A few Q's that have been on my mind lately.

"Maxwell" wrote in :


"Larry Dighera" wrote in message
...

Of course, in the event of simulated IMC (hood work) the safety pilot
(usually the CFI) is a required crew member.

Granted a safety pilot is often a CFI, but do the FARs even require this
persons to be certificated?


As an instructor? No. Just qualified in category and class.


Bertie

On Sun, 9 Dec 2007 15:18:36 -0600, "Maxwell"
wrote:


"Larry Dighera" wrote in message
.. .

Of course, in the event of simulated IMC (hood work) the safety pilot
(usually the CFI) is a required crew member.

Granted a safety pilot is often a CFI, but do the FARs even require this
persons to be certificated?

91.109(b)(1).

On Sun, 9 Dec 2007 15:18:36 -0600, "Maxwell"
wrote:


"Larry Dighera" wrote in message
.. .

Of course, in the event of simulated IMC (hood work) the safety pilot
(usually the CFI) is a required crew member.

Granted a safety pilot is often a CFI, but do the FARs even require this
persons to be certificated?


Think of it this way. If the PIC is flying blind in VMC, how can he
comply with the see-and-avoid regulations? If the safety pilot is not
does not hold an airmans certificate, how can he be expected to comply
with the see-and-avoid regulations? How would you feel about sharing
the skies with non-certificated aircraft operators?


http://ecfr.gpoaccess.gov/cgi/t/text... .1.3.10.2.4.5
§ 91.109 Flight instruction; Simulated instrument flight and
certain flight tests.

(a) No person may operate a civil aircraft (except a manned free
balloon) that is being used for flight instruction unless that
aircraft has fully functioning dual controls. However, instrument
flight instruction may be given in a single-engine airplane
equipped with a single, functioning throwover control wheel in
place of fixed, dual controls of the elevator and ailerons when—

(1) The instructor has determined that the flight can be conducted
safely; and

(2) The person manipulating the controls has at least a private
pilot certificate with appropriate category and class ratings.

(b) No person may operate a civil aircraft in simulated instrument
flight unless—

(1) The other control seat is occupied by a safety pilot who
possesses at least a private pilot certificate with category and
class ratings appropriate to the aircraft being flown.

(2) The safety pilot has adequate vision forward and to each side
of the aircraft, or a competent observer in the aircraft adequately
supplements the vision of the safety pilot; and

(3) Except in the case of lighter-than-air aircraft, that aircraft
is equipped with fully functioning dual controls. However,
simulated instrument flight may be conducted in a single-engine
airplane, equipped with a single, functioning, throwover control
wheel, in place of fixed, dual controls of the elevator and
ailerons, when—

(i) The safety pilot has determined that the flight can be
conducted safely; and

(ii) The person manipulating the controls has at least a private
pilot certificate with appropriate category and class ratings.

(c) No person may operate a civil aircraft that is being used for
a flight test for an airline transport pilot certificate or a class
or type rating on that certificate, or for a part 121 proficiency
flight test, unless the pilot seated at the controls, other than
the pilot being checked, is fully qualified to act as pilot in
command of the aircraft.

"Maxwell" wrote in message
...

Of course, in the event of simulated IMC (hood work) the safety pilot
(usually the CFI) is a required crew member.

Granted a safety pilot is often a CFI, but do the FARs even require this
persons to be certificated?



Goodness, the classic R.A.x response. Ask a simple, almost yes or no
question, get three different answers. Thanks guys, I have no doubt you are
all right.

I was actually navigating around FAA.gov last night in order to get
answers to questions of my own however on my CFI certificate in reads
"not valid without certificate no. xxxxxxxx", which is my ATP. To
excericse at least the commercial privelages one would need to
maintain at least a class II medical. Am I reading this correctly?

Bush

On Sat, 8 Dec 2007 16:47:46 -0800 (PST), buttman
wrote:

1) I've always been under the impression that a commercial certificate
is required to get the instructor certificate, but once you have it,
the commercial license is not needed anymore. This explains why you
can still get paid to instruct and sign students off without a valid
medical certificate.

So if you were to forfeit your commercial pilots license, of if the
FAA were to revoke it, you could still sign endorsements and do flight
reviews. Is this correct? If so, whats the point of the words "Must be
accompanied by pilot certificate #XXXXXXX" on the back of the
instructor certificate?

