CFI hours count towards 121 limitations?
07-30-2017, 07:34 AM
#11
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Joined APC: Mar 2011
Position: 737 FO
Posts: 2,483
Originally Posted by Xdashdriver
The good advice was given in the second post in the thread in the form of an FAA interpretation.
If you're flying under 121 rest rules, it counts. If you're under 117 rules then only flying for an air carrier or 91K program counts.
As many have noted already, company policies are often more restrictive than 117 in this area.
If you're flying under 121 rest rules, it counts. If you're under 117 rules then only flying for an air carrier or 91K program counts.
As many have noted already, company policies are often more restrictive than 117 in this area.
07-30-2017, 08:25 AM
#12
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Posts: 1,099
Originally Posted by ZeroTT
121 flying doesn't keep GA skills sharp.
07-30-2017, 08:27 AM
#13
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Originally Posted by wiz5422
Be careful most airlines prohibit you from doing any outside flying for hire on your days off. Make sure you check your companies policies.
Plus if you can't stay sharp flying a jet 4 to 5 days a week then you shouldn't be in this industry.
Plus if you can't stay sharp flying a jet 4 to 5 days a week then you shouldn't be in this industry.
07-30-2017, 08:30 AM
#14
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Originally Posted by Xdashdriver
The good advice was given in the second post in the thread in the form of an FAA interpretation.
If you're flying under 121 rest rules, it counts. If you're under 117 rules then only flying for an air carrier or 91K program counts.
As many have noted already, company policies are often more restrictive than 117 in this area.
If you're flying under 121 rest rules, it counts. If you're under 117 rules then only flying for an air carrier or 91K program counts.
As many have noted already, company policies are often more restrictive than 117 in this area.
07-30-2017, 10:26 AM
#17
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Joined APC: Aug 2015
Posts: 327
Originally Posted by Otterbox
Follow your company procedures regarding outside flying and don't get yourself in a jam...
Most of us breathed a sigh of relief when our last day in a GA airplane (usually as a CFI) came around and we escaped unharmed. Why take on the additional risk?
Most airline guys I know who do GA are established mainline types who have extra cash to burn. They aren't trying to find the next better job so they don't have as much to lose.
07-30-2017, 10:59 AM
#18
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Joined APC: Mar 2011
Position: 737 FO
Posts: 2,483
Originally Posted by TheWeatherman
Are you saying there is no difference from flying jets on auto pilot for 90% of the time up in the Stratosphere compared to GA flying? You sound like one of those 10,000 hour pilots who comes in for a rental check without flying anything under 80,000lbs in over 10 years other than a pen whipped BFR from a CFI buddy and fails miserably.
07-30-2017, 11:01 AM
#19
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Position: 737 FO
Posts: 2,483
Originally Posted by Quarryman
This. One airspace bust or other violation and your on the side GA gig just put your "real" job in jeopardy. ASRS will not protect you to the degree as your 121's ASAP. Why take the risk in the infancy of your career?
Most of us breathed a sigh of relief when our last day in a GA airplane (usually as a CFI) came around and we escaped unharmed. Why take on the additional risk?
Most airline guys I know who do GA are established mainline types who have extra cash to burn. They aren't trying to find the next better job so they don't have as much to lose.
Most of us breathed a sigh of relief when our last day in a GA airplane (usually as a CFI) came around and we escaped unharmed. Why take on the additional risk?
Most airline guys I know who do GA are established mainline types who have extra cash to burn. They aren't trying to find the next better job so they don't have as much to lose.
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