Commercial Ticket Endeavor

"BTIZ" wrote in message
news:rdhEe.18897$Eo.5130@fed1read04...
except that the criteria states that it is a VFR cross country.. night and
day.. any work under the hood enroute or an approach at either end negates
the use of that cross country for the Commercial rating.

Not true. As long as there are 2 hours of VFR flight, the rest of the time
can be under the hood. The presence of instrument training does not, in and
of itself, invalidate the flight from being used for that requirement.

Seems to me I obtained my Commercial Certificate in about 15 hours of
plane rental. Most of the time was spent doing those damn commercial
manuevers. Seems like everyone wants them done a little differently. It
was a pretty easy rating for me. LOTS easier than the IFR or the CFI.

Doug wrote:
Seems to me I obtained my Commercial Certificate in about 15 hours of
plane rental. Most of the time was spent doing those damn commercial
manuevers. Seems like everyone wants them done a little differently. It
was a pretty easy rating for me. LOTS easier than the IFR or the CFI.


It's the easiest ... although I'd put the multi engine in the same category, so
to speak. Certainly the private license is harder and the IFR rating the most
difficult. Frankly, I'd assume the private license to be tougher than the ATP,
if only because the learning curve is so steep. By the time you're taking an
ATP checkride you've been around for a while.



--
Mortimer Schnerd, RN

VE

Mortimer Schnerd, RN wrote:


It's the easiest ... although I'd put the multi engine in the same category, so
to speak. Certainly the private license is harder and the IFR rating the most
difficult. Frankly, I'd assume the private license to be tougher than the ATP,
if only because the learning curve is so steep. By the time you're taking an
ATP checkride you've been around for a while.


That's funny, I thought instrument was easier than private. I certainly
was
ready for the checkride in a lot less hours.

Other than wow factor, reassuring potential passengers that you're a
real
pro hot stick, can you think of any reason for getting a commercial if
you don't intend to compete with 20-year-olds for non-existant entry-
level minimum wage jobs?

Maybe I'll do commercial next time I need a BFR if I somehow magically
get
all the night flying done by then. This seems unlikely, though, as I
haven't
logged a single night hour in years and don't have any plans to change
that.

xxx wrote:
Other than wow factor, reassuring potential passengers that you're a real pro
hot stick, can you think of any reason for getting a commercial if you don't
intend to compete with 20-year-olds for non-existant entry- level minimum
wage jobs?


Not a one.



Maybe I'll do commercial next time I need a BFR if I somehow magically get
all the night flying done by then. This seems unlikely, though, as I haven't
logged a single night hour in years and don't have any plans to change that.


Then again, maybe you won't. If you've been flying for years and haven't needed
it yet, you never will.



--
Mortimer Schnerd, RN

VE

"Mortimer Schnerd, RN" wrote:

xxx wrote:
Other than wow factor, reassuring potential passengers that you're a real pro
hot stick, can you think of any reason for getting a commercial if you don't
intend to compete with 20-year-olds for non-existant entry- level minimum
wage jobs?

Not a one.

Do insurance companies look favorably at those who have a commercial
certificate?

--
Peter


















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Other than wow factor, reassuring potential passengers that you're a
real
pro hot stick, can you think of any reason for getting a commercial if
you don't intend to compete with 20-year-olds for non-existant entry-
level minimum wage jobs?

You can split costs any way you like under certain circumstances (i.e. a
passenger rents a plane, and hires you to fly them for costs).

Jose
--
Nothing takes longer than a shortcut.
for Email, make the obvious change in the address.

"Jose" wrote in message
m...
You can split costs any way you like under certain circumstances (i.e. a
passenger rents a plane, and hires you to fly them for costs).

Even so, you would want to be careful about how you arranged that. The FAA
would (if they got wind of it) probably look closely at whether your
passenger regularly rented a plane and hired various pilots, or if you were
in the habit of flying for people who just happened to rent an airplane from
the same place every time.

Of course, "fortunately" the FBO is likely to be trying to avoid this sort
of thing as well. That is, they probably won't rent to someone without
their own pilot certificate, unless a pilot on their staff is flying the
airplane, under the usual Part 135 rules.

It is theoretically possible for a plain old Commercial pilot to be paid to
fly someone in an airplane they neither own, nor have a long-term lease for,
but I've never heard of it happening with any regularity in practice.

Pete

The FAA
would (if they got wind of it) probably look closely at whether your
passenger regularly rented a plane and hired various pilots, or if you were
in the habit of flying for people who just happened to rent an airplane from
the same place every time.

Why would this be an issue. You are a commercial pilot, you are being
paid to fly a plane, and since you are not arranging the plane, you
don't need to be a commercial =operator=.

Especially as you are essentially flying for costs, which is what a
private pilot is supposed to be able to do (and =was= able to do back
before the FAA did this "pro-rata" mess with the rules).

Jose
--
Nothing takes longer than a shortcut.
for Email, make the obvious change in the address.

tell that to my CFI and the DE

BT

"Peter Duniho" wrote in message
...
"BTIZ" wrote in message
news:rdhEe.18897$Eo.5130@fed1read04...
except that the criteria states that it is a VFR cross country.. night
and day.. any work under the hood enroute or an approach at either end
negates the use of that cross country for the Commercial rating.

Not true. As long as there are 2 hours of VFR flight, the rest of the
time can be under the hood. The presence of instrument training does not,
in and of itself, invalidate the flight from being used for that
requirement.