lowapproach

Your google skills far exceed mine; I was unable to find it. Thanks for the help! Ted

Thanks! Edited with attachment.

Looking for job opportunities and this was the image on a life sciences company! Curious if stock photo or if they work there (for obvious networking potential ;-) )

The 8 hour "bottle to throttle" and the BAC

I looked at the L-3.... It was a tough decision. In the end, I chose the "no one gets fired for buying Garmin" approach. Nothing more than emotion. The L-3 looks sick.

I recently went with an all Garmin stack (430W, GTX-345, FlightStream, etc). It is hard to argue that they do not play well together. The fit and finish of the Garmin products has been excellent - although for the premium you should expect it to be.

I have a PA24-250 and was considering the Dynon. Check out the Garmin instead (I was quoted around $3500 installed). https://buy.garmin.com/en-US/US/in-the-air/general-aviation/indicators/g5-electronic-flight-instrument-for-certificated-aircraft/prod570665.html

As a jump pilot I operate the light as it was done when I first took AFF. I turn the yellow light on a certain distance - possibly changing from load to load - depending on who is on the plane (Tis alone or fun jumpers) and my knowledge of how long it will take them to (1) notice the light (2) open the door (3) climb out after the green is given. For me, yellow means open the door and stick your head out to spot, occasionally checking for the green. By the time I give the green you should go (assuming you like the spot and have checked for traffic). I have no problem doing a second pass anytime a jumper wants one within reason. Ultimately, they are the ones getting out and they should be comfortable with it. The challenge I have, as mentioned in the article, is the type that, on a green light, eats of half of the available jumprun (say, half a mile) taking their time to setup and go. I have no problem with a reasonable amount of time, but some take a bit too long. TL;DR: For me, yellow means spot and green means go (if you like the spot you already checked).

I am not familiar with the medical standards in NZ, so if they are substantially different from the US my opinion may be off topic. I don't think this will result in much of an impact on US FAA standards for AMEs and testing. This would not really have been detectable. From the article "One of the three other pilots in the cockpit at the time took control of the plane, taxiing it to the gate, while the others went to her aid." This is why unmanned flight is unlikely, at least in my lifetime. Multi-crew aircraft with a PF and a PM (and in many cases a relief crew) are there for this type of event. She sounds like she was an awesome lady though.

I know that repeat threads can be tiresome but whenever any company offers the level of customer service that L&B does the very least I can do is the let others know. I won't go in to all the details about the problem or resolution. I think it is enough to say that L&B far exceeded not only my expectations but any measure of great customer service. There is a reason why I only buy altimeters from them. There is a reason why when I thought my Altitrack was beyond repair that I did not think twice about ordering a new altimeter from L&B. There are a number of companies in this sport which offer great service but L&B is (in my opinion) the gold standard. Thank you Mads for the always quick responses to email and for getting an Altitrack back in my hands.

This seems legit. "We can therefore dissamble the Plane so u can get one or all of the turbines exclusively."

Now that was funny.

and before the ants look like people

Now that is comedy gold!

Some of the local DZ's tend to be a little optimistic about the weather when you call. I have driven 50 miles a few times to find that out the hard way.

This makes me want to buy one, especially the demonstration at 3:27. http://www.youtube.com/watch?v=55awdQbRjC0

Anyone else going to the SHOT Show in Las Vegas in Jan? I have not attended before but it looks interesting.

We pulled a 5 way train this weekend....

I have never flown one but I asked a buddy who has. He sent me this and it is a good read. Looks like a fun airplane but not necessarily one I would want if getting to the airport and in the air quickly with a significant other were important. http://www.airbum.com/pireps/PirepSwift.html edited to add that the article linked is from 1969 but he said it is still good info.

This is chock full of awesome.

You will just know. If you haven't been through it before that may sound unlikely, but it is true. It will still suck, but it is the loss that sucks, not the decision.

This could be bad news in a cutaway. Potentially you could not get your hands out of the toggles then be attached to the thing you are trying to get rid of.

I know a few in San Diego who I trust a lot. PM me as well if other options don't pan out.

This is good advice. There is a big difference between types of "depression." Clinical, seasonal, or just tired or doing the same shit every day. There are days when I don't feel like getting out of bed, going to the office, and doing the same thing, fighting the same battles, and attending the same meetings. It is also equally important to be a little introspective in determining if it is clinical or something more serious. Depression can be debilitating. If you have hazardous thoughts (as opposed to just not feeling "right") then that should help set the priorities.

If you ask a dozen AMEs, you will get probably half as many answers. The sad truth is that it depends. Most pilots I know avoid taking any medications which will have to be disclosed to the FAA, simply because it can make renewing / getting your medical a more daunting task. It is important to remember that you must not lie on the FAA form 8500-08 and that the FAA already has access to your driving record (to look for things like DUI). The FAA can ask for access to your medical records but would require you to sign your consent. Question 18 on form 8500-8 (see attached image) asks specifically about diagnosis of mental disorders, including depression. If you have been to a doctor and diagnosed, you would legally have to disclose it and then work with the FAA to understand the impact and, hopefully, eventually get a medical. Question 19 (see attached image) asks about any visits to healthcare providers in last 3 years (although they for some reason do not include a dentist or AME as a healthcare provider for the sake of disclosure). You would be obligated to report a visit to a physician even if there was no diagnosis or if nothing was prescribed. Question 17 (again, attached image) asks for a list of medications that you *currently* use. The advice I have been given is that if it is not currently prescribed or used that you are not obligated to disclose. The consensus among the people I know is to consult a trusted AME and pose hypothetical questions regarding possible treatments and prescriptions, or to join something like AOPA and take advantage of their legal program. A third class medical, which I believe is required to be a TI, is generally very easy to get. It does get more complicated with the introduction of a medical diagnosis or prescription and the FAA sucks to deal with. Depression is a rough thing, appropriate treatment is very important. With appropriate forethought and planning, it is possible to get treatment and a medical. I found this, kind of interesting: http://www.iflyamerica.org/returningtoflight.asp Disclosure: IANAL or a TI tl;dr Talk to a professional before seeing an AME for a potentially disqualifying event. edited to point out that I do not have an instructor rating and that I am a random asshole on the internet!