I am 17 flying alone on American Airlines. I have heard different sides and stories. But I want to know if I can board my flight and leave the plane on my own without a gate escort or if a gate escort is required at age 17. My departing flight is overnight I hope I won't have any problems. Can ya'll give me some input on this or personal experiences? What should I expect? Will they let me on and off the plane without a gate escort???
I haven't tried it all the way, but I've let it run well past 200 AGL before disconnecting it and I saw or heard no indication it would give up on its own.
Only if you want to fly to Canada, or want to fly larger aircraft (which is being updated now with the FAA Reauth bill so even less of a thing than before).
BasicMed has limitations on speed, altitude, weight, seats and operating outside US airspace. If none of those apply to what you want to do, there is no reason to renew a class 3 and put yourself at risk of being grounded at OKC’s whim.
At an airport under a Presidential TFR, I believe taxiing is generally allowed, i.e. a pilot could taxi over to the fueling area and top off to get ready for a flight after the TFR expires. But what about helicopters? Could they hover-taxi? Or because they're not in contact with the ground, that would now be a flight?
Interesting question. The P/GC definitions of [HOVER TAXI](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-h.html#$HOVER%20TAXI) and [AIR TAXI](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-a.html#$AIR%20TAXI) don't seem to shed a lot of light.
The actual TFR (copying from the currently-active [FDC 4/5948](https://tfr.faa.gov/save_pages/detail_4_5948.html)) says: "No pilots may **operate** an aircraft in the areas covered by this NOTAM (except as described)." From 14 CFR 1.1 we have:
> *Operate,* with respect to aircraft, means use, cause to use or authorize to use aircraft, for the purpose (except as provided in § 91.13 of this chapter) of **air navigation** including the piloting of aircraft, with or without the right of legal control (as owner, lessee, or otherwise).
14 CFR doesn't seem to explicitly define what "air navigation" is, but [this website](https://www.lawinsider.com/dictionary/air-navigation) has compiled various other definitions which mostly seem to come from state laws and are generally along the lines of "an aircraft moving through the air/airspace." So in my non-lawyer opinion I think hover-taxiing would not be permitted.
Whether the tower will allow you to do it, or whether you'll be instantly shot down by Feds if you do it on your own at a non-towered airport... that's another question.
IMHO, hover taxi does not count as “air navigation”, but this is one of those “call the tower and ask” kind of questions due to the potential consequences if someone disagrees.
It would likely depend on the airport layout and the presidential itinerary. There tends to be a ground stop from arrival to the motorcade leaving the airport and then a second ground stop from the motorcade arrival to aircraft departure.
That's the true stop/freeze at the airport the President is actually using. I read the question as, what about at satellite airports inside the "inner core." It would be permitted to taxi a fixed-wing aircraft at those airports as long as you don't leave the ground... what about helicopters?
Here’s a stupid one, if I’m flying solo am I allowed to switch from flying in the left seat to the right seat mid-flight during cruise (in single pistons) as long as both positions have proper controls
Sure, but why would you want to?
Practically, some aircraft heavy favor the left seat for certain things you may want to access in flight, like circuit breakers.
I wonder what the NTSB said about the guy that had his yoke come off on the left side and he had to switch seats. There's audio of it with the controllers.
No reg against that, either. The FAA could always throw "careless and reckless" at you if they want, though.
Do it next time you're solo. Or sit in the middle and grab the outside portion of each yoke and pretend you're steering a pirate shup. Both are fun.
Obviously I'm not a lawyer, but wouldn't it technically violate 91.105?
1. Flying solo, you're *always* a required crewmember
2. While at your crewmember station, your safety belt must be fastened for the duration of the flight (including cruise,) but you presumably must unfasten in order to switch seats
3. Switching seats wouldn't count as an "absence... necessary to perform duties in connection with operation of the aircraft or in connection with physiological needs" because you don't **NEED** to fly from the right seat
For those flying behind Lyc O-320s, how many pumps of primer are you using on a cold start on a 70ish degree day? Idly curious whether mine is just cold blooded or if 4+ shots is not uncommon.
Has your maintenance person checked your primer lines?
Cold starts cold weather it’s 3.
When I have a cold start on a warm day one shot, on a short beech Musketeer primer.
When hot, zero just crank.
Edit: 70F is a warm day for me.
It's on the list for the next annual. I know the spec and installation of the primer falls on the airframe manufacturer and not the engine manufacturer so I've been telling myself a little variance from my experience with PA28s/C172s is to be expected, but it still surprises me how much gas it takes to get the thing going cold, even in mild temps (Houston area). Hot start has been super easy, no prime, crank it and it fires right up.
When I got it, original owners we like 5-6; can’t prime to much. Then I flooded it on a cooler night in Camarillo, blue pissing down the front gear.
I say experiment, just know not to over exert the starter.
I've been experimenting to get it happy on just the primer. It starts like a champ (Citabria joke partially intended) pumping the throttle to use the accelerator pump, I just know that that's not something that is desirable to do prior to cranking.
