Adding an airplane rating to private pilot glider

sisu1a wrote:

That works (to a point) in a Cessna. Try that in a Mooney and you'll get
a very close look at the numbers on the far end of the runway as you go
by them. It depends on the airplane.

Tony

Don't they put airbrakes on those Moony things, some type of dragons
teeth arrangement?


Mooney offers that as a factory option - starting maybe 10 years ago.
STCs are available for older models -
http://www.preciseflight.com/viewpage.php?pID=15 . By far, the majority
of Mooneys in existence do not have the speed brakes.

The speedbrakes, BTW, are electrically actuated and are "all or nothing".

Tony V.

wrote:


I'm sure I'll be presented with a good reason to do a go around.
Hopefully though it won't be because I didn't fly the pattern
properly.


It probably won't be your fault, but some day it may be. The mark of a
mature aviator is that he also goes around without reluctance when it IS
his fault, instead of trying to fake it. We all make mistakes.

If you are relatively new to the game I can understand that you're still
building your self-confidence. Then the other side of the cycle is where
you moderate your self-confidence in an effort to stay alive long enough
to get to the point where you are so old that you are on the building-up
side again. It's always something.


Jack

On Apr 8, 6:03 pm, Tony Verhulst wrote:
sisu1a wrote:
That works (to a point) in a Cessna. Try that in a Mooney and you'll get
a very close look at the numbers on the far end of the runway as you go
by them. It depends on the airplane.

Tony

Don't they put airbrakes on those Moony things, some type of dragons
teeth arrangement?

Mooney offers that as a factory option - starting maybe 10 years ago.
STCs are available for older models -http://www.preciseflight.com/viewpage.php?pID=15. By far, the majority
of Mooneys in existence do not have the speed brakes.

The speedbrakes, BTW, are electrically actuated and are "all or nothing".

Tony V.

right, they are not used for approach path control. they are darn
handy for being able to make descents without huge power changes which
can be tough on the big engines it takes to go fast.

If you enter the pattern at
the correct height and speed, you should have no reason to do a go
around.

I wonder out loud if teaching power pilots they have that option
creates more problems than if they were taught to land the plane the
first time around like "We" are.

Remember, a glider can touchdown to stop in 250 feet or less.
An airplane is often 1000 feet or more.

Think: What-if a glider is stopped on the runway...
I certainly want the power pilot to go around and miss me!
Or an animal, or another aircraft or a car, or...
The power pilot just botches the cross-wind, or starts
a PIO.

I still assert that (generally) glider pilots who transition to
power are better than power-only pilots. :-)

Best regards,

Jer/ "Flight instruction and mountain flying are my vocations!"
--
Jer/ (Slash) Eberhard, Mountain Flying Aviation, LTD, Ft Collins, CO
CELL 970 231-6325 EMAIL jer'at'frii.com http://users.frii.net/jer/
C-206, CFII Airplane&Glider, FAA-DEN Aviation Safety Counselor
CAP-CO Mission&Aircraft CheckPilot BM218 HAM N0FZD 263 Young Eagles!

On Apr 7, 3:24 pm, "
wrote:
I wonder out loud if teaching power pilots they have that option
creates more problems than if they were taught to land the plane the
first time around like "We" are.

You don't want to force a landing when you're not comfortable with
it. As a power pilot (who is looking into but doesn't yet have a
glider rating), most of my go arounds were early in my student pilot
phase. Sometimes after turning final I'd realize that I was just too
high (too low can almost always be patched up - just give it a lil
more power to maintain altitude coming in), and I wasn't yet
comfortable with doing a slip to fix it.

So, when you're 1/3 of the way down the runway and still 300 feet up,
it's just safer to just go around and try the setup again. For me (and
I'd guess most people), they get far less frequent over time.

Particularly troublesome for me as a student pilot was that different
power levels are required for simulated normal, short, and soft field
landings. Given the different power levels they all required that I
turn base at different distances past the numbers. It can take some
time to get used to that.

Mike

gmcd05 wrote:
Does anyone know what the requirements are to add a private pilot
airplane rating if you already have a private pilot glider? I know
the training requirements would be reduced for an airplane pilot
transitioning to glider but I dont know how it works going the other
way.... Does anyone have info on this?

I'm a bit confused by the answers to the question. There is a substantial
reduction in the minimum as per part 61.109:

It states you must have 40 hours of flight time, including at least 20
hours of instruction and 10 hours solo.

Of the 20 hours of instruction, 9 hours of it must be in a single engine
airplane (assuming you are going for a single engine certificate). The
other 11, could be in a glider. All 10 hours of solo time must be in a
single engine airplane. So, technically, if you had an instructor who
was willing to play ball, you could do it with just 19 hours.

For commercial ratings (61.129):

You must have at least 250 logged hours. Of that:

1) 100 hours must be in powered aircraft (50 of which must be in airplanes)
2) 100 hours must be as PIC
a) 50 of which must be in airplanes
b) 50 of which must be crosscountry (of which 10 must be in airplanes)
3) 20 hours of training which includes:
a) at least 10 hours of instrument training (at least 5 of which must be
in single engine airplanes)
b) at least 10 hours of training with retractable gear, flaps, constant
speed prop, etc (all of which must be in airplanes)
c) one 2 hour VFR day time cross-county in single engine airplane
d) one 2 hour VFR night time cross-country in single engine airplane
e) 3 hour in single engine airplane to prep for exam
4) 10 hours of soloflight in single engine airplane including cross country

So assuming your aeronautical experience is only in gliders (and you have
plenty of it), you will need 100 hours in airplanes as per #1

Requirement 2 says you need 50 hours PIC in airplanes including at least
10 of cross country (this replicates requirement #4). So if half your
flight time is training and half is PIC, then you have requirements 2
and 4 incorporated in #1. #3 requires 20 hours of training, which can
be fit into the 50 hours I allocated based on #2.

So assuming you have adequate glider cross country experience, the
rules say the minimum for you would be 100 hours to commercial, as
opposed to power only which would be 250.

Picking up additional ratings at that point requires very little (in
theory multiengine commercial would be an additional 14 hours of
instruction and 10 hours of solo or simulated PIC)..

That said, I'm not a power pilot, or an instructor, but I think all pilots
know that FAA minimums are just that, minimums. Just because you can
get a private pilot certificate with 19 hours, and a commercial with
an additional 81 doesn't mean you should, or you will. But you asked
if the requirements are reduced, and they are. My guess is, you are best
off finding an instructor who is a glider pilot, they may be more
sympathetic to using glider experience and more understanding of
why you do the things you do when you respond as if the plane is a glider.

Good luck,
dan