I was looking at potential experimental projects when I read this fascinating website about a tiny aerobatic-capable twin-engine airplane. It's light enough to be an ultralight, but much too fast:
Aside from the obvious fun of flying this little plane, I wondered whether:
I'd be able to log time in the Cri-Cri as multi-time? My guess is yes.
Assuming I'm MEL-IFR, could I log multi-IFR with a two-way radio, altimeter, Dynon-type AI, HI and at least one cert. VOR & glide slope? An approach cert. GPS setup would be too heavy I assume. My guess is this is wishful thinking...
Yep, as long as your avionics are certified and you follow all the rules for experimental aircraft in IFR you can log it. It's questionable whether or not anyone would accept the time when you go to get a job, but they might.
I would imagine that you're right about the avionics weight, although glass might actually reduce the weight.
What a positively delightful looking aircraft!
I see no reason you couldn't log time in this as multi-engine time - it clearly has two engines, with two separate sets of controls (at least throttles, from what I can see).
Similarly I see no reason you couldn't fly it IFR as an experimental aircraft, provided it's "properly equipped" (consult the FARs for all the details on what you need), passes an IFR pitot/static test, and has appropriate radios (Transponder which you'd likely need anyway, Com, and Nav).
Whether you'd want to take it up in real weather is another matter though :-)
For that matter if you want GPS you could certainly have it without much weight penalty: throw in a Garmin GNS 430W and cover the Nav/Com and GPS in one ~7-8lb box. Whether or not that kind of investment in what's basically a single-seat super-ultralight is "worth it" is a judgment call only you could make, but it definitely seems possible.
I was looking at potential experimental projects when I read this fascinating website about a tiny aerobatic-capable twin-engine airplane. It's light enough to be an ultralight, but much too fast: Aside from the obvious fun of flying this little plane, I wondered whether: I'd be able to log time in the Cri-Cri as multi-time? My guess is yes. Assuming I'm MEL-IFR, could I log multi-IFR with a two-way radio, altimeter, Dynon-type AI, HI and at least one cert. VOR & glide slope? An approach cert. GPS setup would be too heavy I assume. My guess is this is wishful thinking...
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?
I was looking through my virtual radar logs one of the days and found this "glitchy" ADS-B behavior. I am almost 100% sure that this is not due to my antenna or setup since two independent different... is the "skew" at seemingly same angle? Is that anything? In light of MH370, does this happen often, how reliable is that GPS data? Tail # N657UA Boeing 767-300 Typical route between EGLL and KORD Time of occurrence is approximately: 3/16/2014 6:09pm CST I have also verified FlightAware is ALSO showing the same weird glitch. See below "yellow" highlighted airplane: Same A/C from FlightRadar24
I enjoy tracking air traffic at my local KORD. I listen on LiveATC and use my private virtual radar setup to get "real-time" traffic info. I understand which instructions need to be read back by the pilots per this question however on more than one occasion I don't hear read back on critical vector info on departure, despite the visual confirmation of instruction (pilot making proper vector... and that's why I don't hear reply, however on approach side much bigger distances are heard in my area) Thank you I did verify that indeed the aircraft that I don't hear read back from receives
Is there a legal definition of a "cycle" on a jet engine? We must log the cycles, and some maintenance is determined by cycles. From my understanding, this is partially because of the thermal dynamics of an engine cooling and then reheating, and partially because full takeoff power is used. The "usual" time that you log a cycle is when an engine is started and the aircraft then takes off (using full rated takeoff power), but what about unusual situations like: Engine shutdown and restarted in flight Engine started, aircraft takes off, and then returns for a low pass or a touch and go
I am currently a private pilot with an instrument rating and multi-engine rating. I own and regularly fly my own twin engine airplane and have been thinking about getting my commercial rating. Part of the PTS requirements for the commercial multi-engine include the emergency procedures for engine out/emergency descents, etc. Since I have already had a check ride (multi-engine rating) that included ALL of these maneuvers, do I still have to perform these on a commercial multi-engine check ride?
I'm not an aviator, I guess I'd call myself an enthusiast. I'm also a physics nut. I've always wondered about this but I equally worried my question posed to a commercial airline crew would land me in the Homeland Security Suites. On helicopters, torque along the vertical axis is countered by a smaller tail rotor (or a twin main rotor rotating in the opposite direction). My question is whether... if that were the case then maintenance might be easier but it would create some instability along the longitudinal axis of the airframe due to torque and moment arms. Follow up: I guess, then, that single
Are airspace violations (e.g. entry to class B without clearance) based on primary radar and/or Mode C transponder, or something else? I read that Mode C altitude is based on pressure altitude, i.e., set to 29.92" ... but presumably that's adjusted at the ATC facility based on the current pressure before being used for altitude enforcement. This begs the question, what would stop one (hypothetically), just winding back the altimeter pressure reading to appear to be at a lower altitude? So to summarize: How are airspace violations detected: What data input is used? If Mode C reading
I am searching some airports databases and I find some airports with the same IATA code with different ICAO codes. Is it mistake in the database? Is it OK? For example: Beaufort MCAS - Merritt Field (ICAO KNBC IATA BFT) Beaufort County Airport (ICAO KARW IATA BFT) Edit: Another example; Paamiut Airport (ICAO BGPT IATA JFR ) Paamiut Heliport (ICAO BGFH IATA JFR ) Another example with 40 km between them: Desierto de Atacama (IATA: CPO – ICAO: SCAT) Chamonate (IATA: CPO – ICAO: SCHA)
The Soloy Dual Pac apparently allows two engines to rotate one propeller -- here's a picture of it on an Otter: Is this recognised as a centreline thrust twin engine aircraft, a "standard" twin engine aircraft or just an aircraft with a single engine for FAA certification? What about for pilot licensing?