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I think it cuts both ways, not only have there been issues with the minimum training specified by the manufacturer, but with the minimum training evaluated by t

by kayfox 7y ago

I think it cuts both ways, not only have there been issues with the minimum training specified by the manufacturer, but with the minimum training evaluated by the FAA. This shows in what kind of mistakes are being made these days and really shows in general aviation where seemingly more fundamental mistakes are showing up.

redis_mlc 7y ago
> minimum training specified by the manufacturer, It's rare for mfgs. to set training requirements, as that's the FAA's perogative. The only mfg. that I know has a training S-FAR is Robinson Helicopter for R-22 and R-44 models because of mast-bumping: http://rhctraining.com/sfar-73/ http://rhctraining.com/sfar-73/ Icon has pre-purchase contractual language requiring all kinds of things, including approved training: https://www.iconaircraft.com/wp-content/uploads/2019/11/ICON_A5_PurchaseAgreement_rev201703_v20ked.pdf https://www.iconaircraft.com/wp-content/uploads/2019/11/ICON... The Robinson S-FAR was because of previous accidents, while for Icon it was due to the litigious nature of US society and the target audience being recreational owners. Jets usually require a type rating or an FAA Letter of Authorization (LOA.) Same for gross weight over 12,500 pounds. Fun fact 1: FAA examiners and designated pilot examiners usually watch flights from the ground for warbird LOAs and float plane ratings because those are so dangerous. If the applicant can survive a takeoff and landing in a taildragger with a 1,000 - 2,000 HP engine, that's pretty much all that matters. :) Fun fact 2: Most pilot certification exams are done by Designated Pilot Examiners (DPEs) who are not FAA employees - they are independent contractors. FAA Examiners seldom do pilot rating exams except for CFI ratings, which I believe are free of charge. DPEs can make good money as a weekend job - around $1,000/day for 2 exams. (When I did my commercial single, the DPE asked, "How about another rating today, like an add-on?") Ka-ching! :) There was a weird FAA regulatory wrinkle around 2000 that DPEs were required to hold a current medical, even if the applicant was a rated pilot. (It affected one of the DPEs in Hawaii.) I heard that was changed, but I haven't seen anything in writing, and the FAA generally moves slowly.
histriosum 7y ago
Can you elaborate on your reference to GA? Our safety record is far worse than commercial, and always has been, but in general has seen an improving trend until the last year or two which has seen a bit of a bump in the other direction. There have been no fundamental training differences that I'm aware of which would account for that bump, so I'm curious what you may be referring to. The AOPA has a ton of detailed GA accident graphs for those who may be interested.

by kayfox 7y ago

redis_mlc 7y ago

> minimum training specified by the manufacturer, It's rare for mfgs. to set training requirements, as that's the FAA's perogative. The only mfg. that I know has a training S-FAR is Robinson Helicopter for R-22 and R-44 models because of mast-bumping: http://rhctraining.com/sfar-73/ http://rhctraining.com/sfar-73/ Icon has pre-purchase contractual language requiring all kinds of things, including approved training: https://www.iconaircraft.com/wp-content/uploads/2019/11/ICON_A5_PurchaseAgreement_rev201703_v20ked.pdf https://www.iconaircraft.com/wp-content/uploads/2019/11/ICON... The Robinson S-FAR was because of previous accidents, while for Icon it was due to the litigious nature of US society and the target audience being recreational owners. Jets usually require a type rating or an FAA Letter of Authorization (LOA.) Same for gross weight over 12,500 pounds. Fun fact 1: FAA examiners and designated pilot examiners usually watch flights from the ground for warbird LOAs and float plane ratings because those are so dangerous. If the applicant can survive a takeoff and landing in a taildragger with a 1,000 - 2,000 HP engine, that's pretty much all that matters. :) Fun fact 2: Most pilot certification exams are done by Designated Pilot Examiners (DPEs) who are not FAA employees - they are independent contractors. FAA Examiners seldom do pilot rating exams except for CFI ratings, which I believe are free of charge. DPEs can make good money as a weekend job - around $1,000/day for 2 exams. (When I did my commercial single, the DPE asked, "How about another rating today, like an add-on?") Ka-ching! :) There was a weird FAA regulatory wrinkle around 2000 that DPEs were required to hold a current medical, even if the applicant was a rated pilot. (It affected one of the DPEs in Hawaii.) I heard that was changed, but I haven't seen anything in writing, and the FAA generally moves slowly.

histriosum 7y ago

Can you elaborate on your reference to GA? Our safety record is far worse than commercial, and always has been, but in general has seen an improving trend until the last year or two which has seen a bit of a bump in the other direction. There have been no fundamental training differences that I'm aware of which would account for that bump, so I'm curious what you may be referring to. The AOPA has a ton of detailed GA accident graphs for those who may be interested.