Commercial Privaleges under Part 91

[Flying Pig]

Pohi... Do you have any desire to fly or a living?

[Pohi]

I'm not even a pilot, flying pig.

 

On an unrelated note, is there a way to block specific people so I don't have to read their ignorant comments?

[avbug]

Not even a pilot.

 

You probably don't know the regulation then, either, do you? You've got something meaningful to contribute to the topic, then?

[Flying Pig]

Pohi is the hot blond receptionist at the flight school who gives you the impression she's going to be your instructor.

[jjsemperfi]

Wow, I really wonder why I post on here. All I was wondering was how in depth you guys teach / have taught comm privileges and limitations. I don't have questions on regs. This post was supposed to be a curious question about how other instructors conduct their business.

[Pohi]

Yeah, and I do part time at a massage parlor signing people up, then promptly give those appointments to my 280 pound, hairy professional masseuse Sampson.

 

Have no fears JJ, even at the best parties sometimes a turd ends up in the punch bowl. Don't let it ruin your day.

[avbug]

I teach privilege in depth, but appropriate to the student.

 

For the private pilot who has sought a commercial for no other reason than upgrading certification, a basic understand of what's legal and what's not will suffice. For the student who intends to go on to other kinds of flying such as charter or other, then a greater discussion of the matter is in order.

 

I've been teaching week to several week classes on the subject, but again, it really depends on the student. I'm a firm believer in tailoring the training to the student.

[jjsemperfi]

I teach privilege in depth, but appropriate to the student.

 

For the private pilot who has sought a commercial for no other reason than upgrading certification, a basic understand of what's legal and what's not will suffice. For the student who intends to go on to other kinds of flying such as charter or other, then a greater discussion of the matter is in order.

 

I've been teaching week to several week classes on the subject, but again, it really depends on the student. I'm a firm believer in tailoring the training to the student.

Thanks, I appreciate your input.

[iChris]

Just wanted some people's opinions on how extensively you guys teach Comm Privaleges and Limitations regarding Part 91 Operations. IE... Part 119.1, Part 91.147, Part 136, Holding Out, Common and Private Carriage....

 

For a commercial oral exam, covering the following areas should give you an excellent handle on the Privileges and limitations; it’s in line with the ASA’s Commercial Pilot Oral Exam Guide.

 

AC 120-12A

 

Chief Counsel to Mr. Bonilla; § 119.1; Sep 2011

Chief Counsel to Mr. Filler; Dec 4, 2009

 

§61.133

§91.313

§119.1

§135.1

§136.1

§133.1

§133.11

§137.1

§137.11

 

Be able to define and give examples of the following terms:

Commercial operator

Common carriage

Holding out

Private carriage

 

Be able to determine if either of the following two scenarios are common carriage operations and, if so, why?

 

Scenario 1: I am a local businessman and require a package to be flown to a distant destination ASAP. I will pay you to fly my helicopter to deliver this package.

 

Scenario 2: I am a local businessman and require a package to be flown to a distant destination ASAP. You reply that you can do the job for a fee. You line up a local rental aircraft you're checked out in and deliver the package.

Edited April 27, 2014 by iChris

[jjsemperfi]

For a commercial oral exam, covering the following areas should give you an excellent handle on the Privileges and limitations; it’s in line with the ASA’s Commercial Pilot Oral Exam Guide.

 

AC 120-12A

 

Chief Counsel to Mr. Bonilla; § 119.1; Sep 2011

Chief Counsel to Mr. Filler; Dec 4, 2009

 

§61.133

§91.313

§119.1

§135.1

§136.1

§133.1

§133.11

§137.1

§137.11

 

Be able to define and give examples of the following terms:

Commercial operator

Common carriage

Holding out

Private carriage

 

Be able to determine if either of the following two scenarios are common carriage operations and, if so, why?

 

Scenario 1: I am a local businessman and require a package to be flown to a distant destination ASAP. I will pay you to fly my helicopter to deliver this package.

 

Scenario 2: I am a local businessman and require a package to be flown to a distant destination ASAP. You reply that you can do the job for a fee. You line up a local rental aircraft you're checked out in and deliver the package.

Thanks. Yeah we don't cover 133 or 137. I'll have to read up on those.

[aeroscout]

If you are in commercial aviation long enough, you will run into characters who are "fudging the FARs"

The ones I am referring to the most are the 134.5, aka One Thirty Four and a half operators. They seem to know the regs so well they are able to bend them to the breaking point and rarely if ever get caught.

