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Bob Gardner
Do you need a 135 to fly ad hoc freight?
If you receive compensation, even if it is flight time, it is a Part 135 operation. No such thing as "ad hoc."
Bob
Do you need a 135 to fly ad hoc freight?
Well, if you engage in common carriage you need an operators certificate. Compensation of the pilot (with even flight time) requires a commerical pilot certificate.If you receive compensation, even if it is flight time, it is a Part 135 operation. No such thing as "ad hoc."
It is not listed in the operations NOT governed by Part 119, so yes.OK, so you do need a certificate to fly commercial freight. Legally. Right?
(d) This part does not govern operations conducted under part 91, subpart K (when common carriage is not involved) nor does it govern operations conducted under part 129, 133, 137, or 139 of this chapter.
(e) Except for operations when common carriage is not involved conducted with airplanes having a passenger-seat configuration of 20 seats or more, excluding any required crewmember seat, or a payload capacity of 6,000 pounds or more, this part does not apply to—
(1) Student instruction;
(2) Nonstop Commercial Air Tours conducted after September 11, 2007, in an airplane or helicopter having a standard airworthiness certificate and passenger-seat configuration of 30 seats or fewer and a maximum payload capacity of 7,500 pounds or less that begin and end at the same airport, and are conducted within a 25-statute mile radius of that airport, in compliance with the Letter of Authorization issued under §91.147 of this chapter. For nonstop Commercial Air Tours conducted in accordance with part 136, subpart B of this chapter, National Parks Air Tour Management, the requirements of part 119 of this chapter apply unless excepted in §136.37(g)(2). For Nonstop Commercial Air Tours conducted in the vicinity of the Grand Canyon National Park, Arizona, the requirements of SFAR 50-2, part 93, subpart U, and part 119 of this chapter, as applicable, apply.
(3) Ferry or training flights;
(4) Aerial work operations, including—
(i) Crop dusting, seeding, spraying, and bird chasing;
(ii) Banner towing;
(iii) Aerial photography or survey;
(iv) Fire fighting;
(v) Helicopter operations in construction or repair work (but it does apply to transportation to and from the site of operations); and
(vi) Powerline or pipeline patrol;
(5) Sightseeing flights conducted in hot air balloons;
(6) Nonstop flights conducted within a 25-statute-mile radius of the airport of takeoff carrying persons or objects for the purpose of conducting intentional parachute operations.
(7) Helicopter flights conducted within a 25 statute mile radius of the airport of takeoff if—
(i) Not more than two passengers are carried in the helicopter in addition to the required flightcrew;
(ii) Each flight is made under day VFR conditions;
(iii) The helicopter used is certificated in the standard category and complies with the 100-hour inspection requirements of part 91 of this chapter;
(iv) The operator notifies the FAA Flight Standards District Office responsible for the geographic area concerned at least 72 hours before each flight and furnishes any essential information that the office requests;
(v) The number of flights does not exceed a total of six in any calendar year;
(vi) Each flight has been approved by the Administrator; and
(vii) Cargo is not carried in or on the helicopter;
(8) Operations conducted under part 133 of this chapter or 375 of this title;
(9) Emergency mail service conducted under 49 U.S.C. 41906;
(10) Operations conducted under the provisions of §91.321 of this chapter; or
(11) Small UAS operations conducted under part 107 of this chapter.
I would suggest that if you've insulated yourself so completely from non-121 commercial flying for so long that a retirement business outside of aviation would probably have a much better chance of success.I work for a 121 operator and have for decades. This will be my first venture into my own operation, and I am still evolving in this area.
"Ad hoc" as in "overload", v "scheduled".If you receive compensation, even if it is flight time, it is a Part 135 operation. No such thing as "ad hoc."
Bob
I would suggest that if you've insulated yourself so completely from non-121 commercial flying for so long that a retirement business outside of aviation would probably have a much better chance of success.
Didn't we have this thread like 6 months ago ?
Nobody with 20,000 hours wants to fly a Navajo.
Nobody wants to sight-see with a wing in the way.
Nobody wants to pay Navajo prices to get a multi rating.
Nobody wants their Navajo used for multi training.
Nobody with decades of 121 experience calls themselves "Piperboy".
Bye.
dtuuri
Can't get past the parole board and need to pass the time?I am still trying to figure out the angle of folks who start those threads. What is the gain ?
In my language, we call these people "fah'qwads"
Nobody with 20,000 hours wants to fly a Navajo.
