Searching for Safety Pilot in Central/Southern TX (Time build to 1500hrs)

ClaxStarr said:
I'm building time to 1500 and putting 100-140 hours a month on it and I'm looking for someone to pay for gas (pro-rata split costs).
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Dang. That's a LOT of flying out of pocket. Are you going anywhere or just boring holes in the CAVU skies of West Texas?
 
Awesome man!! I am no where close, so not adding any value to your ask... But would love to see the pics of ur panel

Sent from my SM-G935V using Tapatalk
 
If either you get your CFI, or you team up with another CFI, then I *think* you can both log PIC time.
 
Wouldn't it be cheaper and look much better to just get s job and get the hours that way?
 
James331 said:
Wouldn't it be cheaper and look much better to just get s job and get the hours that way?
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Sorta thinking the same thing once the CPL is accomplished... banner or glider tow, jump plane, etc.

But until then, keep doing Operation Airdrop. Also consider Pilots n Paws and Angel Flight. The latter two will add a good sense of accomplishment in addition to the hours in your logbook.

If you find yourself up near KDTO, let us know so some of the DFW gang can link up and share some hangar flying with you.
 
ClaxStarr said:
You can either do it that way, or have one person be under the hood for simulated instrument time and one person being the designated safety pilot.
My understanding is that if you switch off legs and each get 50+mile legs you can both log PIC and XC time.
This has been the consensus with multiple CFI/CFII's that I've talked to as well.
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Wow, I didn't know this. I may be interested in your offer then, when I get back to the US in a about a month. I need 500 more hours PIC time. I have a few dozen hours in a PA28-181 Archer II.
 
Why get a job flying? If you can fly 150 hrs a month you must be independently wealthy already
 
OAD is shifting their focus toward Florida. So if you can find cheep lodging near their supply base, you could do several runs a day/week for them.

And check into Angel Flight South Central, www.angelflightsc.org
 
ClaxStarr said:
The plan is.....
1) Get instrument and commercial done and get up to 500hrs.
2) Network like crazy until then (be a airport rat) and hopefully make a friend that knows a guy that flies Citations/King Airs/ whatever.
3) Get a job with some outfit that would allow me some better looking aircraft time.
4) On days that I'm not flying for work, fly my plane the regular 5-6hrs.

The problem is that the glider outfit here is not looking for anyone, the flight schools aren't busy enough to justify being a full time CFI (I'm talking 30-40hrs a month that the current CFI's are getting), and at the moment, jobs that I see flying charter / pipeline patrol / etc are requiring 1500+ hrs.

I'm even keeping ears open for gigs in Houston/Austin/Dallas as I could easily fly my plane to work, park it, and hop in their plane. Time is time.

As for now I'm only at 150hrs and still need to complete more ratings before anyone will even look at me.
Speed is the name of the game though...
I'd rather pay out of pocket and get 1500 hrs in a year instead of getting paid the meager CFI wage and take 3 yrs to get there.

Having said that though, im always open to suggestions!
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Sounds like a expensive way to go about it, is this a you don't want to move thing or something?

Tons of jobs out there if you don't mind moving
 
Wow sounds like a nice Cherokee..dual G5s and a 430
 
ClaxStarr said:
Speed is the name of the game though...
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See, I would think some quality time building somewhere in there would be the name of the game. If I had my choice of pilots to fly my family and the choices were some guy that flew 5-6 hrs a day to build hours as fast as humanly possible and some guy that flew just about *any* other relevant flying, I know which one I would choose. Of course, I suppose someone will say, 'you'll never know which one you got".
 
ClaxStarr said:
Hey gang,
I've got a 1969 PA-28-140 with 430WAAS, dual G5's, JPI FS-450 Fuel monitor, and Stratus USB charger (for Foreflight Ipad).
(SUPER easy to fly)
It's IFR certified and a pretty smooth bird.
I'm building time to 1500 and putting 100-140 hours a month on it and I'm looking for someone to pay for gas (pro-rata split costs).
We would switch off going under the hood on each leg in order to both log PIC time.
I've been pulling the power back at altitude and flying at 85-90mph at 2300rpm and gettting 6-6.5 gph which comes to about $20-25/hr flight time.

I'm located in north San Antonio, TX and don't mind flying a bit to pick anyone up each day.

