Hot answers tagged

32

It depends on your location. It will vary based on cost for tie-down or hangar space, fuel costs, maintenance costs, etc. In order to compare apples to apples, let’s boil it down to a wet-Hobbs-rate. Wet-Hobbs-Rate is an all-in rate (minus tax) for the use of the aircraft to include everything except away-airport landing fees where applicable. That ...


26

There is no US regulation about whether an airport can be called "international." The Secretary of the Treasury designates the official list of international airports of entry. But not all airports on this list are even called international, and it does not include all airports with international flights. There are even some airports called "international" ...


18

It depends on the operator's "opspecs" which are negotiated between them and the FAA. Generally in the US the vast majority of part 121 scheduled airline operations are required to be IFR, but plenty of part 135 charters are permitted to fly VFR. They may be subject to weather minimums higher than the general VFR limits.


17

Based on my current navigation database (AIRAC 1909, valid from 2019-08-15), I found 7 US airports with 4 (or more) parallel runways: KATL (Hartsfield–Jackson Atlanta International Airport): 5 parallel runways: 08L/26R, 08R/26L, 09L/27R, 09R/27L, 10/28 KDEN (Denver International Airport): 4 parallel runways: 16L/34R, 16R/34L, 17L/35R, 17R/35L and 2 more ...


17

It is defined by the ICAO in this glossary: International airport. Any airport designated by an ICAO Contracting State in whose territory it is situated as an airport of entry and departure for international air traffic, where the formalities such as customs, immigration, public health, agricultural quarantine and similar procedures are carried out.


9

In North America, just buy an air-band radio and listen to Raleigh-Durham tower all you like, or if your ham unit receives the aviation VHF frequencies, do that. Or find it on LiveATC.net It's only illegal to broadcast without authorization, not listen in.


8

I can speak to this from personal experience. I fly the Piper Arrow and have rented from various FBO's on both coasts in various economic areas over the years. The average price I pay per hour is $145 an hour wet. All of the Arrows I have flown have been similarly equipped and of a similar vintage. They have all had at least a single axis auto pilot a 430W ...


6

Product liability destroyed this industry. In the 1970s GA aircraft were much less expensive. A midrange model cost about twice the annual salary of the average US worker. Annual production was about 14k per year. Then attorneys found out that juries could be persuaded to award ten times as much for a death in a small airplane as for the equivalent death ...


5

I also know that a lot of people prefer to sell planes with fresh annuals. I think the reality (from what i have seen) is that a a lot of people end up selling planes with a fresh annual. Essentially any smart buyer is going to want a pre-buy inspection and they are often willing to pay for them. In many cases pre-buy inspections are close to if not the ...


5

They said "TBM" "Three-Bravo-Victor" (3BV). TBM is the aircraft make, a TBM and 3BV is the last 3 letters of the callsign. The maneuver really isn't traffic avoidance so much as exactly what the controller said, spacing. They need to keep a minimum distance between traffic so having the TBM (a fast aircraft) perform an S-turn allows the aircraft in front of ...


5

"International" is supposed to be a code word to inform pilots and ATC that the Border Guards have a presence, and can admit you into the country: stamping passports, collecting duties, all that stuff. What you shouldn't do, say, is fly from Canada into Oswego County Airport, rent a car and drive over to Syracuse Hancock International to clear Customs/...


5

Some of them were renamed/reorganized in 1989 based on proposals/petitions by the AOPA (referenced in FSIMS). 91.102 became 91.143 Flight limitation in the proximity of space flight operations. 91.104 became 91.141 Flight restrictions in the proximity of the Presidential and other parties 91.106/108/110/112/114 did not exist 91.116 became 91.175 Takeoff and ...


4

No. The intent of the statute involves "assaulting or intimidating" a crew member. Passively failing to obey a crew member has no criminal liability nor does disobeying generic safety guidance given by crew members or aircraft literature. The actual statute reads like this (49 U.S.C. § 46504): An individual on an aircraft in the special aircraft ...


4

Yes you can request that on your call, generally if you don't the tower will ask how you will terminate/proceed at which point you will request closed traffic.


