ME & IR questions (inc. renewal)
JAR-FCL1 AL5 March 2006 ww.jaa.nl
AIC 3/2006 dated 5 Jan 2006
AIC 3/2006 dated 5 Jan 2006
3.1 The changes introduced by Amendment 4 to JAR-FCL 1 are in the main beneficial to those affected by these requirements and are introduced with immediate effect where this is not precluded by the Air Navigation Order 2005. The Air Navigation Order 2005 will only preclude these changes where it cross-refers to specific paragraphs of JAR-FCL 1. For present purposes, this occurs in the ANO at Schedule 8 Part C Section 2 which contains requirements for revalidation of aeroplane ratings by cross-referencing numbered paragraphs of JAR-FCL 1. In such cases, the ANO sets the legal requirement because it has not yet been updated to reflect Amendment 4 to JAR-FCL 1. However in all other revalidation cases, the legal requirement will be reflected in Amendment 4.
Last edited by Whopity; 4th May 2006 at 13:13.
Join Date: Apr 2006
Location: Chicago
Age: 50
Posts: 9
Likes: 0
Received 0 Likes
on
0 Posts
ME/IR questions
VOR navigation is kicking my 
! I haven't yet reached the point in training where I'm learning it in the plane... I'm just in the reading stage and trying to figure it out on Micro flight sim. My main problem seems to be interpreting the CDI needle and translating that into what I need to do to intercept the correct course. Can someone help put it into "Layman's Terms" for me?
! I haven't yet reached the point in training where I'm learning it in the plane... I'm just in the reading stage and trying to figure it out on Micro flight sim. My main problem seems to be interpreting the CDI needle and translating that into what I need to do to intercept the correct course. Can someone help put it into "Layman's Terms" for me?
Join Date: Jul 2000
Location: Robin Hood country.
Posts: 114
Likes: 0
Received 0 Likes
on
0 Posts
A 10 second internet search dredged up http://www.navfltsm.addr.com/vor-nav.htm . Seems quite basic.
What, specifically, are you having trouble with?
it is generally fairly simple, you turn the knob so the head of the needle is on your desired track. The CDI then represents where your desired track is, and the centre of the display is where you are. You just turn towards the CDI until it comes back towards the centre.
it is generally fairly simple, you turn the knob so the head of the needle is on your desired track. The CDI then represents where your desired track is, and the centre of the display is where you are. You just turn towards the CDI until it comes back towards the centre.
Join Date: Jul 2005
Location: Canada
Posts: 30
Likes: 0
Received 0 Likes
on
0 Posts
The part that confused me, was that the heading you are tracking is the radial coming out the other side of the VOR station. Always turn into the needle in this case, when the radial points in the same general direction you are heading. But if you say selected a 90 deg radial, and were headed west, reverse needle sensing applies (in other words turn away from the needle).
The part I don't quite get is intercepting... Say you are on the 45deg radial from a station, heading east, and you select the 90 deg radial. You would have to turn right. I assume you would purposely fly a heading of 135 deg in order to make a 45 deg intercept angle? (or whatever angle of intercept chosen).
Anyway, hope I can help us both here,
The part I don't quite get is intercepting... Say you are on the 45deg radial from a station, heading east, and you select the 90 deg radial. You would have to turn right. I assume you would purposely fly a heading of 135 deg in order to make a 45 deg intercept angle? (or whatever angle of intercept chosen).
Anyway, hope I can help us both here,
Originally Posted by sstaurus
But if you say selected a 90 deg radial, and were headed west, reverse needle sensing applies (in other words turn away from the needle).
If you were in a situation where you had been heading west and then you want to turn around and track in to the east, then you select the 090 radial, do a 180 turn and once you're heading in roughly the right direction you turn towards the needle for the intercept.
The part I don't quite get is intercepting... Say you are on the 45deg radial from a station, heading east, and you select the 90 deg radial. You would have to turn right. I assume you would purposely fly a heading of 135 deg in order to make a 45 deg intercept angle? (or whatever angle of intercept chosen).
Join Date: Apr 2006
Location: Chicago
Age: 50
Posts: 9
Likes: 0
Received 0 Likes
on
0 Posts
Thanks for the replies
Probably doesn't help that I'm trying to learn VOR at midnight, after a full day of dealing with kids, followed by 8 hours of dealing with the criminally insane.
Join Date: Feb 2003
Location: Ireland
Posts: 112
Likes: 0
Received 0 Likes
on
0 Posts
ME/IR questions
Hi
After checking Lasors I'm no better off.
I started a multi rating with one school but in one week I only managed to get one hour done. I'm now at a new school and want to get credit for that one hour.
Has any tried to do this? The school down't think it's possible, obviously...
Thanks
After checking Lasors I'm no better off.
I started a multi rating with one school but in one week I only managed to get one hour done. I'm now at a new school and want to get credit for that one hour.
Has any tried to do this? The school down't think it's possible, obviously...
Thanks
Join Date: Jul 2005
Location: エリア88
Posts: 1,031
Likes: 0
Received 0 Likes
on
0 Posts
Try £4000 per hour 737 (going rate for 6 touch&go's!)
£350 is about right for ME/IR training, ME training should be a little cheaper though.
Its not only the cost but the principle anyway, it should only take a quick phone call from your new school to get your record.
