult and expensive. People tried to reduce the workload by using chapter-page numbering. When you have to add pages to a book, chapter-page numbering allows you to replace one chapter instead of having to reprint the whole book.
Some ...
13
For the FAA, a "complex aeroplane" must have:
A retractable gear (not necessary for a seaplane);
In-flight adjustable flaps; and
A controllable pitch propeller.
The FAA's definition is given in 14 CFR 61.1:
Complex airplane means an airplane that has a retractable landing
gear, flaps, and a controllable pitch propeller, including airplanes
equipped ...
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