Experimental Jet Training

I would like for some people to know that having a type rating for the FOUGA or other military jet is not easy. Remember it is to ATP standards

Realistically, would you be able to fly a Cessna Citation with 6 hours training, take a check ride and pass it with flying colors?

The typical type-rating course (Eclipse 550) includes a minimum of eight lessons in the aircraft, or simulator. The flight training starts slow and methodically builds in complexity. In the introduction flight the pilot will learn visual maneuvers such as Takeoffs and Landings.

On the Fouga, I have trained current airlines pilots with 15 to 30,000 hours of flight and flew on B747/B777/A380…

I could see when I was flying with them that they knew how to fly a jet and did not bring me any surprises

I flew lately with a pilot (not an airline pilot) who could not recover from a stall without entering in a secondary stall, and in a third stall (does not exist in the FAA books but really happened) that is where I had to push the flight controls, a 360° turn at 200kts in VFR condition was ending in a spiral graveyard loosing 2000ft instead of the 100ft Maximum.

I had pilots who was ready after 6 hours of flight training to take the test. (Airlines pilots with a lot of experiences and studied the fouga procedures , systems like if it was the 747-400 they was flying)

I had some other pilots who after 18 hours, they were behind the aircraft. (GA pilots)

It is like to get your private pilot, the FAA requires a minimum 40 hours package of dual and solo flight time, some schools will know they can provide you with a cost estimate identifying at least that minimum number of hours. Yet the reality is that the average student will take around 60 to 70 hours.

To be more realistic, a General Aviation pilot will need a minimum of 10 Hours flight instruction and 30 hours of ground instruction to be safe in an experimental jet. All depend of your passed experience.
All could be done in a full week (7 days), but you will have to do a lot of home work before to be ready for that week.

B.    Training Requirements.

1)    Training must meet the standards specified in the appropriate parts of the practical test standards (PTS) for type ratings FAA‑S‑8081‑5, Airline Transport Pilot and Aircraft Type Rating, Practical Test Standards for Airplane, current edition). At a minimum, an applicant’s ground training program must include the following requirements:

·    The airplane’s systems and components.

·    Ground emergency procedures, including abnormal procedures, if described in the airplane’s checklist.

·    Flight emergency procedures, including abnormal procedures, if described in the airplane’s checklist.

·    Use of performance charts, including (but not limited to) takeoff, climb, cruise, and landing.

·    Fuel requirements and fuel management.

·    Runway requirements and limitations (e.g., minimum runway lengths and crosswind limits of the airplane).

·    Contents of the Aircraft Flight Manual (AFM) or equivalent.

·    Operating limitations prescribed for the specific airplane, both the manufacturer’s and FAA‑issued.

·    Operation of the airplane in the high‑altitude realm, if applicable.

·    Recovery from abnormal flight profiles based on specific aircraft characteristics.

2)    The applicant’s flight training program must meet the standards established in FAA‑S‑8081‑5. The recommending instructor must have personally flown with the applicant in the airplane type (for multiseat with functioning dual controls) or a comparable type (for single‑seat). This training must include the following requirements:

·    Airplane preflight.

·    Crew Resource Management (CRM), including single pilot, as appropriate.

·    Powerplant start procedure, taxiing, and pretakeoff checks.

·    Normal and crosswind takeoff.

·    Powerplant failure during takeoff.

·    Rejected takeoff.

·    Flight at critically slow airspeeds in all appropriate configurations.

·    Approaches to and recovery from stalls, as appropriate.

·    Recovery from normal and abnormal flight profiles based on specific aircraft characteristics, including unusual attitudes.

·    Normal, emergency, and abnormal procedures.

·    Landing with simulated powerplant failure.

·    Normal and crosswind landings.

·    Landing from a no‑flap or a nonstandard flap approach.

·    Rejected landing.

·    Fuel‑low level/return to base procedures.

·    Aerobatics, if appropriate to the airplane and requested by the applicant, if the applicant can provide operating limitations required by § 91.319 authorizing aerobatics and specific maneuvers.

 

 

Fouga spin training and refresher course

This is what all pilots should have done and should be doing as a refresher course
as the unusual attitude recovery.

https://www.youtube.com/watch?v=710w0WXNOjA

Fouga landing light

Since the Fouga original landing/taxi light are becoming hard to find and expensive

Here is after some minor adjustment a easy to find light that can be installed

GE 4551 with 250W  from Boieng747 or the GE4556 with 450W Airbus 340

Good Flights

Enforced flight rules by the FAA from AOPA

We’ve all read and sort of absorbed the minimum safe altitude numbers in 14 CFR 91.119 and generally know that we’re supposed to stay 500 feet above the ground and 1,000 feet above congested areas. However, the regulation is a little more complex than those basic numbers.
The problem is “congested area.” Rather than publish a definition so pilots can know how to shape their aeronautical behavior, the FAA purposefully doesn’t—it comes up with its definition on a case-by-case basis. The FAA says it does that so it can balance the pilot’s interests with the need to protect persons and property. In enforcement actions, the FAA has successfully declared that a congested area includes a group of people on an airport ramp, sunbathers on a beach, a small subdivision covering less than a quarter mile, and traffic on an Interstate highway.
If there is a group of people on the ramp watching airplanes, the FAA has considered that group to make the area “congested.” That triggers the clearance distances of 14 CFR 91.119(b). If the pilot is within 2,000 feet horizontally, he or she must be flying 1,000 feet above the highest obstruction unless it’s necessary for taking off or landing. The FAA has long held that a low pass is not necessary for taking off or landing (and if the gear and flaps were up on final, the FAA has taken the position that the pilot wasn’t approaching to land and then executed a go-around). So, if a group of people is hanging around the ramp at a fly-in and you want to make a low pass down the runway, make sure the runway is more than 2,000 feet away—although you may still be subject to the 500-foot minimum altitude regulation. If no one is around and the runway area is considered sparsely populated, the only minimum altitude is to be high enough to land safely if the engine quits; however, you still have to be more than 500 feet horizontally from vehicles and structures—including an airplane parked near the runway.
Today, everyone has a cellphone camera, and those images will be used against you if you are charged with illegal low flying. In addition, the FAA will subpoena your GPS data and use it.

Low pressure brake pedal reservoir top rod attachment broken

During a inspection one dear fellow Fouga owner found that at a front brake pedal,
the rear brake reservoir top rod attachment was broken.

Please inspect as soon a possible

Fly Safe

Fouga Magister CM170 flight training available

With over 1000 hours of flight in the Fouga Magister CM170 and maintenance on them during the last 23 years, I can now offer Upset recovery training, Jet training, High altitude and high performance training, Fouga CM170 flight training toward the type rating, 61.58 Pilot-in-command proficiency check in the Fouga.

 

With 3 Fougas available, 2 with Marbore VI and one with Marbore II, you will never have your flight training cancelled.

New Regulation 8130-2H

Now the new regulation is the 8130-2H
Nothing changed about the Fouga
http://www.faa.gov/aircraft/draft_docs/media/draft_order_8130.2.pdf