Bankstown job scene...
Winstun
No I don’t operate on a CASA ATPL. I use too. I now operate on a CAD ATPL from Hong Kong. If you read my post carefully you will see that I said my companies guidelines mirror, i.e. (look the same as) CASA’s interpretation. I could also say they mirror the JAR of Europe and the FAA of the USA. After all these countries are all members of ICAO and in many respects their rules are the same.
As for the rumor you heard that airline pilots are logging 0.5 hrs of IF per sector regardless of conditions, that’s news to me. I have no need to do that because I’m not chasing IF time. If I run out of currency, it’s the company’s problem and they have to fix it before I go flying again. This has never happened though.
No I don’t operate on a CASA ATPL. I use too. I now operate on a CAD ATPL from Hong Kong. If you read my post carefully you will see that I said my companies guidelines mirror, i.e. (look the same as) CASA’s interpretation. I could also say they mirror the JAR of Europe and the FAA of the USA. After all these countries are all members of ICAO and in many respects their rules are the same.
As for the rumor you heard that airline pilots are logging 0.5 hrs of IF per sector regardless of conditions, that’s news to me. I have no need to do that because I’m not chasing IF time. If I run out of currency, it’s the company’s problem and they have to fix it before I go flying again. This has never happened though.
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Baggot Com Loc:
I think you misunderstood my post. I wasn't referring to aircraft type, nor SAR watch etc.
In light of the fact that you have a CIR, it makes sense that you did your flight across the great expanse of black - can i presume with - benefit of your IF skills? Even if it was a 'NVFR' flight. OK the aircraft was atleast PIFR standard.
I also presume that you used IF techniques (instrument scan etc etc) because as you describe the environment you flew in, it was devoid of ADEQUATE VISUAL REFERENCES however was not actually IN CLOUD.
You have IF skills and a CIR and were satisfied that you could do that flight in a manner you believed satisfied both the LEGAL and SAFETY requirements of it - irrespective SE or ME IFR. (There are those who argue that it is too risky flying SE at night or IF, but that is another discussion altogether).
Ok, the point I am trying to make is - imagine if you will - a recently rated PPL pilot, minimum hours, with a recently issued NVFR rating, issued after training on the Eastern Seaboard out of the Sydney basin for example, undertaking a similar flight to the one you describe.
This is also 'legal' but undeniably, a very risky operation and as such 'unsafe'.
It doesn't just have to be an inexperienced new issue pilot either, but ANY NVFR pilot, without suitable training or capability of IF, can find themselves in extreme trouble flying an environment devoid of ADEQUATE VISUAL REFERENCES.
When I used to instruct NVFR pilots, I could not overemphasise the limitations and risks that are inherent in flying with this rating (given the wrong, however legal, set of circumstance).
So, just because it is not in actual cloud, if the flight (or portions of the flight) are flown with primary reference to instruments in an environment without ADEQUATE EXTERNAL VISUAL REFERENCES, it is not only a fair call to log as IF time, but LEGAL (read BIK 116.8 reference).
But we are discussing semantics here. The real proof is in the pudding. If you legitimately log IF time in excess of the golden '10% of total time' as many claim, you had better fly IF in a manner commensurate with the IF time you claim to have flown- end of story.
I think you misunderstood my post. I wasn't referring to aircraft type, nor SAR watch etc.
In light of the fact that you have a CIR, it makes sense that you did your flight across the great expanse of black - can i presume with - benefit of your IF skills? Even if it was a 'NVFR' flight. OK the aircraft was atleast PIFR standard.
I also presume that you used IF techniques (instrument scan etc etc) because as you describe the environment you flew in, it was devoid of ADEQUATE VISUAL REFERENCES however was not actually IN CLOUD.
You have IF skills and a CIR and were satisfied that you could do that flight in a manner you believed satisfied both the LEGAL and SAFETY requirements of it - irrespective SE or ME IFR. (There are those who argue that it is too risky flying SE at night or IF, but that is another discussion altogether).
Ok, the point I am trying to make is - imagine if you will - a recently rated PPL pilot, minimum hours, with a recently issued NVFR rating, issued after training on the Eastern Seaboard out of the Sydney basin for example, undertaking a similar flight to the one you describe.