If you or anyone else is wanting to build time QUICK this is the way to go!
Send me a PM or text at 832 538 3859
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Not sure this passes the smell test. From the Office of the General Counsel:

"This responds to your request for a legal interpretation postmarked April 4, 2013. Your letter requests clarification concerning the logging of pilot-in-command (PIC) time under 14 C.F.R. § 61.51(e) as it applies to multiple pilots in a twin-engine aircraft.
Your letter presents a scenario in which Pilot A and Pilot B rent a twin-engine aircraft certificated for single pilot operation so that Pilot A may make several practice approaches in order to maintain instrument currency. Both pilots have appropriate ratings for the aircraft. To simulate instrument flight rules (IFR) conditions while flying in visual meteorological conditions (VMC), Pilot A puts on a view-limiting device after takeoff and Pilot B acts as a safety pilot for that portion of the flight. Pilot A is the sole manipulator of the controls throughout the entire flight. Your letter asks who may log multi-engine PIC time in this scenario.

Section 61.51(e) governs the logging of PIC flight time, and states in pertinent part that a sport, recreational, private, or commercial pilot may log PIC time for the time during which that pilot is "the sole manipulator of the controls of an aircraft for which the pilot is rated or has privileges" or "acting as pilot in command of an aircraft on which more than one pilot is required under ... the regulations under which the flight is conducted."
Your letter references the Legal Interpretation to John Speranza (Dec. 4, 2009), however, the Legal Interpretation to Jeff Gebhart (June 22, 2009), which is enclosed, is more applicable to your question.

Mr. Gebhart's letter presented a scenario in which two pilots are flying during VMC conditions in an aircraft for which both pilots have appropriate ratings. Pilot A flies the aircraft and Pilot B acts as the pilot-in-command. We informed Mr. Gebhart that in this scenario Pilot A may log the entire flight as PIC flight time "because that pilot was the sole manipulator of the controls for the entire flight." Additionally, Pilot B may log PIC time for the time during which Pilot B acted as the safety pilot for Pilot A's simulated instrument flight "because Pilot B was a required flight crewmember for that portion of the flight" under 14 C.F.R. § 91.109(c).
In the scenario you present Pilot A may log the entire flight as PIC time as that pilot is the sole manipulator of the controls for the entire flight.

Assuming that Pilot Bis acting as PIC for the flight, Pilot B may log any portion of the flight during which Pilot A operated in simulated instrument flight and Pilot B acted as the safety pilot because Pilot B's presence is required for that portion of the flight under § 91.109(c).

However, if Pilot A is acting as PIC for the flight, then only Pilot A may log PIC time during the flight. Pilot B is a required crewmember under § 91.109(c) and may log second-in-command (SIC) time under§ 61.51(f) during the time that Pilot A operates in simulated instrument conditions. See Legal Interpretation to William F. Trussell (July 24, 2012) (enclosed).
These logging rules apply regardless of whether the pilots are flying a multi-engine aircraft."

The FAA has seen thousands of attempts to make the regulations fit a particular pilot's scenario and they are seldom if ever fooled.

Bob Gardner
 
it might be best Net Present value for him to do it this way

let's sya his cost to fly is $50 (25 fuel and 25 MX)

he splits that with someone else. so he essentially pays $25/hr to fly per hour of PIC.

if he needs 1,200 hours that's $30,000
flying 6 hours a day is 200 days to ATP

If he takes a job flying, is he going to get 6 hours a day or is he going to get 0 one day, 8 another day, 3 the next day, etc? While those hours are "free", he potentially gets to the airlines a lot sooner by flying a ton every day, even if he has to pay for it himself, and probably makes that money back in about 2 years through faster advancement.

Ideally, he'd find a job that pays him x hours per day and still flew the other 2-3 on his dime. the problem is, he'd not be able to get a partner then, as he'd have a hard time arranging "shared" flight time if he's scheduling around a job
 
I'd love to be a fly on the wall during his interview when they look at this hours vs work history.

Shy of desperate regionals, don't think his method is going to exactly put him ahead in the job seeker herd
 
James331 said:
I'd love to be a fly on the wall during his interview when they look at this hours vs work history.

Shy of desperate regionals, don't think his method is going to exactly put him ahead in the job seeker herd
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So to "qualify" for an entry level job you need to have been paid to acquire the 1500 hours?
 
paflyer said:
So to "qualify" for an entry level job you need to have been paid to acquire the 1500 hours?
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Need no, but I'd rather hire someone who WORKED as a pilot, not just someone who did their own burger run thing for 1500hrs, as someone who has flown a decent amount both for myself and for work, there is a difference in the flying.
 
MauleSkinner said:
Yeah, also pointed out in a previous thread, but the OP doesn't agree with that interpretation. :rolleyes:
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Should be caught by the recommending CFII...if not, by the DE.

Bob
 
Your going to get a lot of flack here - it is part of what PoA is. Some of it could very well be factual and some of it may just be typical opinions. I can't say anything about the legalities of the whole PIC/safety pilot thing so I won't comment there.

