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Everything posted by iChris

  1. For current Airport / Heliport data click the link below. Select you FAA Region, State, County, and City (in your case all cities). Click submit and the system will take you to a page listing Reports and Data Downloads based on the information you submitted. Under Data Downloads, Click “Airport Facilities Data.” The system will download an Excel file that you can sort by Heliports, in San Diego county. It’s a starting point. LINK: FAA Airport Data & Contact Information
  2. The procedures pertinent to your question for DPEs to conduct certificate oral and practical tests outside the U.S. and issue Temporary Airman Certificates is listed below. Also, list below, are the International Field Offices (IFOs) that cover the UK. Most of the DPEs are airplane, so good luck. As far as FAA Knowledge testing goes, FlightSafety International UK Ltd., Farnborough Airport, Farnborough, conducted FAA computer testing until about a year ago. Give them a call: +44 1252 554500. Serving Outside the United States. A designee may be appointed to serve outside the United States if there is a demonstrated need that such designation will serve U.S. citizens abroad and that an FAA office can properly supervise the designee’s activities. The designee is subject to limitations as provided by current FAA policy regarding the certification of airmen outside the United States. For DPEs authorized to administer practical tests in helicopters that do not require the PIC to hold a type rating, the DPE’s Certificate of Authority (COA) letter must list each make and model of helicopter. Prior to being designated to administer a practical test in a specific make and model of helicopter, a DPE must have logged at least 5 hours as PIC flight time in that helicopter make and model. Geographical Area. A designee must not test an applicant outside the authorized geographical area. For a DPE, the test must start and conclude within the authorized geographical area. If a designee wants to administer tests outside the geographical area of the managing FAA office, the designee must: ( 1 ) Request authorization in writing from the managing FAA office. ( a ) Provide the date and address of the testing site in writing. ( b ) Make the request in writing at least 7 working days prior to the scheduled activity. Note: The managing FAA office with jurisdiction over the test site may evaluate the facilities, equipment, current publications, and test materials required to conduct a test for the certificate and/or rating(s) sought. ( 2 ) Receive approval in writing from the designee’s managing FAA office, as appropriate. The managing FAA office will coordinate with the geographical office (receiving office). ( 3 ) The designee submits the certification file to his or her managing FAA office. The receiving FAA office with jurisdiction over the test location may request copies of any files for tests conducted by the designee in their area. New York International Field Office (IFO) Designated Pilot Examiners Thomas P. Hughston 39 Sydney Dye Court Sporle Kings Lynn Norfolk, United Kingdom PE322EE Phone: 44 7710564421 Aircraft: CE-421-421, DA-42-42, PA-34-200, PA-44-180 E-mail Thomas Hughston Adam House The Old Dairy Quarry Lane Snarestone, Derbyshire United Kingdom DE127DD Phone: 44 7725071482 Aircraft: AGUSTA-A109-A, AS-355-F2, BHT-206-B, R-22-22, R-44-44 E-mail Adam House The Dallas/Ft. Worth IFO also coves the UK: https://www.faa.gov/about/office_org/field_offices/ifo/dfw_ifo/
  3. February 8, 2017 A federal judge has granted a motion to seal filings that would reveal the investigation, even from Hansen Helicopters, whose fleet of helicopters was seized by the feds. Guam - The federal government has expressed concerns that Hansen Helicopters, a local tour company whose fleet of helicopters was seized by the feds, could attempt to destroy evidence or even attempt to flee the country if they knew what kind of charges they could be facing as part of a criminal investigation. Hansen Helicopters filed for return of seized property last month, noting that they were never provided any explanation for the seizure of their helicopters. Hansen’s attorney, David Lujan, even warned Assistant US Attorney Stephen Leon Guerrero in a letter that continued refusal to provide an explanation through an affidavit would be frowned upon by the courts. Quite the contrary, however, as US Magistrate Judge Joaquin Manibusan has agreed that there is enough evidence to keep the affidavit a secret for now. The judge granted a motion filed by the federal government to seal their response in court. The motion not only applies to the public, but the affidavit will also be kept from Hansen Helicopters. "The court finds that a compelling governmental interest requires the affidavit be kept under seal from both the plaintiff and the public," Manibusan said in his decision. Manibusan noted that the basis for the request was the federal government’s belief that “disclosing the affidavit to the plaintiff and the public may seriously jeopardize the progress of the ongoing investigation" or "would give the suspects an opportunity to destroy evidence and/or likely cause flight from prosecution.” As much as 15 helicopters were seized from Hansen Helicopters along with their aircraft registrations and certificates of airworthiness, effectively crippling their operations, according to Attorney Lujan. Hansen Helicopters provides scenic tours around Guam and the Marianas as well as services to the federal government. Court Documents… Motion and orders the Clerk’s Office to file the affidavit attached to Ex Parte Motion under seal, nunc pro tunc to February 7, 2017. NOTICE OF MOTION AND MOTION BY HANSEN HELICOPTERS, INC. FOR ORDER DIRECTING RETURN OF SEIZED PROPERTY