The flight was VFR, despite a cloud layer. We climbed slowly at about 200 fpm to 6500, making me wonder what the loss of one engine would do. When we started clipping the tops of the broken cloud layer below us, the pilot found a hole and descended to 2500, to finish crossing Cook's Inlet. Great scenery.
He's still there,but under a different moniker.It's all fun and games until Myron the '20,000hr 121' Troll makes up NOTAMs and files real complaints against real pilots with the FAA.
It's all fun and games until Myron the '20,000hr 121' Troll makes up NOTAMs and files real complaints against real pilots with the FAA.
Pretty much. Anyone with 121 experience should have the legalities of a commercial operating certificate down.
Nobody with 20,000 hours wants to fly a Navajo.
Nobody wants to sight-see with a wing in the way.
Nobody wants to pay Navajo prices to get a multi rating.
Nobody wants their Navajo used for multi training.
Nobody with decades of 121 experience calls themselves "Piperboy".
Bye.
dtuuri
Well, maybe. Tons of 121 experience does not necessarily equate to knowledge of the 135 or 91 world. All of these questions/scenarios are reasonable for someone who has not been around it at all.Pretty much. Anyone with 121 experience should have the legalities of a commercial operating certificate down.
Judgmental, aren't you?Nobody with 20,000 hours wants to fly a Navajo.
Nobody wants to sight-see with a wing in the way.
Nobody wants to pay Navajo prices to get a multi rating.
Nobody wants their Navajo used for multi training.
Nobody with decades of 121 experience calls themselves "Piperboy".
Bye.
dtuuri
You are either not who you claim to be or you got your ATP out of a chewing gum machine. I know a number of airline pilots, none of them ever had an urge to tell me about their hours or the influential people they know. If I had a question on part 119 legalities or op-specs they would be my go-to people. They may not know the answer, but they have a network of contacts like charter operators or aviation attorneys who have those real world answers.
YOU should be the one who can chime in on a thread about part 119/135 operations and fill us in on the details.
I never tell people about my experience, unless someone asks, and someone did ask on the first page of this thread. You doubted it, so I attached a copy of my logbook.
I am not claiming anything here, a nickname, few threads, some posts.
Why do you think knowledge of 121 ops equates to expertise on 119/135 operations? They are two separate things.YOU should be the one who can chime in on a thread about part 119/135 operations and fill us in on the details.
@Piperboy, I'll comment from my experience as a business mentor with SCORE (www.score.org):
Your question is a little like saying: "I've bought myself a band saw. What kind of paid work can I do with it?" The problem is that the market need may not be for bandsaw work. The customers may need to have holes drilled or to have pipes welded.
Two boring old mantras apply: "Find a need and fill it." and "What is your unique selling proposition?" The implications of both is that you don't select tools before you find a market. Then you stock your shelves or your tool box according to what you find.
I'd suggest that you forget about the Navajo even if you already own it. Start looking for aviation-related needs in your area -- ideally needs that are not being served at all, are being inadequately served, or are being badly served. Then put some numbers together, project your revenue and costs to see if there might be a tenable business for you. At that point you can start worrying about the tool box.
The irony of that judgment isn't lost on me. Btw, nobody keeps 20,000 hours in minutes. Oh, and how does day time plus night time exceed total time by nine hours, eight minutes? An airline pilot wouldn't carry mistakes forward, they'd fix 'em first.Judgmental, aren't you?
Damn... you guys are rough. Actually rude.
Give the guy a break. I'm miffed why so many people here want to drive off new members.
My electronic log uses minutes vs tenths, and I'm a 20,000 guy.
Oh, c'mon. Nobody wants to drive Piperboy off. NOBODY!Damn... you guys are rough. Actually rude.
Give the guy a break. I'm miffed why so many people here want to drive off new members.
My electronic log uses minutes vs tenths, and I'm a 20,000 guy.
Oh, c'mon. Nobody wants to drive Piperboy off. NOBODY!
dtuuri
And this kind of comment positively contributes to the discussion, how? dtuurri, please go lay by your dish until the urge to be nasty passes. It is completely inappropriate. My favorite internet cartoon: https://en.wikipedia.org/wiki/File:Internet_dog.jpgThe irony of that judgment isn't lost on me. Btw, nobody keeps 20,000 hours in minutes. Oh, and how does day time plus night time exceed total time by nine hours, eight minutes? An airline pilot wouldn't carry mistakes forward, they'd fix 'em first.
dtuuri
Yup. But God forbid I use $&#* as a joke and I get a vacation.The amount of douchebaggery on PoA is amazing, and amazing that the main practitioners are tolerated by the moderators.