The fella who owned my Cherokee before me did EXACTLY what you are doing. He is an American Airlines mechanic in Chicago. Interestingly enough he kept this airplane in Phoenix (his dad lives here). He would fly down here for two weeks at a time and literally fly like 8-10 hours a day. He put 1000 hours on this airplane in two years. Totally insane to me, but he got it done. He didn't have any issues with regionals not liking the fact that he paid his way and didn't go the CFI route, etc.
 
ClaxStarr said:
hahaha I think you know what I meant!

*wipes brow* now i'm going to go grab a beer.
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yeah....I knew what ya meant..... just yankin' your chain bud..!!!

Sounds like a good plan, I am sure you will hit some snags, but that is part of flying.

Man, it's been years since I had a beer on the river walk....
 
Something I might consider doing. Sounds safer than getting hundreds of hours towing banners for barely any money
 
I am out of Stinson in SAT. Just passed my checkride. So all I have flown is the 172 lol. I will probably be looking for a safety pilot soon so I can get my hood hours eventually.
 
Sky Safety might be looking for CFI. They are needing them I think. Few just leaving to the regional airlines.
 
Now THERES a guy that knows how to use the 'quote' function! Good job!

Claxx, you might have convinced me if that's what youre doing. Kinda sounded like you were going up, plugging in the autopilot and surfing the 'net for 6 hours a day. Doing 'meaningful' x/c work is probably a good way to do it if you can fund all that, which it sounds like youre doing. Come up to DTO some time. I'll go somewhere with ya!
 
@ClaxStarr ... I know of someone who is nearing captain at Skywest. If you want some insight as to how to qualify for the interview, be successful during the interview, then make the most of the employment opportunity, I'll share her information.
 
Never really understood the hours requirements. I get experience requirements and demonstrated ability but hours is nonsense.

Let's say a guy had 200 hours in a tailwheel airplane but flew it 3 hours at a time and made 1 landing each time vs. a guy who has say 65 hours and 250 landings which guy has more experience?

A guy who has significant CFI time has demonstrated his ability to keep ahead of the student and the airplane and in theory teaching something makes you better at it.

Time sitting in the seat doesn't mean all that much. IMHO
 
"Pilot A gets to log XC & PIC for the entire flight, while Pilot B gets to log PIC, but not XC, for the duration of A’s under the hood time (which you can make damn near the entire flight)."


This way, Pilot A and Pilot B can switch roles for different portions of the day’s routing and yes both do not log PIC & XC for the entire portion, but both will get the benefit of logging PIC for almost the entire time, while also logging XC for half of the day’s flight time.





Show me where it says that in 61.51(e). Over the years, the General Counsel has made it pretty clear that the person who is the Part 1 PIC (responsible for the safety of flight) retains that designation for the duration of the flight. You can't magically become PIC in mid-flight. Get real: Pilot A is under the hood; Pilot B's responsibility is collision avoidance...not flying the airplane, not navigating, not communicating...how can you relate that to being PIC?

Bob
 
bobmrg said:
Show me where it says that in 61.51(e). Over the years, the General Counsel has made it pretty clear that the person who is the Part 1 PIC (responsible for the safety of flight) retains that designation for the duration of the flight. You can't magically become PIC in mid-flight. Get real: Pilot A is under the hood; Pilot B's responsibility is collision avoidance...not flying the airplane, not navigating, not communicating...how can you relate that to being PIC?

Bob
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Is that not exactly what this says? Pilot A = PIC for the full flight, Pilot B = PIC for portions when Pilot A is under the hood and VFR IF Pilot B is acting PIC for the flight.

bobmrg said:
We informed Mr. Gebhart that in this scenario Pilot A may log the entire flight as PIC flight time "because that pilot was the sole manipulator of the controls for the entire flight." Additionally, Pilot B may log PIC time for the time during which Pilot B acted as the safety pilot for Pilot A's simulated instrument flight "because Pilot B was a required flight crewmember for that portion of the flight" under 14 C.F.R. § 91.109(c).
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Cooter said:
Is that not exactly what this says? Pilot A = PIC for the full flight, Pilot B = PIC for portions when Pilot A is under the hood, and VFR IF Pilot B is acting PIC for the flight.
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If I were still a DE and this came up in a logbook review I would view it as suspicious. 'Nuf said.

Bob
 
Cooter said:
Is that not exactly what this says? Pilot A = PIC for the full flight, Pilot B = PIC for portions when Pilot A is under the hood, and VFR IF Pilot B is acting PIC for the flight.
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Exactly
 
bobmrg said:
If I were still a DE and this came up in a logbook review I would view it as suspicious.

Bob
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Your suspicions would be based on what? I am only going on what you posted, but I don't see how else to interpret it. If what you posted is authoritative, I don't think you'd have any grounds for your suspicion.
 
@AggieMike88 - This might be a TW question, but does AF accept BasicMed or do they want Third Class? The website isn't clear on that.
 
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