Ferrying Aircraft

But all the Cessna pilots were IR. The company just didn't
want them to be flying IFR.


"Robert M. Gary" wrote in message
ups.com...
|
| Jim Macklin wrote:
| If you are over Kansas and the weather turns bad, you
can
| land anywhere. Over the ocean, landing spots are
further
| apart. The owner's expect that any ferry pilot can fly
IFR.
|
| I'm not sure if its still the case but I know at one time
Cessna
| prohibited its factory delivery pilots from flying IFR
when deliverying
| planes.
|
| -Robert
|

Same thing for Piper...no night or IFR. I had to leave a plane in Baton
Rouge due to extensive low ceilings and go back to get it a week later.

Bob Gardner

"Robert M. Gary" wrote in message
ups.com...

Jim Macklin wrote:
If you are over Kansas and the weather turns bad, you can
land anywhere. Over the ocean, landing spots are further
apart. The owner's expect that any ferry pilot can fly IFR.

I'm not sure if its still the case but I know at one time Cessna
prohibited its factory delivery pilots from flying IFR when deliverying
planes.

-Robert

Stefan wrote:

Any ferry pilot going
over-seas needs a commercial and an instrument rating, a

An instrument rating is defintely not required.

it is required if you intend to fly above 6000 feet
in the NAT region; some states (Canada and Denmark --
for Groenland -- if I am not mistaken) requires instrument
rating to fly the portion of NAT region under their
jurisdiction; See Advisory Circular 91-70 as
a good starting point.

Note that I haven't done it yet, but it's on my list of
things to do before I die ;-)

--Sylvain

Sylvain schrieb:

An instrument rating is defintely not required.

it is required if you intend to fly above 6000 feet
in the NAT region;

An instrument rating is also required if you intend to fly above 18000ft
in USA airspace, so what's your point? Fact is, you *can* cross the
atlantic VFR. And it has been done so many times.


Stefan

You don't have to be the owner of the airplane to do it with a private
certificate.





wrote:
Well, being short of cash to fly with and reading about NW_PILOT's trip
of a lifetime ferrying a 172 across the Atlantic has left me wondering:
Is a commerical pilot certificate required to ferry an airplane for
someone? I think the answer is yes, even if I'm not being paid to fly,
if they pick up the tab for the plane & fuel. Am I correct?

John Stevens
PP-ASEL (which stands for "Poor Pilot-Airplane Single Engine Land")

wrote:

John you can use your PPL for this no special certificate is required
as long as you hold the rating as a private pilot. In some case you
may have to be instrument rated depending on the length of the flight
and weather conditions.

Stache

I'm not sure what you base that on. The courts have ruled that logging
free flight time is commercial and requires a commercial rating.

-Robert, CFII


Stache wrote:
wrote:

John you can use your PPL for this no special certificate is required
as long as you hold the rating as a private pilot. In some case you
may have to be instrument rated depending on the length of the flight
and weather conditions.

Stache

I don't have a FAR/AIM here, but I do seem to remember there are a
number of exceptions that allow things such as ferrying planes, flying
around political candidates, and humanitarian work such as delivering
patients. Correct me if I'm wrong.



Robert M. Gary wrote:
I'm not sure what you base that on. The courts have ruled that logging
free flight time is commercial and requires a commercial rating.

-Robert, CFII


Stache wrote:
wrote:

John you can use your PPL for this no special certificate is required
as long as you hold the rating as a private pilot. In some case you
may have to be instrument rated depending on the length of the flight
and weather conditions.

Stache

Stubby wrote:
I don't have a FAR/AIM here, but I do seem to remember there are a
number of exceptions that allow things such as ferrying planes, flying
around political candidates, and humanitarian work such as delivering
patients. Correct me if I'm wrong.

I think the following is the relevant regulation:

§ 61.113 Private pilot privileges and limitations: Pilot in command.

(a) Except as provided in paragraphs (b) through (g) of this section, no
person who holds a private pilot certificate may act as pilot in command
of an aircraft that is carrying passengers or property for compensation
or hire; nor may that person, for compensation or hire, act as pilot in
command of an aircraft.

(b) A private pilot may, for compensation or hire, act as pilot in
command of an aircraft in connection with any business or employment if:

(1) The flight is only incidental to that business or employment; and

(2) The aircraft does not carry passengers or property for compensation
or hire.

(c) A private pilot may not pay less than the pro rata share of the
operating expenses of a flight with passengers, provided the expenses
involve only fuel, oil, airport expenditures, or rental fees.

(d) A private pilot may act as pilot in command of an aircraft used in a
passenger-carrying airlift sponsored by a charitable organization
described in paragraph (d)(7) of this section, and for which the
passengers make a donation to the organization, when the following
requirements are met:

(1) The sponsor of the airlift notifies the FAA Flight Standards District
Office with jurisdiction over the area concerned at least 7 days before
the event and furnishes—

(i) A signed letter from the sponsor that shows the name of the sponsor,
the purpose of the charitable event, the date and time of the event, and
the location of the event; and

(ii) A photocopy of each pilot in command's pilot certificate, medical
certificate, and logbook entries that show the pilot is current in
accordance with §§61.56 and 61.57 of this part and has logged at least
200 hours of flight time.

(2) The flight is conducted from a public airport that is adequate for
the aircraft to be used, or from another airport that has been approved
by the FAA for the operation.

(3) No aerobatic or formation flights are conducted.

(4) Each aircraft used for the charitable event holds a standard
airworthiness certificate.

(5) Each aircraft used for the charitable event is airworthy and complies
with the applicable requirements of subpart E of part 91 of this chapter.

(6) Each flight for the charitable event is made during day VFR
conditions.

(7) The charitable organization is an organization identified as such by
the U.S. Department of Treasury.

(e) A private pilot may be reimbursed for aircraft operating expenses
that are directly related to search and location operations, provided the
expenses involve only fuel, oil, airport expenditures, or rental fees,
and the operation is sanctioned and under the direction and control of:

(1) A local, State, or Federal agency; or

(2) An organization that conducts search and location operations.

(f) A private pilot who is an aircraft salesman and who has at least 200
hours of logged flight time may demonstrate an aircraft in flight to a
prospective buyer.

(g) A private pilot who meets the requirements of §61.69 may act as a
pilot in command of an aircraft towing a glider or unpowered ultralight
vehicle.

Robert M. Gary wrote:
I'm not sure what you base that on. The courts have ruled that logging
free flight time is commercial and requires a commercial rating.

-Robert, CFII



But there is no requirement that you must log every flight, and even if
you did log such flight there is no requirement to show this
information anyone except what is required to prove currency.