What are "Part 135 Minimums"?
01-28-2010 | 06:05 PM
#61
Apteryx
Joined: Jan 2010
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Air tour companies operators in geographic areas where IFR isn't possible (becoming scarcer with the advent of GPS) generally operate VFR. Some airports don't have instrument approaches so arrivals there must be VFR. Other outfits may operate VFR if weather allows and it's operationally advantageous to do so -- shorter routes, fewer ATC delays, etc.
03-07-2010 | 08:50 PM
#64
Apteryx
Joined: Jan 2010
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The current rules say that a 135.293-297 check satisfies the "flight proficiency" requirement of Part 61 -- but you have to take the checkride with a properly authorized pilot examiner or FAA inspector, and meet the other requirements (like pass the writtenxxx oops KNOWLEDGE test), experience, etc.
03-07-2010 | 08:53 PM
#65
Apteryx
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Ameriflight has several foreign-national pilots working for them. You have to have a valid passport, permission to work in the USA, and pass certain government security checks . . . and meet the company's other requirements.
03-08-2010 | 02:05 PM
#66
Line Holder
Joined: Jan 2010
Posts: 75
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From: 737
so Im a cfi giving instruction to a student on a flight to another local airport and back.. do I have to log a landing at the other airport for it to count towards my "point-to-point" cross country time which satisfies the 135 ifr requirement?
03-08-2010 | 04:21 PM
#67
Gets Weekends Off
Joined: Feb 2007
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From: Left
I met one of these guys today up in Bishop (KBIH). He is Korean, part of the KAL training program. He is up to 450 TT. He was put in an Ameriflight BE-99 at 250 hours. Somebody explain to me how that works. He doesn't even have enough time to be 135 VFR.
03-08-2010 | 04:41 PM
#68
Gets Weekends Off
Joined: Jan 2009
Posts: 350
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From: PA-31/left, LJ31/right
Oh wow. Someone jump up and help this guy. Talk about paying your due's. Someone get me this guy as my CFI. If we all thought like this, aviation would be, well, what it has become today.
03-08-2010 | 05:29 PM
#69
Gets Weekends Off
Joined: Jul 2008
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I don't necessarily disagree with the 50nm/touch and go thing. Lots of time for maneuvers, pilotage, landings at another airport, getting comfy with ATC/towered (or non-towered) airport ops, etc.
Lots of positives to that.
-mini
Lots of positives to that.
-mini
03-09-2010 | 06:49 AM
#70
On Reserve
Joined: Mar 2005
Posts: 83
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From: 91K
As for the ATP, if you got on a 135 ride and you think you are an ATP you are not, you are just dumb. An atp is need over 12,500 or for a turbojet. Think of a BE-200 12,500 max gross. You can be 135 PIC in a 200 without an atp, as for EA-500 you need an atp because it is a turbojet even though it is less than 12,500.
I am actually really surprised that some of these comments were brought up, I am guessing some of you guys are fairly new at this, as these are not very complicated issues.
I am actually really surprised that some of these comments were brought up, I am guessing some of you guys are fairly new at this, as these are not very complicated issues.
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