£350 is about right for ME/IR training, ME training should be a little cheaper though.Its not only the cost but the principle anyway, it should only take a quick phone call from your new school to get your record.
Last edited by Mercenary Pilot; 23rd May 2006 at 22:40.
Join Date: Feb 2003
Location: Ireland
Posts: 112
Likes: 0
Received 0 Likes
on
0 Posts
Hi
Thanks for the replies. I know it doesn't seem like a lot of money when you're spending thousands on the IR and CPL but towards the end of training my bank account will be very very low and 300 pounds will suddenly seem like an awful lot of money to throw away.
I'll ask my new school to request my record. I'll let you know if it's successfull.
Thanks again.
Thanks for the replies. I know it doesn't seem like a lot of money when you're spending thousands on the IR and CPL but towards the end of training my bank account will be very very low and 300 pounds will suddenly seem like an awful lot of money to throw away.
I'll ask my new school to request my record. I'll let you know if it's successfull.
Thanks again.
Join Date: Feb 2006
Location: UK
Posts: 6
Likes: 0
Received 0 Likes
on
0 Posts
ME/IR questions
I have a JAA frozen ATPL and MEIR, but have not revalidated either my IR or MEP since initial issue in 2003. Can I fly as co-pilot in an N reg MEP aircraft in the UK with those qualifications, if the PIC has a full FAA ATPL and MEIR? Can I also log the hours? I have searched Lasors, but needle in a haystack springs to mind.
Why do it if it's not fun?
Join Date: Jul 2001
Location: Bournemouth
Posts: 4,779
Likes: 0
Received 0 Likes
on
0 Posts
Hmm, I think you need to review your air law.
1) There is no such thing as co-pilot in an MEP.
2) You can not act as a required member of crew if your license and associated ratings are not valid.
3) I don't think you can act as a pilot of an N-registered aeroplane, even in the UK, on a JAR license. I'm not 100% on this one, but an FAA license based on your JAR license will give your privileges of a PPL only I think, and I don't think you can use your JAR IR at all without converting it to an FAA IR.
So, if you were required, you would most definitely not be able to act in any capacity.
However, since you are not required (MEP aircraft are single crew, and the single crew member will be the FAA ATP you refer to), you may fly as a passenger. The captain of the aircraft may choose to delegate some of his workload to you, under his supervision, but you are not technically acting as a crew member (co-pilot or anything else).
You can not log this time in any way, since you are acting as nothing more than a passenger. However, LASORS suggests that if you want to keep a record of it (for your own purposes) you can record it in your logbook, and mark your operating capacity as "SNY" which means "supernumary". You must not include the flight time in any of your flight time totals.
FFF
---------------
1) There is no such thing as co-pilot in an MEP.
2) You can not act as a required member of crew if your license and associated ratings are not valid.
3) I don't think you can act as a pilot of an N-registered aeroplane, even in the UK, on a JAR license. I'm not 100% on this one, but an FAA license based on your JAR license will give your privileges of a PPL only I think, and I don't think you can use your JAR IR at all without converting it to an FAA IR.
So, if you were required, you would most definitely not be able to act in any capacity.
However, since you are not required (MEP aircraft are single crew, and the single crew member will be the FAA ATP you refer to), you may fly as a passenger. The captain of the aircraft may choose to delegate some of his workload to you, under his supervision, but you are not technically acting as a crew member (co-pilot or anything else).
You can not log this time in any way, since you are acting as nothing more than a passenger. However, LASORS suggests that if you want to keep a record of it (for your own purposes) you can record it in your logbook, and mark your operating capacity as "SNY" which means "supernumary". You must not include the flight time in any of your flight time totals.
FFF
---------------
Join Date: Jun 2006
Location: UK
Posts: 11
Likes: 0
Received 0 Likes
on
0 Posts
ME/IR questions
thought i understood this but have just read LASORS and am now confused....
i didn’t think you had to do a multi engine rating before starting a multi engine IR course - it does kind of make sense, however, i thought the whole multi/ir thing was done as one course, after the SE CPL?
if that is the case, i guess its best to do a multi engine CPL course to kill two birds with one stone - or is that biting off too much at once??!
also, i did a flight recently to Scotland - about 330Nm, stopping at two airfields along the way - is that a valid trip for the CPL x-country? (ie three trips of 100ish Nm in one day, but not a closed loop)
cheers!
i didn’t think you had to do a multi engine rating before starting a multi engine IR course - it does kind of make sense, however, i thought the whole multi/ir thing was done as one course, after the SE CPL?
if that is the case, i guess its best to do a multi engine CPL course to kill two birds with one stone - or is that biting off too much at once??!
also, i did a flight recently to Scotland - about 330Nm, stopping at two airfields along the way - is that a valid trip for the CPL x-country? (ie three trips of 100ish Nm in one day, but not a closed loop)
cheers!
Moderator
Join Date: Mar 2003
Location: Orlando, Florida
Age: 68
Posts: 2,586
Likes: 0
Received 0 Likes
on
0 Posts
Yes, yes and yes.
You do need "training complete" for multi I/R.
You can get the rating cheaper by doing CPL in Multi.
300 miles is 300 miles.
You do need "training complete" for multi I/R.
You can get the rating cheaper by doing CPL in Multi.
300 miles is 300 miles.