  4. The current government rate is an excellent baseline, that is often used, to determine what the commercial hourly rate should be with regard to the current market. Gov. rate x 1.45 = Average per/hr. billing Gov. rate X 1.6 = Top end, quotes above this should be rejected and renegotiated. U.S. Government Helicopter Services Flight Rate Also, be aware that when you’re doing flight training in a restricted category aircraft, for compensation, and the flight training is just general flight training, the owner operator is fudging the rule a little bit. The only training that you can legally provide in a restricted category aircraft, is flight crewmember training in the specific special operations for which the aircraft is certificated. §91.313 Restricted category civil aircraft: Operating limitations. (a ) No person may operate a restricted category civil aircraft— (1) For other than the special purpose for which it is certificated; or (2) In an operation other than one necessary to accomplish the work activity directly associated with that special purpose. (b ) For the purpose of paragraph (a) of this section, operating a restricted category civil aircraft to provide flight crewmember training in a special purpose operation for which the aircraft is certificated is considered to be an operation for that special purpose. (c ) No person may operate a restricted category civil aircraft carrying persons or property for compensation or hire. For the purposes of this paragraph, a special purpose operation involving the carriage of persons or material necessary to accomplish that operation, such as crop dusting, seeding, spraying, and banner towing (including the carrying of required persons or material to the location of that operation), and operation for the purpose of providing flight crewmember training in a special purpose operation, are not considered to be the carriage of persons or property for compensation or hire.
  5. That’s correct. The FAA registry shows Bell 407 s/n 53730 (first to incorporate adjustable pedals on delivery) was manufactured 2006..
  6. Paravion Technology, Inc. made pedal extensions under STC SR00338DE; however, it reads as if you're referring to the Bell Tech Bulletin 407-07-79 in 2007. Read Bulletin below... Bell 407 s/n 53730 and above shipped with them installed. Optional on prior s/n.
  7. In addition to studying Part 105, these links may help get rid of some of that gray… Checkout: AC 105-2E - Sport Parachuting Document Information And the FAA Inspectors guidance to see what they look for: 8900.1; Vol 6; Ch. 11; Section 5. Surveillance of Sport Parachute Activities Also: The United States Parachute Association (USPA) See: FAA &USPA tab You may need to take another look at that and get a second option. Around Malibu, your definition of congested may defer from that of the FAA. Not much of a problem unless something goes wrong. A Certificate of Authorization COA (Form 7711-2) is cheap and easy insurance. See example of completed 7711-2 at Link: 8900.1,Vol.3,Ch6,Sec1 Figures 3-33 & 3-33A, near bottom of page. As the NTSB pointed out in Administrator vs. Johnson, the presence or absence of people in certain parts of town is irrelevant to their status as a congested area. Rather, it is the residential and/or commercial business aspect of an area of town that makes that area congested because those parts of town have a high housing density. See: Legal Definitions of "Densely Populated" and "Congested Airway" & Memorandum Chief Counsel for Regulations - To what extent an operator can make a congested area uncongested & §105.5 General. '>https://youtu.be/DTk5mJUwPbs
  8. Don't forget..... §105.13 Radio equipment and use requirements. [a] Except when otherwise authorized by air traffic control— (1) No person may conduct a parachute operation, and no pilot in command of an aircraft may allow a parachute operation to be conducted from that aircraft, in or into controlled airspace unless, during that flight— (i) The aircraft is equipped with a functioning two-way radio communication system appropriate to the air traffic control facilities being used; and (ii) Radio communications have been established between the aircraft and the air traffic control facility having jurisdiction over the affected airspace of the first intended exit altitude at least 5 minutes before the parachute operation begins. The pilot in command must establish radio communications to receive information regarding air traffic activity in the vicinity of the parachute operation. (2) The pilot in command of an aircraft used for any parachute operation in or into controlled airspace must, during each flight— (i) Continuously monitor the appropriate frequency of the aircraft's radio communications system from the time radio communications are first established between the aircraft and air traffic control, until the pilot advises air traffic control that the parachute operation has ended for that flight. (ii) Advise air traffic control when the last parachutist or object leaves the aircraft. Parachute operations must be aborted if, prior to receipt of a required air traffic control authorization, or during any parachute operation in or into controlled airspace, the required radio communications system is or becomes inoperative.
