I had never really heard of OpSpecs until I started a new flying job that was at a Part 135 company.
So for those people who are new to this (or are just interested):
Putting aside the legal definition for someone else, they are a set of rules that an operator (an airline for example) agrees to operate by. The FAA has to approve them. The ops specs can be more restrictive than applicable FAA regulations, but never less restrictive (as I remember). They cover many things, some of which (that I can remember) are:
There are a lot more areas, but basically it's how you're going to operate your airline. The thing to remember is to give yourself as much leeway as possible. Don't do something stupid like saying that if someone fails an alcohol or drug test that you're simply doing to fire them. Provide for as much VFR operation as you can possibly get the FAA to agree to. Don't saddle yourself with impossible maintenance requirements if you have a mechanical problem in, say, Harare.
Ops specs are best written by someone who has been around the block many times. Write them poorly and you're going to cost yourself a lot of money that you would otherwise not have to spend. If you get a recalcitrant FAA inspector, it's worth fighting it out. Appeal as necessary until you get what you need. Don't be afraid to show up the ignorance of FAA newbies that may have been assigned. Also, remember that the FAA regions are not standardized. It may even be worth considering changing the region where you're technically based to get what you want.
I had never really heard of OpSpecs until I started a new flying job that was at a Part 135 company. So for those people who are new to this (or are just interested): What is an Operation Specification and how does it relate to the actual CFR regulations? What kinds of things are they used for? Who uses OpSpecs? In general terms, how is an OpSpec obtained?
When I took delivery of a new Cessna 182T last year, I did a test flight for certification purposes. During the test flight we had to perform a power off stall but that didn't go as planned as it was simply impossible to stall. What happened is this: when the airspeed dropped well below the power off stall speed we simply started to sink slowly with a nose-high attitude at about 35 KIAS. This "mushing" went on for what seemed ages before I eventually applied power and pushed the nose down to gain airspeed again. We tried it again after that and the same thing happened. I had an instructor
translate to a deflection of the surfaces, mimicking the "old" mechanical control setup. It is my understanding that this is the design choice of Boeing in its new aircrafts. I do not wish to discuss how Airbus and Boeing made their design decisions, but rather see if there has been performed a study on what interface is preferred by pilots, eventually differentiating among private/commercial pilots...Provided an aircraft with a fly-by-wire system, there are basically two possible choices when it comes deciding how to let the pilots interface with it: rate control / attitude hold: a deflection
In a full motion Level C or D simulator like those used by the airlines and for jet type ratings: How should a pilot log the simulator time in their logbook? I.e. Can you log: Total Time Instrument Time Time in Type Cross Country Time Night Time Landings (including night landings) Dual given/received Anything else?
Inspired by this question. My knowledge concerning helicopters is quite limited: what is auto-rotation? are there other "rotations" possible? in what do they differ?
What does ATC do when there is an emergency? This could be a tower or an ARTCC being evacuated or otherwise unusable. How do they decide whether to close the airport/airspace? What do they do with the traffic, whether they do or don't close? On this related question, it turned out that Newark closed because of smoke in the tower. Another user posted an interesting anecdote about another tower being evacuated, so I thought it warranted a question.
Chemtrail conspiracy theorists believe that there are certain additives being put into jet fuel to spew out [nano-]particles that rain down on us, for means that are being kept secret. The hypothesiz...
The alpha vane is an external probe used to measure the angle of attack. I have been trying to understand how exactly it works, but I can't find any clear explanation or simulation. Is the vane static or dynamic i.e. does it rotate along its central axis? Given that it has a significant surface area, I think that it would either: Rotate because of the force/drag exerted by the airflow, and give an angle of attack proportional or equal to its angle of rotation Measure the force being exerted on it via a force sensor embedded in the surface Is either of these correct? In short, how
There are two main types of supplementary oxygen devices in light aircraft: Cannula: Oxygen mask: What are the major differences between these two devices? Is one more suitable for specific siutations than another, or is it just a matter of personal preference?
It's easy to go online and look at prices of a Cessna 172, but what are some examples of how to breakdown the real world costs of ownership? how much other maintenance should you plan for? How much does an engine overhaul cost? Insurance hangar etc.. It would be great to also get some typical costs and ranges, since some element are more predictable than others. Obviously the costs... for the structure of the costs to start making a plan for cost analysis and diligence. For example, with an IFR aircraft, what costs are involved with keeping it current?