Tag: FAA

  • FAA Commercial Requirements…

    … or how to waste some money. Firstly I’d like to tell about the FAA check-ride situation in Florida: there are a lot of flight schools, there are a lot of students, and there are only 5 DPEs. In practice it means that usually one have to wait for a checkride more than a month.…

  • Demystifying Flight Time Logging: Navigating Tricky Differences in Aviation Regulations

    Logging the flight time can be a challenge when you need to meet the requirements of different authorities such as FAA, EASA and Transport Canada. While they share many similarities, there are some crucial differences that you should know to stay out of trouble and probably save some money. Firstly, let me explain some terms.…

  • Embarking on Multi-Engine Adventures

    I’m embarking on my multi-engine flights. The FAA CPL mandates 10 hours in a “complex airplane”. It means retractable gear, constant speed prop and flaps. Now it changed, but in 2018 this requirement was still in effect. I was set on obtaining the Multi-Engine (ME) rating anyway, and decided to accrue my complex hours in…

  • Conquering the FAA CPL Written Exam

    Today marks the accomplishment of passing my CPL written exam. It was relatively easy since I was well-prepared. Initially considering Sheppard Air as the best option, I found it too expensive, and eventually chose ASA Prepware, Gleim, and AviationExam due to their cost-effectiveness and one-month subscription option. In my assessment, AviationExam stands out, yet during…

  • A TOMATO FLAMES

    Before every flight we have perform a preflight check, and for flying VFR (visual flight rules) during daytime there is list of equipment which must exist and must be operational. The entire list is stated in § 91.205, and there is an acronym for simplify our lives: A TOMATO FLAMES. Once filled out it looks…

  • To Be Continued

    This post is becoming traditional when I resume my flying after 1-3 months interruption. The blog is still alive, and my goal is getting closer. I am grateful to be flying again. Today, I spent over an hour in the air, practicing various types of take-offs and landings: normal, short field, and soft field. I…

  • IR Part 141, Checkride: Becoming a Legal Instrument Pilot

    After about two months of flying, studying, and waiting, I am finally going to have my Instrument Rating checkride. I am thrilled since I only had to wait for two days after my end-of-course check, which is not common at all. We will be flying to Brooksville, a nearby controlled airport with an ILS approach…

  • IR Part 141: The End-of-Course Check Flight

    The Part 141 course requires an internal school check flight before allowing students to have a checkride. This check is usually performed by the school chief pilot or a senior flight instructor. In my case, the school owner, Tom Davis, will conduct the check. The weather is fine today, and I need to demonstrate that…

  • IR Part 141, Stage III Check: One More Cross-Country Flight

    Stage III of the Instrument Rating course mainly focuses on cross-country flights and everything related to them, such as weather briefing, flight planning, reading and interpreting NOTAMs, fuel, weight and balance computation, and more. Therefore, this stage check is a one more cross-country flight with full preparation. Unfortunately, the weather today is far from perfect,…

  • IR Part 141: Long Cross Country Flight

    Every student pilot should undertake a long cross-country flight during their training course. It doesn’t necessarily mean flying across the entire country, but certain flight leg requirements must be met based on the specific program (e.g., private, instrument or commercial). For instance, instrument rating demands a flight of 250 nautical miles with an instrument approach…