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#1
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A BFR question
Being a new pilot I don't know much about the BFR process. Over Xmas I was chatting with my pilot Brother-in-law about my new status as a pilot when he stated that he thought he could just go to the local FBO and rent an aircraft himself. I said yes and reminded him that he'd also need a medical and a BFR. He's a retired Air Force F-15 pilot with an FAA commercial ticket, multiengine and instrument rating. Impressive stuff, but the last time he flew was in 1983. While looking over a chart he had no idea what Bravo airspace was. It's pretty clear that his knowledge base is obsolete and he's not ready to fly in today's sky. My question is, could he pass through the BFR process in a couple of hours or would the instructor make him go back and hit the books for a few weeks. I'd hate to think the system would let him back up in the sky in his current state. -- Dallas |
#2
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A BFR question
On Jan 22, 11:00*am, Dallas wrote:
Being a new pilot I don't know much about the BFR process. Over Xmas I was chatting with my pilot Brother-in-law about my new status as a pilot when he stated that he thought he could just go to the local FBO and rent an aircraft himself. * I said yes and reminded him that he'd also need a medical and a BFR. He's a retired Air Force F-15 pilot with an FAA commercial ticket, multiengine and instrument rating. *Impressive stuff, but the last time he flew was in 1983. *While looking over a chart he had no idea what Bravo airspace was. It's pretty clear that his knowledge base is obsolete and he's not ready to fly in today's sky. *My question is, could he pass through the BFR process in a couple of hours or would the instructor make him go back and hit the books for a few weeks. I'd hate to think the system would let him back up in the sky in his current state. King makes a good DVD for just this situation. Its designed to help pilots who have been out of the cockpit through the process. That is what I recommend to students. Sure, they can pay me to teach it to them but its usually more cost affective for them to get the DVDs first so we can streamline what we talk about. As to your question; I have no idea what any particular CFI may require when performing a BFR. -Robert, CFII |
#3
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A BFR question
http://www.aopa.org/members/files/gu...rview.html#80s
"If you have been out of flying since the '80s." may be helpful. Jim |
#4
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A BFR question
Dallas wrote:
It's pretty clear that his knowledge base is obsolete and he's not ready to fly in today's sky. My question is, could he pass through the BFR process in a couple of hours or would the instructor make him go back and hit the books for a few weeks. I'd hate to think the system would let him back up in the sky in his current state. Its clear he's a little behind the curve. It is up to the CFI who does his BFR whether or not he is sufficiently proficient and competent. There are two parts to the BFR... ground and flight. The ground portion reviews current FARs, airspace and flight planning issues. If the CFI determines the pilot is not proficient with ground portion does not preclude him from continuing on to the flight portion of the review. He should not however, sign off the BFR if he feels the pilot is deficient in the airspace knowledge you mention. It would simply be a matter of scheduling additional time with the CFI in training and/or review to the point where he would be comfortable signing the man off for the BFR. |
#5
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A BFR question
"kontiki" wrote in message ...
Dallas wrote: It's pretty clear that his knowledge base is obsolete and he's not ready to fly in today's sky. My question is, could he pass through the BFR process in a couple of hours or would the instructor make him go back and hit the books for a few weeks. I'd hate to think the system would let him back up in the sky in his current state. Its clear he's a little behind the curve. It is up to the CFI who does his BFR whether or not he is sufficiently proficient and competent. There are two parts to the BFR... ground and flight. The ground portion reviews current FARs, airspace and flight planning issues. If the CFI determines the pilot is not proficient with ground portion does not preclude him from continuing on to the flight portion of the review. He should not however, sign off the BFR if he feels the pilot is deficient in the airspace knowledge you mention. It would simply be a matter of scheduling additional time with the CFI in training and/or review to the point where he would be comfortable signing the man off for the BFR. Took me two hours with a CFI, one on the ground talkin and one in the sky flyin, to get the bfr endorsement...after a 24 year and three month 'break'. I did get a current copy of the AIM, some charts, and etc so I could distinguish the difference between Bravo and a TCA, a control zone and Delta, etc. That was three years ago...whatta blast flying again. |
#6
