AviationExam: How to Save 50$

In my previous posts I already mentioned EviationExam, the great question bank for EASA exams. It is surprisingly good for FAA exams too: in spite of the fact that nobody heard about it, from my opinion it is the best tool after Sheppard Air.

The usual annual subscription price for all EASA subjects is 170 euros. I don’t know whether it is a lot or not, but the only competitor BGS Online charges almost the same amount.

I already mentioned a discount in case of purchasing 5+ copies. My blog is not so popular, and I did not want to specifically search for people interested in that product. Therefore, I have been already ready to buy it: yesterday my BGS Online subscription expired.

Today I was looking for free FAA books in AviationExam application for iPad (they are really great, and they are available in the application for download). Occasionally I checked EASA yearly subscription, and it was 150$! Was it magic? I don’t know, but for some reasons the subscription is cheaper from iOS app than from the website. One can save about 50$ by this small trick 🙂

FAA commercial requirements…

… or how to waste some money.

Firstly I’d like to tell about FAA check-ride situation in Florida: a lot of flight schools, a lot of students, and only 5 DPEs. On practice it means that usually one have to wait for a checkride more than a month. We are a little bit lucky, because DPE works in our school, and if somebody cancels, we have a priority. Of course one can apply for a FAA examiner, but waiting time is even longer. Usually much longer.

So, I met my commercial requirements according to FAR 61.129 about a week and a half ago, and scheduled a checkride. I was lucky, somebody had a cancellation, and I was expecting a checkride July 16. And on Tuesday somebody canceled a checkride on 12th of July, and I took that slot. That is I expected my commercial checkride today. It did not happen. It has stopped even before we started an oral part, during a logbook analysis.

So, what happened? We see the following in FAR 61.129:

(i) Ten hours of instrument training using a view-limiting device including attitude instrument flying, partial panel skills, recovery from unusual flight attitudes, and intercepting and tracking navigational systems. Five hours of the 10 hours required on instrument training must be in a single engine airplane;

During my instrument training I got 38, and I considered that I’m done with that. But the examiner used this and this FAA letters. In the first one we can see that 61.65 training hours (i. e. towards instrument rating) do not qualify towards 61.129 requirements (commercial). The opposite works. The letter is for helicopter rating, but nevermind, for airplanes we have the same. The second letter says that the training can qualify, but it should meet 61.129 requirements. I. e. if CFII explicitly adds that in the logbook during your instrument, you are safe. But the problem is that I was on a part 141 during my instrument. It is a structured training with an approved syllabus. Nobody mentioned anything about 61.129. Actually standards are the same, and training is the same. But legally it does not work without mention of 61.129. And DPE’s position – I need 10 hours more instrument time (dual) after 141 instrument program.

Possibly it was naive, but I supposed to have almost exactly 250h TT before my checkride. It does not happen now. So, let’s fly more. I hope I will have a long cross-country tomorrow (the concern is the weather…). Later I just have to plan ahead more carefully. During my commercial training I had a small doubt about this requirement, but I did not paid attention on it, neither my CFI did.

So, I need more hours, my checkride shifts by some days, and I cannot even imagine when I can have my multi checkride. Flight hours are OK, they always matter, but I am disappointed about longer time.

P. S. when I already realized that I don’t fly today, I figured out that the airplane for our checkride have only 1 hour before 100h inspection. Somebody flew a cross-country yesterday night.

To be continued

This post is becoming traditional when I continue my practical training after 1-3 months interruption: blog is still alive, the idea is alive too.

At least I am piloting again. I flew more than an hour today. Normal take-offs and landing, short field take-offs and landings, soft field take-offs and landings. Stalls, steep turns. I missed it a lot!

I continue my training. I already wrote that I am going part 61 instead of 141 for my CPL, and it is really perfect. Yes, it is 250h TT vs 190, but I highly doubt that I can find any job with < 200h TT. And I already have 150h after my EASA/FAA PPL + FAA IR, because I flew more than 50 solo cross-country hours in August for meeting my EASA CPL requirements in future.

So, it’s really great, because I can go faster. The instructor is unavailable, but the weather is good? OK, fly solo. The weather is bad for cross-country? OK, practice commercial maneuvers in the vicinity of the aerodrome. Bad weather? Fly IFR. For part 141 it is not recommended: you should follow a syllabus.

Besides, I am preparing to FAA written. Now I use aviationexam and gleim with more than 90% score. Possibly will purchase sheppard, but not sure for now.

Finally I ordered an iPad. I’m not a fan, but I’d like to use foreflight, and it exists only for iOS. I understand that there are plenty of alternatives, but what is the point? Foreflight is really great. Everybody knows it, and almost everybody uses it.

I am also thinking about portable ADS-B receiver for better situational awareness. Or I can just wait until 2020 requirement will enter into force =)