47 CFR 87.87 requires the captain of a US registered aircraft to have their Restricted Radiotelephone Operator Permit (RP) unless it is a domestic flight.
How do you go about getting one? I used the FCC's website a long time ago and remember that it is terribly confusing. A great answer would include step-by-step directions for those that haven't had to do it yet!
You have to use the remarkably obtuse FCC Universal Licensing System if you want to request a license online. You'll specifically need FCC Form 605, the apparently very-accurately-named "Quick-Form Application for Authorization in the Ship, Aircraft, Amateur, Restricted and Commercial Operator, and General Mobile Radio Services".
From there, you're on your own, I'm afraid. I applied for mine years ago and it looked identical.
Do note that this is essentially a fee on operators who fly internationally, as there's no exam to complete and no proof of eligibility to provide. You simply request the license and pay the application costs. It's a bit silly.
47 CFR 87.87 requires the captain of a US registered aircraft to have their Restricted Radiotelephone Operator Permit (RP) unless it is a domestic flight. How do you go about getting one? I used the FCC's website a long time ago and remember that it is terribly confusing. A great answer would include step-by-step directions for those that haven't had to do it yet!
Is there a Canadian law or regulation which requires me to have my Radiotelephone Operator's Restricted Certificate (Aeronautical) on-board the aircraft with me? This is what I've found so far: Canada requires you to hold the certificate (Radiocommunications regulations, Part V, Section 33): A person may operate radio apparatus in the aeronautical service, maritime service or amateur radio... uses in its regulations to say that you need to actually have the document with you is at CARS 401.03 (1)(d) (regarding pilot licences): the person can produce the permit, licence or rating
I hope this is a relevant place for me to ask a math question regarding aircraft design. I am trying to understand how one would implement a controller to control the pitch angle of an airplane for a small exercise. I understand the control part and its implementation. What I do not grasp is how one acquires the longitudinal equations of motions (which are then used for the control part) which serves as the starting point. What is the starting point or what are the principles used to derive these equations? If I know how to derive these equations for a very simple case, then I know I have
. There is a reporting requirement in NTSB 830 which states (bold added by me): 49 CFR 830.5 - Immediate notification The operator of any civil aircraft, or any public aircraft not operated... on an instrument flight rules flight plan and compliance with the advisory is necessary to avert a substantial risk of collision between two or more aircraft; or (ii) To an aircraft operating in class... or is there any guidance to say when the report is required? I.e. is it anytime that we get an RA (even if we visually have the aircraft in sight), only if we actually respond to an RA, or is it if the two
I worked on Russian Fighter aircraft where both the Rudder Pedals were mechanically interlinked i.e Captain applies force on his pedal than both pedals (Captain & First Officer) move & vice versa. Single Pedal sensor Unit (of course redundant sensors) senses the position and sends it to the Fly-By-Wire Computer for moving the control surfaces. I would like to know if this is true for all aircraft (Fighter/Commercial, Boeing/Airbus, etc.) and if not, what are different implementations? Maybe different sensors for Captain/First Officer, different arch etc. Also on the same lines, how
With the new Boeing 787 where Boeing has provided the capability to swap engine types if the aircraft goes to a new operator quite quickly, I'm wondering if there are any interchangeable flightdecks? Say that you might have a legacy 737 for southwest, but an entirely different cockpit layout (containing the same capabilities) for a company which operates Boeing 787s as well, since... projects. But I'm wondering if there are any aircraft which have this possibility and if not, why not? I'd see it as an opportunity to Boeing to have a 787 flightdeck shared with say the 777.
I know that for land aircraft and seaplanes that they require separate endorsements to fly them. However, for the case of amphibians, what do you need to fly one? Do you need to have another, completely different endorsement, or just a seaplane and land endorsements? What about if you always fly it on water or land?
Apparently, even if you have declared an urgent situation or an emergency, you cannot enter restricted or prohibited airspace, and ATC may not be able to clear you into the area. So, my question: If you had a serious condition onboard an aircraft (say severe icing) and high terrain (I know, you probably haven't planned) in all directions except for restricted or prohibited airspace, what should you do to try and make sure that people are aware of your situation and can try and minimise the risk of doing so?
jet was close to Air Force One and was unresponsive to calls. "As we got over Gainesville, Fla., we got the word from Jacksonville Center. They said, 'Air Force One you have traffic behind you...Air Force One is obviously a big deal. We close terminals and implement other seemingly crazy safeguards against terrorist attacks while the president is en-route to an airport. How does ATC protect the president whilst in the air? I have heard of TFRs for "VIP in the area" reasons — is that for AF1? I am guessing that the aircraft identification is blocked, but wouldn't they still need
on the ground/view of rwy)? c). other? BTW: I did read How do you request a "pop up" IFR clearance? . In my scenario I have the time to call FSS, there is no emergency, I'm on flight following...Hi – Here’s the scenario: The flight starts night VFR, with broken ceiling at destination (class C airspace) and expected to improve according to the pre-flight abbreviated briefing. I'm IFR... to file one way or another. Approach is busy, but not overwhelmed. What is the best way to handle this situation on the radio? I have the ATIS, picked an approach and have a squawk code (advisories