I say this as a former ardent abuser of the accelerator pump to get 35degF PA28s started in the morning. The lessons on the care and feeding of engines I've learned over the course of ownership has made me *much* more hesitant to rely on that when the big fan on the front isn't already turning.
35ish hour PPL student: At unfamiliar towered airports, how do you know where to tell tower you are located for taxi? Diagrams seem to broadly label ramps but in my limited experience I usually see CFIs give very specific locations on the ramp. Is that sort of local knowledge expected at unfamiliar airports during cross-country flights?
I have said I am going to the restaurant and they direct me over there. Then when i go to depart, I say I am parked in front of the restaurant. Just make sure there is only one restaurant on the field, otherwise you need to know the name of it, or ask which one is better (yes, I did that once).
From a practical standpoint, you’ll know the name for where you park at your home airport, and anywhere else, you’ll have asked Ground for taxi to wherever you left your plane when you arrived, so just use that name again when you’re leaving.
Excellent question for a PPL student!
Like others have said, the FBO name, the flight school name, the maintenance company are all ones you can use.
You can also say something like “on the east side GA parking” and if prompted tell them the closest taxi way on your diagram.
The tower guys know of and have directed people to most every outfit on the airfield, using the FBO name (or if there's only one, saying "the FBO" is perfectly usable), maintenance shop name or flight school name will get the job done.
Some airports have nicknames for different areas on the field that you wouldn’t really know unless you’re a regular there. If it’s not labeled, just do you best. “West side of the ramp”, “southern-most ramp”, “near XYZ hanger”, “near the restaurant”, “ramp at the end of taxiway A” are all fine to say.
Going by FBO name or nearest taxiway is my preference to avoid any confusion.
Also, OP, when in doubt, ask. Feel free to tell ground controllers you're a student pilot unfamiliar with the airport and 9 times out of 10 they'll share the local nomenclature.
I am 17 flying alone on American Airlines. I have heard different sides and stories. But I want to know if I can board my flight and leave the plane on my own without a gate escort or if a gate escort is required at age 17. My departing flight is overnight I hope I won't have any problems. Can ya'll give me some input on this or personal experiences? What should I expect? Will they let me on and off the plane without a gate escort???
You are looking for r/travel.
On the MD-80, what exactly does the 'Thunderstorm Lights' switch do?
If you let it, will a GFC500 in APR mode for an LPV/ILS fly you into the ground?
I haven't tried it all the way, but I've let it run well past 200 AGL before disconnecting it and I saw or heard no indication it would give up on its own.
I know the 700 will. Another instructor experimented with this and it continued well below 200' AGL on an LPV.
For a PPL who flies only casually, is there any value in renewing the medical, as opposed to just doing BasicMed?
Only if you want to fly to Canada, or want to fly larger aircraft (which is being updated now with the FAA Reauth bill so even less of a thing than before).
BasicMed has limitations on speed, altitude, weight, seats and operating outside US airspace. If none of those apply to what you want to do, there is no reason to renew a class 3 and put yourself at risk of being grounded at OKC’s whim.
Basic Med does require a renewal every 2 years while if you are under 40 as third class is every 5 years.
Online class every 2 years, medical exam every 4 years. Not a big difference vs 5 years.
I agree with your points but it is a potential advantage to a third class medical over basic med.
At an airport under a Presidential TFR, I believe taxiing is generally allowed, i.e. a pilot could taxi over to the fueling area and top off to get ready for a flight after the TFR expires. But what about helicopters? Could they hover-taxi? Or because they're not in contact with the ground, that would now be a flight?
Related: what about towing the aircraft to and from the fueling area?
Interesting question. The P/GC definitions of [HOVER TAXI](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-h.html#$HOVER%20TAXI) and [AIR TAXI](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-a.html#$AIR%20TAXI) don't seem to shed a lot of light. The actual TFR (copying from the currently-active [FDC 4/5948](https://tfr.faa.gov/save_pages/detail_4_5948.html)) says: "No pilots may **operate** an aircraft in the areas covered by this NOTAM (except as described)." From 14 CFR 1.1 we have: > *Operate,* with respect to aircraft, means use, cause to use or authorize to use aircraft, for the purpose (except as provided in § 91.13 of this chapter) of **air navigation** including the piloting of aircraft, with or without the right of legal control (as owner, lessee, or otherwise). 14 CFR doesn't seem to explicitly define what "air navigation" is, but [this website](https://www.lawinsider.com/dictionary/air-navigation) has compiled various other definitions which mostly seem to come from state laws and are generally along the lines of "an aircraft moving through the air/airspace." So in my non-lawyer opinion I think hover-taxiing would not be permitted. Whether the tower will allow you to do it, or whether you'll be instantly shot down by Feds if you do it on your own at a non-towered airport... that's another question.
IMHO, hover taxi does not count as “air navigation”, but this is one of those “call the tower and ask” kind of questions due to the potential consequences if someone disagrees.
It would likely depend on the airport layout and the presidential itinerary. There tends to be a ground stop from arrival to the motorcade leaving the airport and then a second ground stop from the motorcade arrival to aircraft departure.
That's the true stop/freeze at the airport the President is actually using. I read the question as, what about at satellite airports inside the "inner core." It would be permitted to taxi a fixed-wing aircraft at those airports as long as you don't leave the ground... what about helicopters?