  9. Earphones may be required to distinguish the low RPM horn over the yelling. Appears that he never really got it flying. Just after takeoff, from 0:54 to 1:03 on the video time line (top video), the low RPM warning horn is on. As he levels off, the horn goes off. As he comes back around at 1:09, the low RPM warning horn comes on again and stays on until they contact the shoreline. I think that’s what that circle back over the takeoff spot was for. He was trying to get speed and altitude to try to fly it out, just didn’t work for him this time. Probably just too heavy for the conditions. What had been working for him earlier in the day, just didn’t work later that day. Something as simple as a small wind direction change could’ve caught him off guard. He had a full house, amount of fuel on board and passenger weight could also be an issue if not managed correctly. When your operational work puts you up at your gross weight, especially in an aircraft that’s not that robust to begin with, Power management skills and awareness are critical. Sometimes, you’ll get lucky and milk out an overweight low RPM situation; however, don’t pat yourself on the back and take it too far, your luck may run out. Note (top video), the low RPM horn comes on twice, 0:54 to 1:03 and 1:09 to 1:29, each of those instances started with the nose of the helicopter pointed out towards the water. Both of those turns out toward the water, may have been downwind. Detrimental to any high gross weight situation. '>https://youtu.be/b3vk7hImIS8 '>https://youtu.be/BVhVTOVQ7dM
  10. That’s correct, most all government contracts for helicopter services include a clause similar to the one below. However, most companies still install a second meter or "switch-over-switch" in order to switch over to a so-called customer metering, that is engine run time, for their other customers. That's part of our Industry too.
  11. We’ve had a number of discussions on this forum over the topic of “flight time.” Recall the discussions on how R22 students were being charged by their flight schools and how they were personally logging flight time? Most R22 students were billed off the aircraft’s Hobbs meter, which for all practical purposes on older R22s, was an engine-on to engine-off meter. Therefore, most students felt it ethical to log such time as “flight time.” Since they were paying for it, they logged it, logical in terms of their pocketbook; however, not quite within the §1.1 definition. Ethical appears to be in the eye of the beholder.
  12. The Article doesn’t exactly match the regulation…. air time - means, with respect to keeping technical records, the time from the moment an aircraft leaves the surface until it comes into contact with the surface at the next point of landing; (temps dans les airs) flight time - means the time from the moment an aircraft first moves under its own power for the purpose of taking off until the moment it comes to rest at the end of the flight; (temps de vol) Canadian Aviation Regulations Subpart 1 — Interpretation 101.01 (1)
  13. DPE contact info is listed as public record on the FAA website search page at > http://av-info.faa.gov/designeesearch.asp?SrchBy=FSDO Search by office. I think he’s under the “WP05 – Long Beach FSDO” However, only Snail-mail address. Don’t be scared to call if it’s that important.
