Thanks very much for the comprehensive overview. Clearly the result of thorough review and preparation. The effort is appreciated and glad to know about the Trent Palmer provision and expansion of Basic Med privileges. Thanks again.
Most famous example of an idiotic rule dictated by politicians is the 1500 minimum hour rule. Neither NTSB nor FAA requested it. And as for the retirement age I would suggest the maximum retirement age of 65 for the congress too. Luckily we have still a little bit more common sense in Europe, but we are catching up rather quickly.
Pure politics to make the public think a certain senator from New York (H.C.) was improving "safety". Combined with short sighted lobbying airline pilot unions that wan't to drive up wages by limiting supply. What neither party understands is that airlines just shift the international legs of their operations to code sharing agreements with foreign airlines. Those foreign airlines do not have the ATP requirement for the SIC, and may not be from countries with the general safety culture of north American or western European operators. And as prices go up demand is reduced and the entire industry suffers in the long term. Due to the ATP requirement and a bunch of other foolish FAA regulations, there are simply not enough low hour operations remaining to supply the airlines with enough pilots, and these hours are coming from pilots getting a cheap small plane and flying circles all day.
So as a basic med pilot you’ll be able to fly heavier aircraft with one more passenger, but still will be limited to airspeed of less than 250 kts and will be unable to obtain a high altitude endorsement due to the FL-180 and above restriction.
@@MikeRetsoc sorry you must be confused. I meant one more passenger than currently allowed. Currently you are allowed a total of six occupants, which includes the pilot. The new proposed change would be to allow a seventh seat which meant one more passenger. My additional comment was that even with proposing a change of more seats and a heavier airplane, you would still only be limited to 250 kn airspeed and not be able to fly in class “A” airspace even if you have a current instrument rating. If you wanted to do that, you would have to obtain at least a third class medical.
So mostly political fluff and nothing really meaningful to the core economic problems of commercial GA and the FAA's absolute mess of operator regulations. (Way way more than what we see published in printed FAR/AIM books. Just absurd arbitrary stuff that never considered consistency between chapters and sections.) Consider the logic that you can go out and be a part 91 commercial pilot solo in hard IMC at 190 hours(141), but to be SIC of a well regulated and inspected 135 operation you require 500 or 1200 hours (VMC IMC). So, rather than get low time pilots good structured experience under the mentorship a 135 they go out and fly VFR circles in a C150 for 250 hours developing all sorts of bad habits, ... or act as instructors for those 250 hours? (Yes its another certificate, but appearently the commercial cert means nothing in practice so why should the instructor cert)
Thanks very much for the comprehensive overview. Clearly the result of thorough review and preparation. The effort is appreciated and glad to know about the Trent Palmer provision and expansion of Basic Med privileges. Thanks again.
Most famous example of an idiotic rule dictated by politicians is the 1500 minimum hour rule. Neither NTSB nor FAA requested it. And as for the retirement age I would suggest the maximum retirement age of 65 for the congress too. Luckily we have still a little bit more common sense in Europe, but we are catching up rather quickly.
Pure politics to make the public think a certain senator from New York (H.C.) was improving "safety". Combined with short sighted lobbying airline pilot unions that wan't to drive up wages by limiting supply.
What neither party understands is that airlines just shift the international legs of their operations to code sharing agreements with foreign airlines. Those foreign airlines do not have the ATP requirement for the SIC, and may not be from countries with the general safety culture of north American or western European operators. And as prices go up demand is reduced and the entire industry suffers in the long term. Due to the ATP requirement and a bunch of other foolish FAA regulations, there are simply not enough low hour operations remaining to supply the airlines with enough pilots, and these hours are coming from pilots getting a cheap small plane and flying circles all day.
Yeah, I was listening to see if the Trent Palmer rule made it into the final draft. Yay it did.
So as a basic med pilot you’ll be able to fly heavier aircraft with one more passenger, but still will be limited to airspeed of less than 250 kts and will be unable to obtain a high altitude endorsement due to the FL-180 and above restriction.
Basic med is not limited to one passenger. Sport Pilot license is. You have them confused.
@@MikeRetsoc sorry you must be confused. I meant one more passenger than currently allowed. Currently you are allowed a total of six occupants, which includes the pilot. The new proposed change would be to allow a seventh seat which meant one more passenger. My additional comment was that even with proposing a change of more seats and a heavier airplane, you would still only be limited to 250 kn airspeed and not be able to fly in class “A” airspace even if you have a current instrument rating. If you wanted to do that, you would have to obtain at least a third class medical.
When will these changes be shown in far/aim?
So mostly political fluff and nothing really meaningful to the core economic problems of commercial GA and the FAA's absolute mess of operator regulations. (Way way more than what we see published in printed FAR/AIM books. Just absurd arbitrary stuff that never considered consistency between chapters and sections.)
Consider the logic that you can go out and be a part 91 commercial pilot solo in hard IMC at 190 hours(141), but to be SIC of a well regulated and inspected 135 operation you require 500 or 1200 hours (VMC IMC). So, rather than get low time pilots good structured experience under the mentorship a 135 they go out and fly VFR circles in a C150 for 250 hours developing all sorts of bad habits, ... or act as instructors for those 250 hours? (Yes its another certificate, but appearently the commercial cert means nothing in practice so why should the instructor cert)