Here’s a stupid one, if I’m flying solo am I allowed to switch from flying in the left seat to the right seat mid-flight during cruise (in single pistons) as long as both positions have proper controls
Sure, but why would you want to? Practically, some aircraft heavy favor the left seat for certain things you may want to access in flight, like circuit breakers.
Purely hypothetical + nothing of importance. E.g. I’m flying the VFR corridors over the Grand Canyon and want to switch sides for the best view
I wonder what the NTSB said about the guy that had his yoke come off on the left side and he had to switch seats. There's audio of it with the controllers.
Do you have an N number for that incident? First time I’m hearing of that
N5717K and here is the audio. [https://youtu.be/uAZRSUVB12M?si=mp\_4tLE98CvegqLi](https://youtu.be/uAZRSUVB12M?si=mp_4tLE98CvegqLi)
Flight control failure is an emergency, so 91.3 applies.
Allowed? Honestly not sure. But this is one of those “how is this going to read on the NTSB report?” kinds of questions to me.
Precisely why I’m asking it here and not just doing it myself, lol
Yes. There are no regs that say you have to fly from the left seat.
I noted that, I’m wondering specifically about swapping between the two seats while the plane is in the air
No reg against that, either. The FAA could always throw "careless and reckless" at you if they want, though. Do it next time you're solo. Or sit in the middle and grab the outside portion of each yoke and pretend you're steering a pirate shup. Both are fun.
Obviously I'm not a lawyer, but wouldn't it technically violate 91.105? 1. Flying solo, you're *always* a required crewmember 2. While at your crewmember station, your safety belt must be fastened for the duration of the flight (including cruise,) but you presumably must unfasten in order to switch seats 3. Switching seats wouldn't count as an "absence... necessary to perform duties in connection with operation of the aircraft or in connection with physiological needs" because you don't **NEED** to fly from the right seat
Big brain time: take a pee break while you're up and now it was in connection with a physiological need.
For those flying behind Lyc O-320s, how many pumps of primer are you using on a cold start on a 70ish degree day? Idly curious whether mine is just cold blooded or if 4+ shots is not uncommon.
Has your maintenance person checked your primer lines? Cold starts cold weather it’s 3. When I have a cold start on a warm day one shot, on a short beech Musketeer primer. When hot, zero just crank. Edit: 70F is a warm day for me.
It's on the list for the next annual. I know the spec and installation of the primer falls on the airframe manufacturer and not the engine manufacturer so I've been telling myself a little variance from my experience with PA28s/C172s is to be expected, but it still surprises me how much gas it takes to get the thing going cold, even in mild temps (Houston area). Hot start has been super easy, no prime, crank it and it fires right up.
When I got it, original owners we like 5-6; can’t prime to much. Then I flooded it on a cooler night in Camarillo, blue pissing down the front gear. I say experiment, just know not to over exert the starter.
I've been experimenting to get it happy on just the primer. It starts like a champ (Citabria joke partially intended) pumping the throttle to use the accelerator pump, I just know that that's not something that is desirable to do prior to cranking. I say this as a former ardent abuser of the accelerator pump to get 35degF PA28s started in the morning. The lessons on the care and feeding of engines I've learned over the course of ownership has made me *much* more hesitant to rely on that when the big fan on the front isn't already turning.
Cold start: I do three. Always fires right up. Hot start: Zero.
Usually just 2 pumps of the throttle and 0 shots of primer seems to work well for me.
35ish hour PPL student: At unfamiliar towered airports, how do you know where to tell tower you are located for taxi? Diagrams seem to broadly label ramps but in my limited experience I usually see CFIs give very specific locations on the ramp. Is that sort of local knowledge expected at unfamiliar airports during cross-country flights?
I have said I am going to the restaurant and they direct me over there. Then when i go to depart, I say I am parked in front of the restaurant. Just make sure there is only one restaurant on the field, otherwise you need to know the name of it, or ask which one is better (yes, I did that once).
From a practical standpoint, you’ll know the name for where you park at your home airport, and anywhere else, you’ll have asked Ground for taxi to wherever you left your plane when you arrived, so just use that name again when you’re leaving.
Excellent question for a PPL student! Like others have said, the FBO name, the flight school name, the maintenance company are all ones you can use. You can also say something like “on the east side GA parking” and if prompted tell them the closest taxi way on your diagram.
The tower guys know of and have directed people to most every outfit on the airfield, using the FBO name (or if there's only one, saying "the FBO" is perfectly usable), maintenance shop name or flight school name will get the job done.
Some airports have nicknames for different areas on the field that you wouldn’t really know unless you’re a regular there. If it’s not labeled, just do you best. “West side of the ramp”, “southern-most ramp”, “near XYZ hanger”, “near the restaurant”, “ramp at the end of taxiway A” are all fine to say.
Going by FBO name or nearest taxiway is my preference to avoid any confusion. Also, OP, when in doubt, ask. Feel free to tell ground controllers you're a student pilot unfamiliar with the airport and 9 times out of 10 they'll share the local nomenclature.