This is also 'legal' but undeniably, a very risky operation and as such 'unsafe'.
It doesn't just have to be an inexperienced new issue pilot either, but ANY NVFR pilot, without suitable training or capability of IF, can find themselves in extreme trouble flying an environment devoid of ADEQUATE VISUAL REFERENCES.
When I used to instruct NVFR pilots, I could not overemphasise the limitations and risks that are inherent in flying with this rating (given the wrong, however legal, set of circumstance).
So, just because it is not in actual cloud, if the flight (or portions of the flight) are flown with primary reference to instruments in an environment without ADEQUATE EXTERNAL VISUAL REFERENCES, it is not only a fair call to log as IF time, but LEGAL (read BIK 116.8 reference).
But we are discussing semantics here. The real proof is in the pudding. If you legitimately log IF time in excess of the golden '10% of total time' as many claim, you had better fly IF in a manner commensurate with the IF time you claim to have flown- end of story.
Join Date: May 2001
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I/F Time
It depends on where you end up with for a job? I have spent most of my flying out Bush, where even though they used twins they werent IFR capable so I have only 130 I/F for 2350 tt.
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Hey
Yo mate , Hrs are not that important , its what you have done and where U have done , anyway why dont you move to the soiuath east Far east , may be places like Srilankan Indian or Malaysian , then Ull get a JOb , air Indiia is looking for Pilots next months ,
and always keep your Mcdonalds apllication hany mate ,
and always keep your Mcdonalds apllication hany mate ,
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Im a charter pilot in the NT. Im thinking of taking a friend along on flights so that they can be the safety pilot while I fly the empty sectors of a flight under the hood.
Would it be considered as dodgy if I did this regularly and logged the time under the hood as IF.
Poncho
Would it be considered as dodgy if I did this regularly and logged the time under the hood as IF.
Poncho
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Exactly Poncho1.
Your flight under the hood is legit I/F, just like the I/F rated pilot who flys at night in vmc with sole reference to his instruments(or by day in vmc for that matter).
We conduct renewals under the hood in vmc and log it as I/F.
We maintain recency on approaches in vmc and log I/F.
It's simple. Just don't look out the window.
If you think you're gaining some good quality I/F time, then log it. But be honest with yourself.
Your flight under the hood is legit I/F, just like the I/F rated pilot who flys at night in vmc with sole reference to his instruments(or by day in vmc for that matter).
We conduct renewals under the hood in vmc and log it as I/F.
We maintain recency on approaches in vmc and log I/F.
It's simple. Just don't look out the window.
If you think you're gaining some good quality I/F time, then log it. But be honest with yourself.
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There are certainly guys out ther with more time trying to get jobs with regionals. I have 3300tt with float, turbine, instructing, twin, IF time and heaps of charter trying to secure full time is hard enough but i am willing to travel any suggestions!!
The Colonel W.E.K. hit the nail right on the head.
Unless you can clearly demonstrate that you have either been cloud seeding in Darwin during the wet or flying in Melbourne
Your interpretation is not going to matter, because your 50% I.F. of total time is going to be laughed right out of the hall if for nothing else other than the tall poppy syndrome.
While practicing in the sim is great experience, nothing compares to being bashed around in a storm at the MSA trying to figure out how to enter the holding pattern while keeping the blue on the top end of the dash.
Even the experienced guys dont do a lot of it yet they are still referred to as experienced.
Unless you can clearly demonstrate that you have either been cloud seeding in Darwin during the wet or flying in Melbourne
Your interpretation is not going to matter, because your 50% I.F. of total time is going to be laughed right out of the hall if for nothing else other than the tall poppy syndrome.
While practicing in the sim is great experience, nothing compares to being bashed around in a storm at the MSA trying to figure out how to enter the holding pattern while keeping the blue on the top end of the dash.
Even the experienced guys dont do a lot of it yet they are still referred to as experienced.
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scramjet,
if it makes you feel better that bush flying is harder and scarier than the hardcore IFR flying you'll eventually do down south or wherever ... i'm sure your command and decision-making skills are superb.
if it makes you feel better that bush flying is harder and scarier than the hardcore IFR flying you'll eventually do down south or wherever ... i'm sure your command and decision-making skills are superb.
