After purchasing an aircraft, it takes the FAA a long time to issue RVSM approval for the new owner.
During this time, under what conditions may an aircraft fly in RVSM airspace even though they aren't approved for it?
What is the process to get ATC approval for such flights?
According to the AIM Section 4-6-8, the language to use with ATC is simply, "Negative RVSM." You have to say it on the request for an RVSM flight level, flight level change, or climb/descent through RVSM airspace. You must also say "Negative RVSM" on check-in if currently at an RVSM flight level.
NBAA provides a guide for navigating the RVSM approval process. This guidance is fairly new, and indicates that approval through a prior operator of the airplane is acceptable. Your FSDO will make the authorization.
See also FAA RVSM Documentation
After purchasing an aircraft, it takes the FAA a long time to issue RVSM approval for the new owner. During this time, under what conditions may an aircraft fly in RVSM airspace even though they aren't approved for it? What is the process to get ATC approval for such flights?
I know that under FAR Part 135, specific approval is required for an RNAV SID/STAR (given via an OpSpec), but what about Part 91? Does the aircraft/pilot have to be approved, and if so how is the approval obtained?
Some light aircraft now have airframe parachutes. If a pilot does have to pull the chute on a Cirrus (for example), is the aircraft flyable or at least repairable after landing or is it a write-off? What G forces are involved in the impact? I realize that there are lots of possible variables here, but let's assume that the parachute deploys correctly and in plenty of time for a stabilized descent; touchdown is in 'ideal' conditions, i.e. on level, unobstructed ground; and impact forces are as described in the Cirrus CAPS guide: The airplane will assume its touchdown attitude to optimize
I recently read about flap load relief systems in some aircraft that attempt to prevent flap overspeeds by automatically retracting flaps under certain conditions. Are these systems common on all large aircraft or are they specific to just a few? How do they work (i.e. under what conditions will they retract flaps)? Do they prevent the possibility of overspeeding flaps altogether, or do they just make it less likely to happen?
that it must be engaged, or even operative. Simply "equipped", and also that this is to approve an aircraft for RVSM. From what I can find, there is no operational requirement for the autopilot to actually be working or engaged. Assuming that my MEL allows me to defer the autopilot and still fly, can I fly in RVSM airspace? Some people however say that if you are in RVSM airspace...FAR Part 91, Appendix G, Section 2 says: (c) Altitude-keeping equipment: All aircraft. To approve an aircraft group or a nongroup aircraft, the Administrator must find that the aircraft meets
As far as my knowledge goes: There is a 250 kt speed limit under the altitude of 10.000 feet. This screenshot seem to show an aircraft below 10.000 feet and traveling at 285 kts at the time i captured the screenshot. I don't think this aircraft posed any threats to other aviation traffic as there is no other traffic in the airspace. I was just curious. EDIT: Shortly after: I see this aircraft taking off from the same airport. Doing the same thing as the first plane.
In Australia, aircraft approved for ASETPA operations are certain single-engine turbines allowed to be operated commercially under IFR. While I understand that the manufacturer is required to meet a series of requirement, I'm not so sure about whether the pilots in ASETPA operations need special training or approval. Is extra training and/or testing required, and if so, how extensive is it?
I think i've read that the B787 has a common type rating with the B767 and B777. But I also think I've read that pilots are only allowed to fly two types of aircraft at a time... So when they go to fly the 787, do they have to give up one of the their ratings if say they were previously allowed to fly the 767 and 777? Would the same still apply for say a B757 and B767 which have very similar flightdecks? EASA and FAA perspectives would be appreciated :)
If I'm flying along in my C-152 and I am trying to go in a straight line through the "center" of C airspace (to land at a regional airport under the airspace), but the controller tells me to remain clear, what should I do? Would it be safe to fly under the C, or above it, or would it be best to completely circle around even if it takes extra time and fuel?
The companies that I have worked for in the past require International Procedures Training like the ones offered by Scott IPC, Flight Safety, CAE Simuflite, etc. Under what conditions is this training required? (I.e. do I need it to fly to Canada, Mexico, or the Bahamas or is it just to cross the Atlantic/Pacific?) What regulation requires this training and how often is it required?