MauleSkinner
Touchdown! Greaser!
If that was everybody’s goal, imagine where we’d be.The checkride, including the oral, was fairly easy - definitely easier than the training.
If that was everybody’s goal, imagine where we’d be.The checkride, including the oral, was fairly easy - definitely easier than the training.
Making it as easy as possible for the DPE to confirm compliance is always a good idea. One method is to print a list of each requirement and the date on which it was documented in the logbook. I'd think most examiners would check one or two of them then move on.That's it. People will often cite the regulation in the notes, which I think can be helpful when an examiner is reviewing the logs (particulary if the entry was made by the CFI) but it's not necessary.
You don't need 10 hours of partial panel/unusual attitude. The 10 hours must INCLUDE those things.Ok so at my flight school, pretty much everyone is a student pilot and only a few are in for instrument training.
Practically no one is in commercial.
It makes me wish I went to an accelerated school due to these issues.
None of my TAA flights were logged as TAA.
Only 6.4 of my Instrument hours are actually logged as "partial panel/unusual attitude" as someone suggested is required to be logged.
I just don't want to pay for hours that I've already done.
You can add additional detail to your log entries at any time as long as those details are accurate. There are a number of ways to indicate that an airplane is a TAA. You can note it in the remarks or create a TAA column to log the required TAA time. As long as it is accurate and reliably document the requirements of part 61, the entry will meet the requirements of 61.51(a).None of my TAA flights were logged as TAA.
You are still reading things into the regulation that aren't there. Those are just two items that must be included in the 10 hours of instrument instruction. It sounds like they are already logged so that requirement is met.Only 6.4 of my Instrument hours are actually logged as "partial panel/unusual attitude" as someone suggested is required to be logged.
Did you read my previous posts about logging the requirements specified in part 61?
You can add additional detail to your log entries at any time as long as those details are accurate. There are a number of ways to indicate that an airplane is a TAA. You can note it in the remarks or create a TAA column to log the required TAA time. As long as it is accurate and reliably document the requirements of part 61, the entry will meet the requirements of 61.51(a).
You are still reading things into the regulation that aren't there. Those are just two items that must be included in the 10 hours of instrument instruction. It sounds like they are already logged so that requirement is met.
I would recommend spending some time with your CFI on how to parse the requirements in the regulation. That will help you with this as well as improve your skills in interpreting any regulation.
They are clear. Don't mix and match what's written.Im reading into it because I want to he as precise as possible.
As clear as the FAA thinks they are when writing the regs, they most certainly are far from making it clear.
This is why the best way for me to understand is if someone describes their experience and what they did, for example, "after instrument rating. I flew x amount of hours to meet this commercial requirements in x plane, then flew x amount of hours to satisfy x requirement, and in total flew x amount of hours in x airplane just before the checkride"
In this method, I can see a clearer roadmap.
Im trying to be as efficient as possible. I've already wasted so much money in the past or because instructors didn't clarify or didn't want to, I want to be efficient with this
How will you judge if they did it correctly?This is why the best way for me to understand is if someone describes their experience and what they did
In some cases that may be true, but in most cases it's the reader not reading it clearly.As clear as the FAA thinks they are when writing the regs, they most certainly are far from making it clear.
I bet they were. You filled out the column for the aircraft registration number, no? Is the airplane with that N-Number a TAA?None of my TAA flights were logged as TAA.
Standard stuff.Some of my instrument training had the instruction “also 61.129” written in the memo. It was accepted by my DPE.
You keep coming back to instructors not doing their job. Based on your unwillingness/inability to accept the answers you’re given here, and your unwillingness to read the regs without adding into them, I’d suspect it’s not really an instructor problem.Im reading into it because I want to he as precise as possible.
As clear as the FAA thinks they are when writing the regs, they most certainly are far from making it clear.
This is why the best way for me to understand is if someone describes their experience and what they did, for example, "after instrument rating. I flew x amount of hours to meet this commercial requirements in x plane, then flew x amount of hours to satisfy x requirement, and in total flew x amount of hours in x airplane just before the checkride"
In this method, I can see a clearer roadmap.
Im trying to be as efficient as possible. I've already wasted so much money in the past or because instructors didn't clarify or didn't want to, I want to be efficient with this
To be as precise as possible, you should precisely read precisely the regulation. Reading other things into or out of the regulation is an imprecise reading. Understanding the regulation by asking for examples instead of reading the regulation is an imprecise reading, particularly when you're asking for examples from a group who generally did not meet the regulation through precisely the minimum requirements. It's like asking the gray-haired day drinkers in a biker bar to explain how they met the age requirement to drink there and then concluding that local law requires people to be over 50 and throw a mean right hook to enter a bar.Im reading into it because I want to he as precise as possible.