4

I have found this really varies by airport and even by FBO at a given airport. The only way to know is either to check their website or call in advance and find out. After a quick look I don't see any prices listed on their site. Often times the price is related to the services they provide by default. If you land and there is a marshaler waiting for you, ...


3

If you call inbound for touch-and-go, the tower controller will assume you plan to remain in the pattern until you say otherwise because that is the norm. If you don't intend to stay in the pattern, say your exact intentions, e.g. "inbound touch-and-go, then departing west".


3

I have found something that will work. It is not pretty and I swear I can still smell the punch cards that produced the text files, but here it is: https://www.faa.gov/air_traffic/flight_info/aeronav/aero_data/NASR_Subscription It is free, it appears to be updated by the FAA, (I verified it has the current frequency for my local VOR that I know changed 2 ...


3

There are no "off-airport helipads" because a helipad is an airport. Actually, anywhere an aircraft lands is an airport as far as the FAA is concerned. It would be just like any other IFR to any other airport with no approach procedure: ATC can clear them for the visual approach if they have reasonable assurance that the weather at the airport is VFR, or the ...


3

You are required to verify the identity of people undergoing initial Sport Pilot, Recreational Pilot, Private Pilot, Instrument, and Multi Engine training. Any other kind of dual instruction does not require verification of US citizenship or TSA approval of resident aliens. See 49 CFR 1552.3(h). The CFI must inspect the original documents and verify they ...


3

For FAA purposes you can log PIC time in the T6 because you hold a license in the airplane, single engine, land category and class. However, the USAF might not see it that way. Since you do not have an FAA license for the category and class multi engine land, you can only log PIC time for your solo flights in the T38.


3

In the USAF, it has, historically, been common for rated Navigators to be selected for pilot training, and possible, though less common, for young officers in other career tracks as well. That said, this process is competitive (so certainly not guaranteed for a particular individual), and dependent on the "needs of the service", so what is going on "now" ...


3

According to the Public Relations Department at the Denver International Airport, as of May 24, 2019 there is no such pneumatic tube system at the airport. Hello Juan, Thank you for contacting Denver International Airport. We have evaluated your email. I spoke with airport operations to find out if they had any information on using a pneumatic ...


3

After some digging and exploratory route planning in ForeFlight, it seems I've arrived at an answer that satisfies me: the last waypoint is listed as a transition only if the departure officially ends prior to it, and flying to the transition is optional. If there are other (more correct or plausible) answers, I'd still love to hear them. The text ...


3

By looking at the Wikipedia article history, one finds that on 8 November 2011 (before the merger), the IATA code for ExpressJet was XE, the ICAO code was BTA and callsign was JET LINK.


3

The AIM covers most of the operations and limitations of TIS-B on page 4-5-18 TIS−B is the broadcast of ATC derived traffic information to ADS−B equipped (1090ES or UAT) aircraft from ground radio stations. The source of this traffic information is derived from ground−based air traffic surveillance sensors. TIS−B service will be available ...


2

I am based at KSQL, the TPA is 800 AGL. The A/FD er, excuse me, I mean the Chart Supplement, says "Helicopter TPA--806(800)" which seems like a typo; it's the TPA for fixed-wing also.


2

There’s an AOPA Air Safety Institute video, “Ask ATC: Am I Cleared for Class B?”: In this and other “Ask ATC” videos, they point out that if you’re in VFR flight-following, ATC will not clear you for Class B without your requesting it, even if your current flight path will obviously enter that airspace. If you are getting ATC VFR flight-following, you ...


2

I did some follow up research and also spoke to an air traffic controller and I have a partial answer to this question. If the "auto-routing" doesn't make much "sense" and there are no "preferred routes" then the probability of "getting a direct clearance would be fairly high." The "auto-routing" logic is simply using nearest victor airways from Point A to ...


2

The use of FAA's anticipated separation rule is theoretically optional, and there are indeed times when controllers don't use it. While not common, now and then one hears "continue approach" (or similar) instead of an early landing clearance, as is normal under ICAO rules. Ditto for the occasional canceled clearance. However, anticipated separation exists ...


1

That information can be found on FAA.gov You can use the FAA's search tool rather than manually look in a copy of the chart supplement. However, updated PDF copies of all of the chart supplements are hosted by the FAA here.


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