  14. These two fix-wingers did not play by the rules, in both cases, violations were committed. In the first §91.173 & §91.13, in the second, §91.126 & §91.13. Rationalization - is a subconscious technique for justifying actions that otherwise would be unacceptable. When true rationalization takes place, individuals sincerely believe in the plausible and acceptable excuses which seem real and justifiable. FAA documents 5 common unsafe attitudes pilots undertake during the "Rationalization Mode" to help justify the need for committing an intentional violation. Anti-Authority attitude, macho attitude, impulsivity attitude, invulnerability attitude, and Resignation attitude. It's fairly easy to commit a violation of §91.13... With respect to your first two questions, 14 CFR § 91.173 requires an IFR flight plan and ATC clearance in controlled airspace but is silent with respect to uncontrolled airspace. Per this regulation and assuming an IFR capable aircraft and pilot, it would also be permissible to fly in IMC without a clearance. However, § 91.13 prohibits operating an aircraft in a careless or reckless manner, and the NTSB has previously ruled that under certain conditions, "takeoff into clouds without an ATC clearance or release was 'extremely dangerous' and in violation of section 91.13( a ). Chief Counsel to Daniel Lamb (APR 19, 2016) Potential endangerment is sufficient to find a violation of section 91.13. See, e.g., Haines v. DOT, 449 F.2d 1073, 1076 (D.C. Cir. 1971). The fact that respondent flew a right-handed traffic pattern when he knew that the runway called for left traffic clearly created the potential for a mishap. See Administrator v. PABLO SPERONI; Docket SE-15018 (October 1998)
  15. That's correct.... The word on advisory circular and the AIM….. An advisory circular is a document created by the FAA that is intended to provide guidance to the aviation community about how to comply with the FAA's regulations. As the name implies, an advisory circular is "advisory", and because it is neither a regulation nor an official interpretation of a regulation, an advisory circular has no regulatory effect. Chief Counsel to George Braly The AIM states in its preface, the AIM is not regulatory. It does, however, provide information to assist in compliance with title 14 Code of Federal Regulations, and includes examples of operating techniques and procedures that other federal publications, such as regulations, may require. Chief Counsel to Paul Lockard
  16. The rule would not preclude crossing midfield and then maneuvering back to enter left traffic, if in fact that was the required flow of traffic at the airport. Section 91.126( b )( 1 ) applies to pilots approaching to land at an airport without a control tower and is designed to promote predictable aircraft maneuvers, traffic flows and patterns in Class G uncontrolled airspace. The AIM, while not regulatory, consists of recommended procedures to assist pilots in executing their responsibilities as required by the regulations. Section 91.126( b )( 1 ) does not prohibit a 45-degree right turn from the entry leg onto the downwind leg because we have long considered that this rule does not prohibit maneuvers necessary to safely enter the flow of traffic at the airport. The regulation itself contemplates that right turns may be necessary or required: "... in which case the pilot must make all turns to the right .... " 14 CFR 91.126( b )( 1 ). Chief Counsel to Grossman The FAA emphasizes, however, that the circumstances in which this deviation from §91.126( b )( l ) is "authorized or required" are very limited. The phrase "authorized or required" itself does not give pilots the discretion to deviate from§ 91.126. Such deviation must be "authorized or required" by the approach guidelines of a specific airport or by another FAA regulation. For example, § 91.3( b ) authorizes the pilot in command (PIC) of an aircraft to deviate from any rule of part 91 to the extent necessary to resolve "an in-flight emergency requiring immediate action." Although the decision to deviate under these circumstances is within the PIC's judgment, this determination must be made in good faith based on safety concerns and not convenience; failure to do so may result in the suspension of the PIC's certificate. Chief Counsel to John Collins In Administrator vs. Van Dyke; The FAA found a violation of §91.126 by a skydive plane pilot making improper turns on approach in part because it was "quite obvious that Respondent Van Dyke was in a hurry" to land and did not have any safety reason which would require him to deviate from §91.126. This decision resulted in a 45-day suspension of the pilot's commercial certificate.). NTSB ORDER NO. EA-4883