As clear as the FAA thinks they are when writing the regs, they most certainly are far from making it clear.
This is why the best way for me to understand is if someone describes their experience and what they did, for example, "after instrument rating. I flew x amount of hours to meet this commercial requirements in x plane, then flew x amount of hours to satisfy x requirement, and in total flew x amount of hours in x airplane just before the checkride"
In this method, I can see a clearer roadmap.
Im trying to be as efficient as possible. I've already wasted so much money in the past or because instructors didn't clarify or didn't want to, I want to be efficient with this
It sounds like your son was a living human at the time, making this not a solo flight. It doesn’t count toward that requirement.I've met the 300nm cross country requirement. Several times. One time, to visit Dad with my son, ~800nm away.
With one stop because Josh didn't pee before we left, one stop at my planned fuel stop, and a stop at the destination. So, there's the 300nm requirement, with 3 landings at different airports along the way, with one being more than 250nm from point of departure.
Did your CFI enjoy those trips enough to sign them off as dual?A subsequent trip to Dads house meets the requirement for the Day 2hr cross country, Or I can use a trip to my sisters house in south GA.
Like @iamtheari , I don't see evidence in your post that you meet ANY of the requirements.For example; I've met the 300nm cross country requirement. Several times. One time, to visit Dad with my son, ~800nm away.
With one stop because Josh didn't pee before we left, one stop at my planned fuel stop, and a stop at the destination. So, there's the 300nm requirement, with 3 landings at different airports along the way, with one being more than 250nm from point of departure. Meets the requirement in that part. A subsequent trip to Dads house meets the requirement for the Day 2hr cross country, Or I can use a trip to my sisters house in south GA. I've logged more than ten hours of night VFR, so I can knock out the 10 night landings with an operating control tower in about two hours (full stop, taxi back). I need the 10 hours instrument, and ten hours complex/taa/turbine. And the 3 hours prep. According to the logs, I meet all the other requirements.
Include me in the group.Like @iamtheari , I don't see evidence in your post that you meet ANY of the requirements.
You need to read up on which requirements need to be solo and which are instructional and therefore need a CFI along.
I bet they were. You filled out the column for the aircraft registration number, no? Is the airplane with that N-Number a TAA?
But I guess if one continually searches for problem, they will find them whether they exist or not. I think you have a bad case of Regulitis. Hopefully not Reglexia which might be disqualifying for a 2nd class medical.
Regaphobia. A self-fulfilling, irrational fear of reading regulations based on a belief they are incomprehensible. The sufferer simply avoids even trying.Regulitis. Psychological conditon which causes people of average or better intelligence to lose basic reading comprehension skills when looking at regulations. It is sometimes associated with the FAA-Anon movement whose followers believe all FARs have hidden meanings.Fortunately, regulitis is a psychological condition as opposed to the more serious Reglexia, which is a neurological condition.
Where does it state that there needs to be an instructor on board for the long cross country flight?14CFR 61.129
(4) Ten hours of solo flight time in a single engine airplane or 10 hours of flight time performing the duties of pilot in command in a single engine airplane with an authorized instructor on board (either of which may be credited towards the flight time requirement under paragraph (a)(2) of this section), on the areas of operation listed under § 61.127(b)(1) that include—
(i) One cross-country flight of not less than 300 nautical miles total distance, with landings at a minimum of three points, one of which is a straight-line distance of at least 250 nautical miles from the original departure point. However, if this requirement is being met in Hawaii, the longest segment need only have a straight-line distance of at least 150 nautical miles; and
(ii) 5 hours in night VFR conditions with 10 takeoffs and 10 landings (with each landing involving a flight in the traffic pattern) at an airport with an operating control tower.
14 CFR 61.51(d)There is no definition of "solo" in the 61.1.1, but I'll concede that it can be construed as being the sole occupant, rather than PIC being sole manipulator of the controls.
But it’s very clearly defined in 61.51,There is no definition of "solo" in the 61.1.1,
Apparently that flight with your son doesn't countOK I concede to the two 2 hour cross country flights should be conducted as training with an instructor.
However;
Where does it state that there needs to be an instructor on board for the long cross country flight?
There is no definition of "solo" in the 61.1.1, but I'll concede that it can be construed as being the sole occupant, rather than PIC being sole manipulator of the controls. Still, I've logged several many over 300nm cross country flights that do meet the solo requirement, including landings at 3 points with one being a minimum of 250nm from point of departure. The example given with my son on board being but one. So, I believe I still meet that requirement.
It doesn’t say that. But it does say it must be solo. It’s very clear.Where does it state that there needs to be an instructor on board for the long cross country flight?
