STANDARDIZATION

.Recap of Flight time requirement for multiengine commercial pilot certificate for an applicant who holds a private pilot ASEL w/instrument rating: FAR 61.129

1. Must log at least 250 hrs. of flight time as pilot that consists of at least:
     a. 100 hrs. in powered aircraft, of which 50 hrs must be in airplanes
     b. 100 hrs. PIC which includes at least:
          (1) 50 hrs in airplanes
          (2) 50 hrs of cross country of which 10 hrs must be in airplanes
     c. 20 hrs of training in the areas of operation (PTS) including at least:
          (1) 10 hrs of instrument training, of which at least 5 hours must be ME

          (2) 10 hrs of training in a multiengine airplane that has a retractable
          landing gear, flaps, and controllable pitch prop, or is turbine powered.
                  Under c. above (1) & (2) can be combined
          (3) One cross-country of at least 2 hours in a multiengine airplane
           in night VFR, consisting of a total straight-line distance of more than
          100 NM from the original point of departure.
                  Under c. above (2) & (3) can be combined, not (1)
          (4) One cross-country of a least 2 hours in a multiengine airplane
          in day VFR, consisting of a total straight line distance of more that
          100 NM from the original point of departure.
           (5) 3 hrs in a ME airplane in preparation for the practical test within
            the 60 days preceding the test.
                  Under c. above (2) & (5) can be combined, not (1)
     d. 10 hrs solo flight in ME airplanes or 10 hours of flight performing the duties
     of PIC in an ME airplane with an authorized instructor.
     One cross-country of not less than 300 NM with landings at a
     Minimum of 3 points, one of which is a straight-line distance of at least
     250 NM from the original departure point.
          (2) 5 hours in night VFR with 10 takeoffs and landings at an airport
          with an operating control tower. This could be done on the 300NM cross
          if the cross country was done at night.

The intent of FAR 61.129 (b)(4)…..”Performing the duties of pilot in command….with
an authorized instructor….” Is to permit an authorized instructor to be aboard the
multiengine airplane and that the instructor should act like an SIC. The instructor should observe, and may train the student on how to be a PIC (CRM, crew concept) but should not train on aircraft specific items.

Because there is no ‘block’ on the 8710-1 for ‘Performing the duties of pilot in command’ this time should be logged in the solo block, and PIC block.

The applicants log book should look like this: .
Student performed the duties of PIC, IAW FAR 61.129(b)(4).
/S/ Jane Doe 1234567CFI exp. 12/31/2009

The instructors log book should read. PIC training given to John Doe, Certificate #12765423 IAW FAR 61.129(b)(4).

The 5 hrs of required instrument training required in ME airplanes can be combined with the 10 hrs of required training for ME complex airplanes.

Do not combine the VFR (day and night) cross country with the 5 hours of instrument training. These cross countries are to be performed using combination of pilotage, dead reckoning, and radio navigation under visual flight rules.

The 3 hours of prep for the exam could be included in the above time if it was done in the preceding 60 days.

61.129(b)(4) requires 10 hours of solo or performing the duties of PIC.

If you maximized every hour of training you could complete the Commercial AMEL training in 20 hours.

Robert S. Tekell
DPE, SW19

Did you know? The only block ever checked on the Notice of Disapproval is 'PRACTICAL'

Blocks for ORAL & FLIGHT are never used (except IACRA uses them for the ATP practical test.........)

The Notice of Disapproval to the left has mininum information required by Order 8710.3E. By taking a little more time you can provide more complete information to the next evaluator.

As an example :

UPON REAPPLICATION YOU WILL BE REEXAMENED ON THE FOLLOWING

IVB. & VIIIF(SLOPES AND DYN ROLLOVER-UNSAT-I HAD TO TAKE THE CONTROLS TO PREVENT ROLLOVER. APPLICANT'S EXPLANATION RELATIVE TO D/R DURING THE SLOPE OPERATION WAS INCOMPLETE AND INACCURATE, PILOT TECHNIQUE WAS EXTREMELY ROUGH AND UNCOORDINATED.)IVE.: VC. & G TESTING NOT COMPLETED. REST OF REQUIREDTASKS TESTED SATISFACTORILY.

SECOND FAILURE

Just when you get use to something !!

Advisory Circular 150/5200-28D NOTAMs for Airport Operators

Dated 01/28/2008

FAA policy change, Prior civil 'L' (Local) NOTAMs will be reclassified as 'D' (Distant) NOTAMs. (Military L series will remain unchanged)

Translation: What use to be 'L' NOTAMs are all not lumped into 'D' NOTAMs. So, the old DPE question of what kind of NOTAMs are there within the NOTAM system is still valid.

Just the answer has changed, there are no more 'L' NOTAMs.

Function of the NOTAM system: The NOTAM system provides essential informatin to personal concerned with flight and airport opertions. NOTAMs provide timely informatin on unanticipated or temporary changes to components of or hazards in the National Airspace System (NAS). Component changes may pertain to facilities, services, procedures, or hazards in the NAS. A NOTAM provides information that becomes available too late to publicize in the associated aeronautical charts and related publications.

The FAA Form 8060-4 to the left was presented by an applicant when he arrived for his Commercial check ride.

amazing !!! The DPE left off the certificate number, the date of superseded airman certificate, did not have the airman sign the certificate (this is a carbon copy), made the date of issuance so that it can not be read.

Coyote Aviation, LLC

Sponsor of, The Pilot Examiners of the Ft Worth FSDO.............. www.coyoteaviation.net