2) On sectional charts, the tops of class D and class C airspace is
listed as either [45] or [-45], meaning "up to and including 4,500ft",
and "up to but not including 4,500ft" respectively. I'm wondering,
whats the point of distinguishing between the tow? I assume one means
basically "from the ground to 4,500ft", while the other one means
"from the ground to 4,499ft". Whats the point?

3)Typically speaking, how do military airfields take to civilian
traffic landing there? There are a few Navy and Air Force airfields in
my area that I think would be pretty cool to do a touch and go at.
Theres this one thats about 50 or so miles south of me called Lemoore
which doesn't seem to be very busy at all. Heck, I think the tower
even closes on weekends.

They all say "transient traffic prohibited unless prior permission" in
thr AFD, but how strict do they hold to that? I guess it's different
from one place to the next, but generally speaking, if I were to call
them up, will they laugh at my face? Will they be like "oh yeah sure,
just call tower up before entering the class delta"? This goes for
private airstrips too.

I recently hit my goal of visiting every public use airport within a
100 mile radius of my home airport. Now I'll get started on the
private use ones. 8)

On Sun, 9 Dec 2007 16:30:23 -0600, "Maxwell"
wrote:


"Maxwell" wrote in message
...

Of course, in the event of simulated IMC (hood work) the safety pilot
(usually the CFI) is a required crew member.

Granted a safety pilot is often a CFI, but do the FARs even require this
persons to be certificated?



Goodness, the classic R.A.x response. Ask a simple, almost yes or no
question, get three different answers. Thanks guys, I have no doubt you are
all right.

We all referenced the rule contained in 91.109, where's the
disccrepency in the answer?

On Dec 9, 5:39 pm, Bush wrote:
I was actually navigating around FAA.gov last night in order to get
answers to questions of my own however on my CFI certificate in reads
"not valid without certificate no. xxxxxxxx", which is my ATP. To
excericse at least the commercial privelages one would need to
maintain at least a class II medical. Am I reading this correctly?

Bush


When flying as a CFI, you are exercising the priviledges of your CFI
certificate. A commercial certificate is required to be in your
possession, but that does not mean you are using that certificate for
your operation. At least that is my understanding.

"Peter Clark" wrote in message
...
On Sun, 9 Dec 2007 16:30:23 -0600, "Maxwell"
wrote:


"Maxwell" wrote in message
...

Of course, in the event of simulated IMC (hood work) the safety pilot
(usually the CFI) is a required crew member.

Granted a safety pilot is often a CFI, but do the FARs even require this
persons to be certificated?



Goodness, the classic R.A.x response. Ask a simple, almost yes or no
question, get three different answers. Thanks guys, I have no doubt you
are
all right.

We all referenced the rule contained in 91.109, where's the
disccrepency in the answer?

No discrepancies, you are all correct. I was noting how much variation there
was in each answer, yet they were all exactly correct.

You gave only a number, and basically said go look it up.

Bertie anwsered yes, and included catagory and type.

And Lary wrote a justfication for the reg, posted a link, and the content of
the reg for archival purposes.

Not at all trying to roast anyone, just found a litte humor in three fact
answers, all exactly correct, but very different.

kontiki writes:
You can instruct without having a valid medical IF you
are not acting as PIC or required crew. I'm trying to
think if that's even possible in a typical small airplane
scenario.

Well, I can give you one such scenario: I am going for my mountain
checkout at the local flying club sometime in the next few weeks
(whenever the weather cooperates). When I fly with my instructor, I
presume I will be PIC, and the instructor is not required crew -- he
is merely helping me learn some skills I did not previously have. I
suspect he does not require a medical to do this (although he does
actually have a medical, so this is moot).

Chris

On Dec 10, 12:00 am, Christopher Brian Colohan
wrote:
kontiki writes:
You can instruct without having a valid medical IF you
are not acting as PIC or required crew. I'm trying to
think if that's even possible in a typical small airplane
scenario.

Well, I can give you one such scenario: I am going for my mountain
checkout at the local flying club sometime in the next few weeks
(whenever the weather cooperates). When I fly with my instructor, I
presume I will be PIC, and the instructor is not required crew -- he
is merely helping me learn some skills I did not previously have. I
suspect he does not require a medical to do this (although he does
actually have a medical, so this is moot).

Chris

He wouldn't even need a CFI certificate to do this, as "mountain
checkout" is not a signoff mentioned in the FARs as needing to be done
by a CFI.