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I’m a current student pilot in FAA-land, soon to be a private pilot. I actually really don’t think the training requirements are very draconian. 40 hours, a fe

by mwint 3y ago

I’m a current student pilot in FAA-land, soon to be a private pilot. I actually really don’t think the training requirements are very draconian. 40 hours, a few maneuvers, some knowledge about some stuff. Less than driving in some states. The DPE system is mildly corrupt, but that could be fixed by just adding a bunch more of them. What is driving prices up (and normal people out of flying Cessna-cars) is certification and maintenance requirements. You can’t change the sunshade in your Cessna without an STC. It’s nearly impossible to certify a new engine for a plane, so all those 172’s are using engines designed in the 60s. There was a story posted here a while back about a company who figured out automotive-marine engines work just fine for GA. Much better, even - more power, plenty reliable, better fuel economy. And the FAA just wouldn’t let them certify it. As in, they had investors who would pay certification costs and the FAA just wouldn’t tell them how, other than that everything they tried was wrong. We’re talking “you can’t put an experimental engine in a certified airplane, but certification of an engine must be done in a certified airplane” levels of bureaucracy. If you want GA to get more accessible, focus on making engine certification possible and a generally more accessible R&D cert process.

api 3y ago
One take I’ve heard on the certification mess is that the FAA wants small plane aviation to stay small and niche and maybe even die off for any purpose other than training pilots for commercial. Basically the argument is that the FAA sees it as a hassle and a cost center and really only cares about commercial and government aviation.
- mwint 3y ago
  This is pretty much my take too. I think the FAA knows that if GA becomes accessible, people will start using it, and they aren’t ready for an influx. Which is… understandable, kind of.
mwint 3y ago
Found the sad story: https://airfactsjournal.com/2022/10/the-20-hour-cessna-172-experiment-update/ https://airfactsjournal.com/2022/10/the-20-hour-cessna-172-e...
samtho 3y ago
> I actually really don’t think the training requirements are very draconian. 40 hours, a few maneuvers, some knowledge about some stuff. Less than driving in some states. I am in the process of obtaining my private pilots license as well, the goal of eventually getting my IR and CFI. The logging of 40 hours basic competency is the least troubling part. I was referring to getting a medical certificate to be clear to fly. High blood pressure? Potential heart problems? Sleep apnea? I guess that’s okay, just makes sure you are taking 2-3 medications we are okay with and use a cpap. Ever filled an Adderall script? You are a danger to the skies and you would only be destined to fly a plane into the ground - no fly, no go. The FAA only just started the process of getting Wellbutrin approved, which has been a side-effect free, well-tolerated medication for a number of years. The 1500 hours before you can fly for a commercial airline is sort of strange[0], considering the event the caused that regulation wouldn’t have prevented the pilot involved from flying[1], and I’m sure I would have a stronger opinion on that if getting my ATP was a goal. I was interested in building experimental aircraft, playing with different propulsion systems. I am not sure I am anymore given the landscape in which one must operate in. [0]: https://m.youtube.com/watch?v=o6c3ENr_CRM&t=28m58s https://m.youtube.com/watch?v=o6c3ENr_CRM&t=28m58s [1]: https://en.m.wikipedia.org/wiki/Colgan_Air_Flight_3407 https://en.m.wikipedia.org/wiki/Colgan_Air_Flight_3407

by mwint 3y ago

api 3y ago

One take I’ve heard on the certification mess is that the FAA wants small plane aviation to stay small and niche and maybe even die off for any purpose other than training pilots for commercial. Basically the argument is that the FAA sees it as a hassle and a cost center and really only cares about commercial and government aviation.

mwint 3y ago
This is pretty much my take too. I think the FAA knows that if GA becomes accessible, people will start using it, and they aren’t ready for an influx. Which is… understandable, kind of.

mwint 3y ago

Found the sad story: https://airfactsjournal.com/2022/10/the-20-hour-cessna-172-experiment-update/ https://airfactsjournal.com/2022/10/the-20-hour-cessna-172-e...

samtho 3y ago

> I actually really don’t think the training requirements are very draconian. 40 hours, a few maneuvers, some knowledge about some stuff. Less than driving in some states. I am in the process of obtaining my private pilots license as well, the goal of eventually getting my IR and CFI. The logging of 40 hours basic competency is the least troubling part. I was referring to getting a medical certificate to be clear to fly. High blood pressure? Potential heart problems? Sleep apnea? I guess that’s okay, just makes sure you are taking 2-3 medications we are okay with and use a cpap. Ever filled an Adderall script? You are a danger to the skies and you would only be destined to fly a plane into the ground - no fly, no go. The FAA only just started the process of getting Wellbutrin approved, which has been a side-effect free, well-tolerated medication for a number of years. The 1500 hours before you can fly for a commercial airline is sort of strange[0], considering the event the caused that regulation wouldn’t have prevented the pilot involved from flying[1], and I’m sure I would have a stronger opinion on that if getting my ATP was a goal. I was interested in building experimental aircraft, playing with different propulsion systems. I am not sure I am anymore given the landscape in which one must operate in. [0]: https://m.youtube.com/watch?v=o6c3ENr_CRM&t=28m58s https://m.youtube.com/watch?v=o6c3ENr_CRM&t=28m58s [1]: https://en.m.wikipedia.org/wiki/Colgan_Air_Flight_3407 https://en.m.wikipedia.org/wiki/Colgan_Air_Flight_3407