What a helpful forum. Maybe I could get a class too that would help me find the answer.

Actually, the reg is quite ambiguous. In fact without a legal FAA interpretation I would imagine your answer is not exactly correct.

 

It must be scheduled ops not on-demand. Look in the OpsSpec, companies like Ameriflight are on-demand, even though they have scheduled routes.

 

Then to play devils advocate, how can companies like Ameriflight operate their duty times as scheduled. Im reaching here, i know.

Anywho, thanks.

Edit: Thread creep. Sorry

 

Can you do the 91 gig on the side?

FYI a lot of people haven't really caught up with all the details of 117, but part 117 now only counts 91 time towards your 121 limits if it is done on behalf of a 121 certificate holder or a 91(k) program manager.

We even took it out of our ops manuals--no more requirement to get permission from your chief or talk to scheduling at all if you want to do part 91 flying on days off (as long as it's not done for a 121 certificate holder or for a 91(k) program).

 

I have been out of 135 for a year, but I will try my best to explain. So, even though Ameriflight and other feeders uses scheduled ops duty and rest limits, their network system/ schedules is built by UPS/ DHL and Fedex. A company needs to build their own schedules without influences from other companies. Its part 135, its not cut and dry as 121.

 

Hey Flaps,

No can do (wish I could though - I like the E-175 and am thoroughly familiar with EPIC platforms). It's a full time 91 gig that pays very well and I'm about to get typed in the aircraft -- so now everything from that point on is TPIC. It will probably be pretty funny to most out there, but this will be my third jet type with less than 400 hours so I need all the PIC I can get lol.

All of my 121 time (over 1k) is pure 121 time. If things keep going the way they are going it's all good, but if for some reason things here fall apart (you probably know how 91 can be) I may very well qualify for a major if this gig holds out for another year or so.

I have to tell you though, I've talked to Mesa guys and they are really a great bunch of people. So that would be my choice if I had to go back to a regional.

 

You're living under a rock.

You do understand there's guys out there trying to get picked up by a major with thousands and thousands of 121 time plus PIC 121 time right?

1K of 121 SIC and some Corporate PIC won't even get you looked at by a major.

 

The way I read this, only passenger-carrying operations count--no cargo ops at all--121.436 explictly says the time counts if it meets the definition of 135.243(a)(1). 135.243(a) states "passenger-carrying operations." By statutory construction/convention, 135.243(a) thus governs any sub-sections, including the definition in 135.243(a)(1), and the reference to 119 commuter ops.

Is that what your class determined? Do the PHX FSDO, Mesa's POI, and Mesa's check airmen all agree with your new hire class's interpretation? You guys must really have it all figured out!!!

Sec. 135.243 — Pilot in command qualifications.

(a) No certificate holder may use a person, nor may any person serve, as pilot in command in passenger-carrying operations—

(1) Of a turbojet airplane, of an airplane having a passenger-seat configuration, excluding each crewmember seat, of 10 seats or more, or of a multiengine airplane in a commuter operation as defined in part 119 of this chapter, unless that person holds an airline transport pilot certificate with appropriate category and class ratings and, if required, an appropriate type rating for that airplane.


Sec. 119.3 — Definitions.

For the purpose of subchapter G of this chapter, the term—

Commuter operation means any scheduled operation conducted by any person operating one of the following types of aircraft with a frequency of operations of at least five round trips per week on at least one route between two or more points according to the published flight schedules:
(1) Airplanes, other than turbojet powered airplanes, having a maximum passenger-seat configuration of 9 seats or less, excluding each crewmember seat, and a maximum payload capacity of 7,500 pounds or less; or
(2) Rotorcraft.

 

No can accurately predict when we will stop growing and doing 20 upgrades a month. For this reason, there is no answer. However if you're banking on quick upgrades in the future in case your current gig doesn't work out, then that's not a good plan. The airline industry is too fluid for something like that to hold up.

 

depends on background.