luvflyin
Touchdown! Greaser!
Yeah. I think I will. I think I was seeing some "ands" that weren't there.
Yeah. I think I will. I think I was seeing some "ands" that weren't there.
denverpilot
Tied Down
Yup. Gotta have a retract for initial, and the guy I'm training with has a Seminole. And two fixed gear Cessnas.
(Plus we'll probably use my 182 for the add-on...)
luvflyin
Touchdown! Greaser!
It starts at a 61.51 (e) (1) (iv). It doesn't seem to be pertinent to the questions of this thread. I can't figure out what it applies to.
jaybee
Cleared for Takeoff
Generally speaking it applies to someone doing a type rating where in the guy supervising may not be a CFI but hold an ATP, if I remember right
luvflyin
Touchdown! Greaser!
I was scratchin my head over that one. It lead me to jump to a wrong conclusion about this thread. I was thinking it could be something about a CFI giving instruction to a CFI candidate.
mscard88
Touchdown! Greaser!
Thanks for the kind words, well, as long as I'm not one of the ones in parentheses.
Larry in TN
En-Route
That's becoming more common these days due to the lack of availability of single-engine complex airplanes for rent. Applicants use the a A:MEL to meet the commercial complex requirement and get their Comm-A:MEL as their initial Commercial. They then add-on the Comm-A:SEL in a fixed-gear single.
I did my Commercial A:SEL and A:MEL on the same day using a C-310 for the complex tasks and a C-152 for everything else as I already had both single and multiengine ratings on my Private.
jaybee
Cleared for Takeoff
Roger, I was just confirming what he said because otherwise he would have been 61.63.
denverpilot
Tied Down
Yup you got it.
The cost of maintaining retract singles that were really never designed to have their butts kicked quite as hard as most training places are kicking them, and therefore the short supply of retract aircraft that owners are willing to subject to the wear and frankly, damage, that training causes on the poor gear -- and the astronomical price tags on some of the components in retracts -- is pushing the change to taking initial rides in twins.
I know if I owned a retract single I wouldn't let it anywhere near a flight club without setting the price tag for rental appropriately high to cover the inevitable damage just through wear. And let's not kid ourselves, it'd probably eventually be involved in a gear up, too. That isn't cheap to fix.
A local CFI candidate had the nose gear of a 182RG fold on his last landing of his flight practical last year or the year before. He was also flying with a Fed for it (a lot of initials here are DPEs, the FSDO is way overloaded). Not funny, but he had completed all tasks and passed. The Fed turned to him and said "Congratulations. Now let's get this airplane off the runway and we have more paperwork to do."
The owners that seem way more willing to leaseback aircraft these days are the brandy-new Cirri. They want to offset that purchase price, and I more than a little suspect that the upcoming "advanced avionics aircraft" that will qualify for the Commercial when FAA gets around to it, will amazingly just happen to have on-board requirements that just happen to meet what a glass panel Cirrus has on board. Hmmm. Go figure. (Politics. Heh.) The local area is awash in Cirri on leaseback at very high rates.
At that price point, if you're going to need it or just want it, renting the light twins isn't that much more money in the Grand Scheme of things. You'll probably need more time in it than the single, which ups the price, and you could get unlucky on scheduling and other problems that pushes that number even higher, but the flip side is that more twin time is going to be better than less for proficiency overall.
I'm probably the "bad" example of that fiscal possibility with just over 40 hours in the twin now, which shouldn't have been necessary, but I also can tell I'm a lot more comfortable and confident in that airplane at 40 than I was at 20. I can do stuff like plop that thing on a spot on the runway now without a voice in my head wondering if the outcome will be what I want. It's a noticeable difference.
(It's also a noticeable difference to my wallet, I won't lie. Ha. When every "workout" flight bills out to $500-$600 with instructor, the little ding from your banking app on your phone post-flight turns into a reason to cringe a little! Haha.)
And it won't hurt down the road for insurance reasons if I get an opportunity to teach in one. I don't expect anyplace or anyone will really need that, right away, but you never know. Light twins do kinda grow on you, even if you know they have some manners that would happily kill you real quick if you're not proficient.
Sí, señor. ¡Es verdad!
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