I hope your confusion continues and you never get your commercial pilot license. At least not until you correct your respect for the rules. Your flippant attitude toward the regulations will get people killed and I don’t think that they should pay you for the privilege.Apparently that flight with your son doesn't count
But just count it anyway.
It's not like this can be checked. And to redo a 300nm flight which let's be honest for most people means 600nm, is brutal.
Why would they want you to fly 300nm solo for commercial when your supposed to carry passengers and get used to it? Weird
Cool. The recommendation to lie about meeting regulatory requirements (a federal criminal offense too) puts all your other questions in their proper context.Apparently that flight with your son doesn't count
But just count it anyway.
It's not like this can be checked. And to redo a 300nm flight which let's be honest for most people means 600nm, is brutal.
Why would they want you to fly 300nm solo for commercial when your supposed to carry passengers and get used to it? Weird
61.51 - The “Universal Rule of Logging Flight Time.”14 CFR 61.51(d)
Nobody said there was. There isn’t.Where does it state that there needs to be an instructor on board for the long cross country flight?
A 300 mile flight, even if you double back, is not brutal. Itks a fun adventure. If it’s too much of a time or mental energy commitment, or too expensive, then you need to either buck up and handle it like a pro or commit yourself to not going beyond private pilot.Apparently that flight with your son doesn't count
But just count it anyway.
It's not like this can be checked. And to redo a 300nm flight which let's be honest for most people means 600nm, is brutal.
Why would they want you to fly 300nm solo for commercial when your supposed to carry passengers and get used to it? Weird
Apparently that flight with your son doesn't count
But just count it anyway.
It's not like this can be checked. And to redo a 300nm flight which let's be honest for most people means 600nm, is brutal.
Why would they want you to fly 300nm solo for commercial when your supposed to carry passengers and get used to it? Weird
I hope your confusion continues and you never get your commercial pilot license. At least not until you correct your respect for the rules. Your flippant attitude toward the regulations will get people killed and I don’t think that they should pay you for the privilege.
Cool. The recommendation to lie about meeting regulatory requirements (a federal criminal offense too) puts all your other questions in their proper context.
That's why I have over 50,000 flight hours in 20 years.I agree. The OP's post here does really tie all of his/her previous posts and topics together nicely, doesn't it? Actually it makes it much easier to answer. The OP has mostly been concerned with how to do everything as efficiently as possible. Well, the answer is obvious, what could be more efficient than just not flying the requirements, but logging that you did? Easy to meet all the requirements in just a few minutes with your logbook.
I don't think there's any point in attempting to further answer the OP's questions, or help him/her out, given that post above.
And you still can’t come up with the logbook requirements for your Private checkride?That's why I have over 50,000 flight hours in 20 years.
I have 7 ATP ratings! (just don't check the FAA Airman Database to verify)And you still can’t come up with the logbook requirements for your Private checkride?
Well, you can't expect us not to check the airman database now! You've got a pretty interesting resume.I have 7 ATP ratings! (just don't check the FAA Airman Database to verify)
Are you sure he is English Proficient....or just current.Well, you can't expect us not to check the airman database now! You've got a pretty interesting resume.
Certificate: AIRLINE TRANSPORT PILOT
Date of Issue: 12/16/1903
Ratings:
AIRLINE TRANSPORT PILOT
AIRPLANE SINGLE ENGINE LAND
GLIDER
LIGHTER THAN AIR BALLOON
LIGHTER THAN AIR DIRIGIBLE
HANG GLIDER
LIGHTER THAN AIR 99 RED BALLOONS TIED TO A LAWN CHAIR
PRIVATE PRIVILEGES
AIRPLANE SINGLE ENGINE LAND
Limits:
ENGLISH PROFICIENT
I like that I am an ATP and Private for ASEL.Well, you can't expect us not to check the airman database now! You've got a pretty interesting resume.
Certificate: AIRLINE TRANSPORT PILOT
Date of Issue: 12/16/1903
Ratings:
AIRLINE TRANSPORT PILOT
AIRPLANE SINGLE ENGINE LAND
GLIDER
LIGHTER THAN AIR BALLOON
LIGHTER THAN AIR DIRIGIBLE
HANG GLIDER
LIGHTER THAN AIR 99 RED BALLOONS TIED TO A LAWN CHAIR
PRIVATE PRIVILEGES
AIRPLANE SINGLE ENGINE LAND
Limits:
ENGLISH PROFICIENT
Copy and paste error. I'll correct my post momentarily. I almost gave you a DC-3 seaplane rating but that would almost make sense in the real world, so I rescinded it.I like that I am an ATP and Private for ASEL.