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A BFR question
On Jan 22, 1:00 pm, Dallas wrote:
Being a new pilot I don't know much about the BFR process. Over Xmas I was chatting with my pilot Brother-in-law about my new status as a pilot when he stated that he thought he could just go to the local FBO and rent an aircraft himself. I said yes and reminded him that he'd also need a medical and a BFR. He's a retired Air Force F-15 pilot with an FAA commercial ticket, multiengine and instrument rating. Impressive stuff, but the last time he flew was in 1983. While looking over a chart he had no idea what Bravo airspace was. It's pretty clear that his knowledge base is obsolete and he's not ready to fly in today's sky. My question is, could he pass through the BFR process in a couple of hours or would the instructor make him go back and hit the books for a few weeks. I'd hate to think the system would let him back up in the sky in his current state. -- Dallas If all he flew has been in the Air Force, he may have to get SEL added to his ticket before he can go renting a single engine. He may be limited to centerline thrust on multis also. |
#7
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A BFR question
On Jan 22, 5:51*pm, 150flivver wrote:
On Jan 22, 1:00 pm, Dallas wrote: Being a new pilot I don't know much about the BFR process. Over Xmas I was chatting with my pilot Brother-in-law about my new status as a pilot when he stated that he thought he could just go to the local FBO and rent an aircraft himself. * I said yes and reminded him that he'd also need a medical and a BFR. He's a retired Air Force F-15 pilot with an FAA commercial ticket, multiengine and instrument rating. *Impressive stuff, but the last time he flew was in 1983. *While looking over a chart he had no idea what Bravo airspace was. It's pretty clear that his knowledge base is obsolete and he's not ready to fly in today's sky. *My question is, could he pass through the BFR process in a couple of hours or would the instructor make him go back and hit the books for a few weeks. I'd hate to think the system would let him back up in the sky in his current state. -- Dallas If all he flew has been in the Air Force, he may have to get SEL added to his ticket before he can go renting a single engine. *He may be limited to centerline thrust on multis also.- Hide quoted text - - Show quoted text - That would be interesting. To have a ME limited to centerline thrust but no single engine rating. Almost seems like an oxymoron. -Robert |
#8
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A BFR question
If all he flew has been in the Air Force, he may have to get SEL added
to his ticket before he can go renting a single engine. He may be limited to centerline thrust on multis also.- Hide quoted text - - Show quoted text - That would be interesting. To have a ME limited to centerline thrust but no single engine rating. Almost seems like an oxymoron. -Robert It's true.. and it happens.. AF Trained pilots, T-37, T-38, F-15 are Multi Engine, Centerline Thrust. They take a written, and based on military check ride (Form 8) are able to be issued a Commercial, Instrument, Multi Engine and never know anything about Props or P-factor or engines other than jets. No SE. You want to have real fun.. teach those jet jockeys how to fly gliders, providing they had not gone through the glider course at the academy. BT |
#9
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A BFR question
On Tue, 22 Jan 2008 19:16:47 -0800, BT wrote:
They take a written, and based on military check ride (Form 8) are able to be issued a Commercial, Instrument, Multi Engine and never know anything about Props or P-factor or engines other than jets. BT, I was under the impression that a military pilot didn't need an FAA certificate to fly in the military. Was this an incorrect assumption? -- Dallas |
#10
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A BFR question
"Dallas" wrote in message
... On Tue, 22 Jan 2008 19:16:47 -0800, BT wrote: They take a written, and based on military check ride (Form 8) are able to be issued a Commercial, Instrument, Multi Engine and never know anything about Props or P-factor or engines other than jets. BT, I was under the impression that a military pilot didn't need an FAA certificate to fly in the military. Was this an incorrect assumption? -- Dallas Dallas, you are correct, no FAA Certificate, but does have to have a valid military check ride that is recorded on AF Form 8. The military issues the military pilot his qualifications. No "certificate", just papers in a folder maintained in "Flight Records". The military pilot can take that current AF Form 8 to the nearest FSDO and be issued a Civilian Pilot Certificate. If he is flying aircraft with more than one engine, he gets a ME rating, if it is "fighters", certain types are considered centerline thrust. If he is flying a tanker or transport, he can have the centerline thrust removed. Also, as part of the Form 8 papers are annotations of instrument checkride, so he gets the Instrument rating. That does not qualify him to fly, Airplane Single Engine, unless his military Form 8 is for a single engine aircraft. BT |
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