  17. Since the UK is a contracting State to the Convention on International Civil Aviation, you should be able to use all the flight time appropriate to the certificate or rating sought. Below are the basic references. The bottom reference is to the FAA’s 8900.1, which is the main guidance for FAA inspectors. §61.41 Flight training received from flight instructors not certificated by the FAA. §61.75 Private pilot certificate issued on the basis of a foreign pilot license. Foreigner Application Process. The FAA and Transportation Security Administration (TSA) require a foreigner who applies for a U.S. pilot certificate/rating, or who holds a U.S. pilot certificate/rating and applies for an additional rating, to go through a background security check and have their foreign pilot and medical licenses verified for validity purposes. 1) The procedures that a foreign person must follow to apply for a U.S. pilot certificate/ratings are described on the FAA’s Airmen Certification Branch’s (AFS-760) Web site at: https://www.faa.gov/licenses_certificates/airmen_certification/foreign_license_verification/ 2) The TSA’s Web site that describes the reporting requirements for giving pilot training and certification for foreign pilots is located at: https://www.flightschoolcandidates.gov/afsp2/?acct_type=c&section=WN Ref Link - Order 8900.1, Vol. 5, Chap. 2, Sec. 14
  18. It's grey because the details are unknown.. In any case, you’ll have to determine the primary intent (sightseeing or aerial photography) for the flight prior to departure. That exact information we do not have. However, note, the FAA in its preliminary accident report has list the flight as a Part 91 operation, at this point. It comes down to knowing the primary purpose for the flight prior to departure, agreed upon by the parties involved. The FAA defines a commercial air tour as "a flight conducted for compensation or hire, where the purpose of the flight is sightseeing” (§110.2). The definition includes eight factors that the FAA “may consider” in determining whether a flight is a commercial air tour. Any other factors that the FAA considers appropriate, may be interpreted to find your operation a commercial air tour even if it does not meet the other factors in the definition. The FAA’s determination will be made on a case-by-case basis. The general rule is if a flight involves the carriage of persons or property for compensation or hire, and does not meet an exception listed in § 119.1(e), then the operator is required by part 119 to hold an air carrier or commercial operator certificate and conduct such flights in accordance with the appropriate operating rules. §110.2 - Commercial air tour - means a flight conducted for compensation or hire in an airplane or helicopter where a purpose of the flight is sightseeing. The FAA may consider the following factors in determining whether a flight is a commercial air tour: (1) Whether there was a holding out to the public of willingness to conduct a sightseeing flight for compensation or hire; (2) Whether the person offering the flight provided a narrative that referred to areas or points of interest on the surface below the route of the flight; (3) The area of operation; (4) How often the person offering the flight conducts such flights; (5) The route of flight; (6) The inclusion of sightseeing flights as part of any travel arrangement package; (7) Whether the flight in question would have been canceled based on poor visibility of the surface below the route of the flight; and (8) Any other factors that the FAA considers appropriate.
  19. That maybe a requirement in the future, if these types of fatal accidents continue to happen over water. However, currently we can operate under Part 91 on an aerial photography flight without floats. §91.205[12]
  20. One of the passengers stated in part, “we all had video cameras and cameras, and we just wanted to get some good footage.” So, it appears that it was solely an aerial photography flight; therefore, it could be conducted under the exceptions in §119.1[e][4][iii]. Moreover, a commercial pilot could conduct the flight for compensation per §61.133[a] under Part 91. §119.l[e][4][iii], which allow for aerial work operations, such as aerial photography, to be conducted under Part 91 instead of under a Part 135 operating certificate when common carriage is not involved. The operation would involve photographers who intend to board and disembark at the same aircraft base or specifically includes flights which may include stops limited to human and aircraft need. There are four elements in defining a common carrier; (1) a holding out of a willingness to (2) transport persons or property (3) from place to place (4) for compensation. This "holding out" which makes a person a common carrier can be done in many ways and it does not matter how it is done. An aerial photography operation does not purport to transport passengers from one airport to another and therefore does not satisfy the "holding out" element of common carriage. Legal Interpretation, Mona Bentz The above is only in regard to the FAA and its regulations; however, the insurance coverage and limitations are another matter, that depends on the rental agreement between the parties. Who’s responsible for compensating for the damaged aircraft and the pain and suffering of the passengers? The parties involved will have to work that out. This is a good heads-up for those who rent. you should all be aware of the responsibilities you've taken on.
