Glider to Power Pilot Transition
Jke4034
private pilot glider certificate. FAR 61 outlines the requirements, 40 hours
flight time, 20 hours flight instruction, 10 hours solo, etc. Obviously many of
the requirements must be met using the capabilities of the powerd airplane. My
question is can previous glider time properly logged count for any of the 40
hours of flight time. It is not clear if this is 40 hours of Flight Time, or
Airplane Flight Time. If anyone has the answers, or has been through this
process, your advice will be appreciated.
John Earlywine _|_
jke...@aol.com ------------()-----------
Fort Wayne, IN
BTIZ
40hours total time includes: at least
20 hours of instruction received includes.. in an airplane not glider
3 hours of cross country instruction in an airplane
3 hours of night instruction, includes one 100mile night x-c trip
3 hours of instrument instruction
3 hours flight test prep within the 60days prior to checkride
10 hours of solo flight.. includes
5 hours of solo cross country
There have been some debate that the additional 10 hours required could be
done in any type of aircraft.. airplane or glider... but the only exception
listed in FAR61.109(i) is for reduced hours if instruction is received from
a Part 141 school.
Airplane and Glider are in different Categories of aircraft and FAR61.109
references "a pilot who applies for a Pvt. pilot certificate with an
airplane category and single engine class must log at least 40hours of
flight time".. with no reference to flight time from another "category"
being allowed.
FAR61.109(f) "for a glider category rating" does allow for powered flight
time to count if the applicant has more than 40 hours logged.
Glider pilots from our club getting their powered ratings have been required
to have 40 hours in airplane, the glider time did not count, but the
experience did accelerate their training program and made cross country
easier.
Navigation by reference to radio aids, operations at control tower
environments, cross country planning concerning weather and fuel
computations and aircraft performance plus a better understanding of weather
reporting services and FAR part 91 are the major issues with a power
transition. Plus normal control of a powered aircraft with torque and P
factor.
TIZ
"Jke4034" <jke...@aol.com> wrote in message
news:20000826193808...@ng-ba1.aol.com...
Tom Seim
completed in a single engine airplane, but not all. I was in precisely
this situation and was able to use glider timne for about half of the
40 hour requirement. The important requirement was cross country
flights of at least 50 miles that included a landing at an airport (we
tend to want to return home without landing). This saved me about
$1,000 in A/C rental costs.
--
Tom Seim, 2G DG-400
Richland, WA
Sent via Deja.com http://www.deja.com/
Before you buy.
Tony Verhulst
>
> A careful reading of 61.109 reveals that certain parts must be
> completed in a single engine airplane, but not all. I was in precisely
> this situation and was able to use glider timne for about half of the
> 40 hour requirement. The important requirement was cross country
> flights of at least 50 miles that included a landing at an airport (we
> tend to want to return home without landing). This saved me about
> $1,000 in A/C rental costs.
Several of my glider students have gone on to get a single engine
rating. Their experience has been unanimous (but YMMV). Power
instructors (and I'm generalizing here) don't know what to do with
glider private pilots and consequently treat them like an unlicensed
student pilot. They are unaware that some of the glider experience can
be applied toward the power rating and are stumped by something as
simple as a solo endorsement - let alone the authorization/endoresement
needed for a solo XC (hint 61.93 does not apply).
This should not discourage you. Be aware that there may be some
pitfalls and know the applicable FARs. In all likelyhood, you will need
to instruct your CFI.
Tony V.
RFR
how to fly gliders first. Most glider pilots I know often spend less money
on power instruction and are usually better pilots than those who start off
from square one in the power game.
Doesn't the Air Force Acedemy have such a requirement?
Regards,
Rod
Rob Schutte
really don't know how to deal with glider pilots. In any case, I ended up doing
the 40 hrs etc. Its good training anyway. A lot of the solo time is cross
country, which is fun and landing at different airports. There is no substitue for
experience. Flying the airplane is easy .. its the other stuff that needs to be
learned. If you are going for the Pvt SEL don't look at what you've done as a way
to log down the time .. look at it as experience to build on and get the time
needed. Then again what you're also asking for is an instructor that will accept
the previous logged time. Maybe so. My instructor said that because I already had
a pvt certificate the time solo could be be logged as PIC .. which it could not ..
we even asked the local FSDO about this thay had agreed to the PIC logging.
Follow what it says in the FARS.
Timothy Taylor
question comes to mind. Would a cross country flight in a glider count as
cross country time for the SEL? I flew an out and return (the next day)
this summer. Logan to Parowan, Utah (289 miles) one day and returned the
next day. I landed at Parowan so this would meet the landing requirement.
Tim
Rob Schutte <sch...@ix.netcom.com> wrote in message
news:39B548B3...@ix.netcom.com...
Ivan Kahn
attention to the word "Airplane." In your case, FAR 61.109 uses the phase
"single engine airplane" when it talks about cross-country so, sorry to say
you can't count that time.
BTW, another often misunderstood reg is when a rated pilot can log PIC. FAR
61.51(e) covers when a person may log PIC, and a person who holds a
Recreational, Private, or Commercial certificate may log PIC when they are
the sole occupant of an aircraft!
Ivan
Timothy Taylor <tta...@cc.usu.edu> wrote in article
<K7k8Rp...@cc.usu.edu>...