[silver-eagle]

One of the points briefly touched upon was the FBO's limitations on the types of flights allowed. This is where you end up with confusion as to the FARs and the local FBOs rules. As a new to aviation student, you get hammered with all kinds of new stuff that clouds your knowledge and remains with you for almost forever. Ask a CFI a specific question and if he doesn't grab a FAR manual and cites the chapter and paragraph, you'd best go look up HIS answer because the likelihood is, it is wrong or at least incomplete.

Even better, ask the same question of a room full of CFIs and watch the fun begin.

[avbug]

Most of those CFI's whom you might ask aren't working pilots and haven't been. They're neophytes themselves. Their exposure to the working aviation world is generally nil.

 

Don't expect a lot of insight into the nuances of what it means to work as a pilot, from them.

[jjsemperfi]

Most of those CFI's whom you might ask aren't working pilots and haven't been. They're neophytes themselves. Their exposure to the working aviation world is generally nil.

 

Don't expect a lot of insight into the nuances of what it means to work as a pilot, from them.

 

Hmmm, nuances of what it means to work as a pilot. Please do tell... I love hearing from the old salts.... Cuz I have no "working pilot" experience. Well....aside from Part 91 commercial operations that I have been paid to perform.

[avbug]

 

Hmmm, nuances of what it means to work as a pilot. Please do tell... I love hearing from the old salts.... Cuz I have no "working pilot" experience. Well....aside from Part 91 commercial operations that I have been paid to perform.

 

Try not to take the truth too personally. Not everything is a personal affront.

 

The vast majority of working flight instructors are inexperienced aviators just starting out; it usually represents their first job.

[jjsemperfi]

Point taken, what if I said the vast majority of working helicopter pilots are arrogant?

[avbug]

Point taken, what if I said the vast majority of working helicopter pilots are arrogant?

 

That would be subjective and a matter of opinion.

 

That most instructors are entry level pilots fresh from their primary flight training is fact.

 

You see the difference, don't you?

[jjsemperfi]

What's the difference between a 250 hr CFI and 2,000 hr CFI? Not all if us are inexperienced. My instructor was at 2K when he taught me.

[aeroscout]

Point taken, what if I said the vast majority of working helicopter pilots are arrogant?

What if I said that describes my experience almost exactly ?

Although in my case it might help to define terms so that we don't end up discussing semantics or polemics.

[jjsemperfi]

Actually 80% of our CFI's have over 1K hours

[helipilotm]

On this topic hours don't really matter it's experience. 2k of instructing could mean 5 hours of "commercial" work or 500. You guys all get so fired up when avbug posts anything, it's very entertaining.

[avbug]

Actually 80% of our CFI's have over 1K hours

 

 

 

Wow. A thousand hours. A thousand whopping hours. With that kind of experience, one ought to be able to write one's own ticket.

 

So what you're saying is...no significant experience then. Got it.

 

Most students don't find work anywhere other than instructing at their first job. They may build up some time doing it...but they're still working their first job, and it's an instructor job, not a pilot job.

 

You're very impressed with yourself, though, and apparently deeply invested in your job; it appears to be closely tied to your self worth, which is unfortunate.

 

What's the difference between a 250 hr CFI and 2,000 hr CFI?

 

 

 

Not much, especially if it's his first job. You're seeing a lot of instructors who have moved on to better wages and turbine equipment who decide they'd rather come back to instructing in an R22, are you? Pilots leaving the turbine workforce in droves to go do piston instruction? You circulate in remarkable circles.

 

Aren't you the experienced pilot who just asked in another thread about Part 43, because you had no idea what it was? Tell me about all that experience, then. You keep asking such basic, elementary questions; how can you not know this, yet be an experienced commercial pilot? Seems you're trying to blow a little sunshine up everyone's skirt, aren't you?

 

My instructor was at 2K when he taught me.

 

 

 

My instructor had 26,000 hours when he taught me. So what?

[Pohi]

Hahaha, thank you Lord for taking time out of your day to post. I'll talk to you in church Sunday.

[jjsemperfi]

Dear Mr AvBuh,

 

Wow, you don't know sarcasm when you see it. Do you honestly think CFI's don't know about Part 43? You're right. It isn't on our Part 141 stage checks that I conduct. In no way am I saying a 1,000 hr pilot is as experienced as a 60,000 working pilot. Hell no. I'm saying you underestimate the 1,000 hr CFI. Knowledge wise, sure you're gonna know more than me. At any point when I ask you a question, do I tell you, "nope you're wrong AvBug!" But do I chew it and shallow it before I take a look at it, no way, that's stupid.

 

Idiot CFI

[Guest pokey]

I see this topic needs plenty of bug spray too