  21. The helicopter reportedly circled the cruise ship before crashing, according to a Facebook comment from a woman who said her parents witnessed the impact. “My parents are on the cruise liner that the helicopter crashed near. It is so shocking and sad!!” Karah Street Ludington wrote. “They said it flew around them a few times and then went into a spin and crashed. Disappeared into the water fast. They haven’t seen anyone surface.” Last week, three people were injured when a Robinson R-44 helicopter made a “hard landing” on Mount Baldy. Robinson R-22 helicopters have been involved in 160 fatal crashes, with 239 deaths, according to the National Transportation Safety Board. The Torrance-based manufacturer came under scrutiny from a New Zealand aviation agency last year, which suspended the use of Robinson helicopters after a series of crashes. Reported: dailybreeze.com '>https://youtu.be/APCxRNTX_1Q Michael on a prior flight, in an R-44, taking aerials of the Port of LA. '>https://youtu.be/v4Xm_hoMsa0
  22. You’ve already answered your own question in the most logical fashion: “I should do my required hours in the R22 so that I'm qualified on both.” It’s always worthwhile to be competent in more than one aircraft, if you’ve received 65 hours of “quality training” in the R-44, you should have no problem transitioning to the R-22. Think about it, you say "squirly" and “downgrade,” that shouldn’t be a problem or take that many hours for a person who wants to be a commercial pilot to get comfortable with. That’s all part of the learning process. It’s all that in your mind, downgrade, squirly, and uncomfortable due to your lack of experience (Only 65 hours). Again, it’s part of the process, which takes time. Experience - knowledge or skill acquired by experience over a period of time.
  23. Tell your friend don’t be so quick to admit clear cut pilot error until all the cards are on the table. Let the investigation run its course. In the following accident, the pilot in command thought he was at fault; wrong, it was found there was another culprit involved. This culprit’s timing was uncanny, initial thoughts were pilot error, clear and simple. The real perpetrator was uncovered after a thorough investigation: Before engine disassembly began, it was found that a pipe running between the compressor diffuser scroll and PT governor was slightly loose. This was traced to a loose nut (of a type known as a 'B' nut), at the union of the pipe with the diffuser scroll. The purpose of the pipe is to supply a reference compressor pressure, Pc, to the fuel control components. In the event that the pipe becomes disconnected or loose, there will be a complete or partial loss of engine power; the gas generator will run down to sub-idle and even flame out. The nut could be turned under firm finger pressure, although the engine manufacturer specifies an assembly torque of 80 to 120 lb-in for this and similar unions on the engine. It was established that the union was leaking by disconnecting the Pc pipe at the PT governor and blowing air into it; bubbles appeared after soap solution was applied to the union. Most of the 'B' nuts on the engine had no 'torque paint' applied to provide an indication of loss of torque during inspections, although a white, crumbling residue was visible on a few. Such residue was found on the loose union, and the two halves of the mark were misaligned by approximately 1/16 inch, only a small rotational movement. It was later noted that the application of 80 lb-in of torque caused realignment of the marks and also eliminated the leak. The Pc pipe is normally disconnected at the compressor scroll whenever a compressor wash is carried out. The aircraft records indicated that this was last accomplished, approximately 30 operating hours before the accident.
  24. US Citizen: Requirements to get a mechanic's certificate? 1. You must be: at least 18 years old; able to read, write, speak, and understand English. 2. You must get 18 months of practical experience with either power plants or airframes, or 30 months of practical experience working on both at the same time. The experience is normally obtained by performing aviation related work when supervised by a person with a valid mechanic’s certificate with airframe rating, power plant rating or airframe and power plant ratings (A&P) You can work for an FAA Repair Station or FBO under the supervision of a certified mechanic for 18 months for each certificate, or 30 months for both. You must document your experience with pay receipts, a log book signed by your supervising mechanic, a notarized statement from your employer, or other proof you worked the required time. As an alternative to this experience requirement, you can graduate from an FAA-Approved Aviation Maintenance Technician School. 3. You must pass three types of tests; a written examination an oral test a practical test Ref Link: Become a Mechanic CFR Part 65; Subpart D – Mechanics; §65.71 - §65.95
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