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#11
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"Matt Michael" wrote in message om... One examiner I asked said he didn't know but that if I showed up with 40 hours of balloon cross country he'd tell me to take a hike. And he would be right, simply drifting acros the landscape for 50+ miles would not meet the requirements, unless you could explain how you were able to manuver the balloon in reference to landmarks and navaids in according to the language of 61.1 (b) (3). As others have pointed out, a cross-country glider flight is a whole 'nuther matter and is much more difficult than making the same flight in an airplane. Vaughn I don't want to show up for a checkride and find out I need 40 more hours with that infernal contraption screaming away up front. I don't think that will happen. Vaughn |
#12
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Jack wrote in message .com...
The only question is whether or not the FAA interpretation which finally comes down will accept the sailplane as "an _appropriate_ aircraft". IMO, 50+ mile x-c in a sailplane is a more significant (and demanding) x-c flight than it would be in C-150. Jack I used about 25 hours of glider flights that resulted in landouts as qualifying cross country time for my commercial airplane. I also plan to use lots of glider time towards my ATP if I go for that. I have confirmed with AFS 600 that this is acceptable to FAA. I also asked for clarification of what were "inappropriate" aircraft and was told there were none. Andy |
#13
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Ray Lovinggood wrote in message news
Interesting the FAA requires a flight of 50nm and a landing away from the originating field to be considered 'XC.' In a glider, if you get more than one thermal away from home field, you're 'XC.' While that is true for qualifying cross country for commercial airplane it is not an FAA definition of cross country. Qualifying cross country for ATP does not require a landing at a remote point. All our glider flights that have a point further than 50nm from the takeoff point can be used as qualifying cross country for an ATP rating. A check of the regs shows that there are several different definitions of cross country. You have to use the one that is applicable to the required aeronautical experience. Andy |
#14
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#15
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I raised the same question when recently recertifying to overcome
restrictions on my foreign licence. As far as I can tell, the FAA requires you to log all flights whether or not these are cross-country flights. Cross-country hours for glider flights appears on FAA application forms and is obviously relevant (even though it's not a requirement for a US glider rating). However, there is no definition of glider cross-country other than that in 61.1, which requires a landing at a field other than the departure one. I pointed out to my local FSDO that glider cross-country flights normally do not involve a landing at other than the departure point, so how do we log them? They told me that if I was flying out of gliding range of my home field, I could consider that a cross-country flight in a glider and log it that way. However, only cross-country flights that involve a landing away from home can be used for airplane or rotorcraft ratings (25 or 50 miles). you need to make sure you log this too. This is a gray area open to interpretation, so expect dfferent answers depending on who you ask. Mike ASW 20 (& Cessna 172) |
#16
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Mike.. a good response with only one error..
The FAA does not require you to log any flights... you are required to log flights to show proof of recent currency... example, 3 landings in last 90 days to carry passengers.. or night landing currency.. and you are required to log any flight time used to accumulate required hours towards an additional rating.. so in reality.. you could log what you need to show 3 landings in 90 days, or 6 approaches in 6 months with holding and tracking for an IFR currency.. and that would be it.. you would not be required to log flights even if you flew every day. FAR 61.51 (a) BT "Mike Stringfellow" wrote in message om... I raised the same question when recently recertifying to overcome restrictions on my foreign licence. As far as I can tell, the FAA requires you to log all flights whether or not these are cross-country flights. Cross-country hours for glider flights appears on FAA application forms and is obviously relevant (even though it's not a requirement for a US glider rating). However, there is no definition of glider cross-country other than that in 61.1, which requires a landing at a field other than the departure one. I pointed out to my local FSDO that glider cross-country flights normally do not involve a landing at other than the departure point, so how do we log them? They told me that if I was flying out of gliding range of my home field, I could consider that a cross-country flight in a glider and log it that way. However, only cross-country flights that involve a landing away from home can be used for airplane or rotorcraft ratings (25 or 50 miles). you need to make sure you log this too. This is a gray area open to interpretation, so expect dfferent answers depending on who you ask. Mike ASW 20 (& Cessna 172) |
#17
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Ray Lovinggood wrote in message ...
(Regrets if this gets posted twice. The first time, it seemed to disappear into bit-space.) I don't know the answer to the original question, but I'm interestd to learn the answer(s). Interesting the FAA requires a flight of 50nm and a landing away from the originating field to be considered 'XC.' In a glider, if you get more than one thermal away from home field, you're 'XC.' While I do want to know the answer, I wonder why the original poster of this thread would want to 'cut short' his 'training' time. Yes, he will save money on flying before he gets his rating, but he's going to spend the money anyway after he gets his rating, so overall, I don't see a money savings. It's odd that we do all we can do to fly as many hours as we can, gaining experience, having fun, and seeing new sights with each additional moment in the air. Then, we look for ways to make our flying time shorter. I read about and hear about pilots complaining about diversions dictated by Air Traffic Control and I wonder why the complaint. Yes, I know it's more money, but heck, we're going to have to pay to fly anyway. On one VFR flight in a Cezzna 150, the controller vectored me around the Class C airport I was approaching to land due to traffic. He apologized for the diversion, but I thought it was great. I flew over land I hadn't been over and got some addtional flying time. Didn't bother me a bit. Yep, some of us want to build time and some of us complain when we have to fly more than we think we should. What does it take to make us happy? (I'll settle for a 0.5 knot thermal about right now :-) ) Ray Lovinggood Carrboro, North Carolina, USA (Facing a long winter, and no wise cracks from the Northern Plains crowd about the 'long' North Carolina winters...) At 06:30 24 November 2004, Tom Seim wrote: (Matt Michael) wrote in message news:... I'm trying to determine if any of my glider cross-country time can be applied to the commercial single engine aeronautical experience requirements. FAR 61.129 says '50 hours of cross-country flight of which at least 10 hours must be in airplanes'. FAR 61.1 defines cross country time as, among other things, flight with landing beyond 50 nautical miles of departure and 'conducted in an appropriate aircraft'. I've talked to a local examiner, FSDO, and Oklahoma City. All are saying, 'Hmmm, good question! Let me get back to you'. Anyone with experience with this question care to weigh in? Thanks, Matt Michael CFIG Woodstock N20609 'Wanders Wonder' IS-28B2 Lark N28DG I have done exactly this. The bottom line is that you CAN use your glider XC time, IF you land more than 50 NM from departure. This saved me about one half of the flight time. Nowadays, that is 25 times $70 per hour = $1,750. Tom Simple: you can't carry passengers while training. |
#18
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In article ,
Andy Durbin wrote: (Brian Case) wrote in message . com... Since the only rating that allows you to log x-country time where you do not land 50 nm away from your departure point is the ATP rating, and it specifies that it must be done in an airplane. Per Section 61.159: Aeronautical experience: Airplane category rating. Only 100 of the required 500 cross country hours need to be in an airplane. It makes sense to me that glider flights which don't involve a landing at least 50nm away wouldn't count as a X-C towards ASEL. Doing a bunch of navigation, and then finding the spot, and then landing at a unknown airport is different from landing at the home field. I've noticed that there are quite a few (pure) glider pilots I know who have hundreds of hours but have landed at less than a half-dozen airports. Obviously this can be safe, and they seem to be enjoying their gliding, but I have encouraged them to expand their experience by landing out on purpose at a different airport (and getting an aero-retrieve) or trailering to different gliderports for launch. The self-launch guys seem to get the best of both worlds... :O -- ------------+ Mark J. Boyd |
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