flight time question
- Thread starter PSUPilot
- Start date
pilot602
If specified, this will replace the title that
Almost everything is, by default, part 91. It's only when you start flying for hire as charter or scheduled service does it become something else (i.e. 135, or 121).
Military time is military time but if a military pilot gets a civillian certificate that time is then "valid" in the civil sector.
In the end, however, an hour is an hour regardless of what ruleset it was flown under. All that matters is you a) get a lot of time b) stay current and are rated for whatever type of flying you are/want to do.
Military time is military time but if a military pilot gets a civillian certificate that time is then "valid" in the civil sector.
In the end, however, an hour is an hour regardless of what ruleset it was flown under. All that matters is you a) get a lot of time b) stay current and are rated for whatever type of flying you are/want to do.
MidlifeFlyer
Well-Known Member
[ QUOTE ]
Stupid question, and maybe too obscure, but...
What is Part 91 flighttime technically classified as? Do all of my hours that I spent training for private, commercial, instrument, and multi- add-on, count toward Part 91 time?
[/ QUOTE ]Probably not stupid, but obscure? Maybe. I have no idea what you are asking.
AFAIK, all flight time is categorized and counted based on Part 61. Part 135 and 121 may have flight time minimum requirements, but they all use the same definitions and rules of counting and logging time that are contained in Part 61.
Stupid question, and maybe too obscure, but...
What is Part 91 flighttime technically classified as? Do all of my hours that I spent training for private, commercial, instrument, and multi- add-on, count toward Part 91 time?
[/ QUOTE ]Probably not stupid, but obscure? Maybe. I have no idea what you are asking.
AFAIK, all flight time is categorized and counted based on Part 61. Part 135 and 121 may have flight time minimum requirements, but they all use the same definitions and rules of counting and logging time that are contained in Part 61.
[ QUOTE ]
[ QUOTE ]
Stupid question, and maybe too obscure, but...
What is Part 91 flighttime technically classified as? Do all of my hours that I spent training for private, commercial, instrument, and multi- add-on, count toward Part 91 time?
[/ QUOTE ]Probably not stupid, but obscure? Maybe. I have no idea what you are asking.
AFAIK, all flight time is categorized and counted based on Part 61. Part 135 and 121 may have flight time minimum requirements, but they all use the same definitions and rules of counting and logging time that are contained in Part 61.
[/ QUOTE ]
I think he's asking about where certain flight time is categorized operations-wise, maybe for referencing it on an job application? I'm guessing here, since the post is a tad vague. In that sense flight time, if I'm answering the correct question, in anything other than a 135/121 operation would generally be considered to be flying under 91 rules, so to speak, or General Aviation. How you log that time and what individual breakdowns mean comes under Part 61, as Midlife alluded to. Even if flying Ag for example, under Part 137, you're you're still complying with Part 91. But I'm still not clear as to what you're asking.
Any chance you could elaborate?
[ QUOTE ]
Stupid question, and maybe too obscure, but...
What is Part 91 flighttime technically classified as? Do all of my hours that I spent training for private, commercial, instrument, and multi- add-on, count toward Part 91 time?
[/ QUOTE ]Probably not stupid, but obscure? Maybe. I have no idea what you are asking.
AFAIK, all flight time is categorized and counted based on Part 61. Part 135 and 121 may have flight time minimum requirements, but they all use the same definitions and rules of counting and logging time that are contained in Part 61.
[/ QUOTE ]
I think he's asking about where certain flight time is categorized operations-wise, maybe for referencing it on an job application? I'm guessing here, since the post is a tad vague. In that sense flight time, if I'm answering the correct question, in anything other than a 135/121 operation would generally be considered to be flying under 91 rules, so to speak, or General Aviation. How you log that time and what individual breakdowns mean comes under Part 61, as Midlife alluded to. Even if flying Ag for example, under Part 137, you're you're still complying with Part 91. But I'm still not clear as to what you're asking.
Any chance you could elaborate?
PSUPilot
Well-Known Member
You both answered my question. Sorry that it was so vague, but I couldn't quite think of the wording. And yes, it is for a few applications.
Another question I have is...what is the difference between PIC Part 1 time and PIC Part 61 time? I've checked various sources and can't seem to come up with an adequate definition. I want to make sure that when I do these applications, I do them right!
Thanks,
Ed
Another question I have is...what is the difference between PIC Part 1 time and PIC Part 61 time? I've checked various sources and can't seem to come up with an adequate definition. I want to make sure that when I do these applications, I do them right!
Thanks,
Ed
MidlifeFlyer
Well-Known Member
[ QUOTE ]
Another question I have is...what is the difference between PIC Part 1 time and PIC Part 61 time? I've checked various sources and can't seem to come up with an adequate definition. I want to make sure that when I do these applications, I do them right!
[/ QUOTE ]"Part 61 PIC time" is the time that FAR 61.51 allows a pilot to log as pilot in command time. It includes the time you uncle let you handle the controls of a pressurized high performance retractable gear airplane flying above 25,000 msl in solid IMC when you don't have an instrument rating and your only flight experience is in the same CE-152 you got your private in.
Obviously, when looking at your qualifications, your potential employer doesn't consider that to be time that reflects your real flight experience. They are looking for "real" pilot in command time - the time you spent "acting as pilot in command" -- as the person who "has final authority and responsibility for the operation and safety of the flight", which always means the proper ratings and endorsements and the knowledge of the aircraft that allows you to exercise that ultimate authority. That's the definition of PIC in FAR Part 1. So it's come to be referred to as "Part 1 PIC" time.
To summarize:
Part 61 PIC: time loggable under FAR 61.51 for the purpose of showing qualification for certificates, ratings, and currency
Part 1 PIC: time you were really the Pilot in Command of a flight.
Another question I have is...what is the difference between PIC Part 1 time and PIC Part 61 time? I've checked various sources and can't seem to come up with an adequate definition. I want to make sure that when I do these applications, I do them right!
[/ QUOTE ]"Part 61 PIC time" is the time that FAR 61.51 allows a pilot to log as pilot in command time. It includes the time you uncle let you handle the controls of a pressurized high performance retractable gear airplane flying above 25,000 msl in solid IMC when you don't have an instrument rating and your only flight experience is in the same CE-152 you got your private in.
Obviously, when looking at your qualifications, your potential employer doesn't consider that to be time that reflects your real flight experience. They are looking for "real" pilot in command time - the time you spent "acting as pilot in command" -- as the person who "has final authority and responsibility for the operation and safety of the flight", which always means the proper ratings and endorsements and the knowledge of the aircraft that allows you to exercise that ultimate authority. That's the definition of PIC in FAR Part 1. So it's come to be referred to as "Part 1 PIC" time.
To summarize:
Part 61 PIC: time loggable under FAR 61.51 for the purpose of showing qualification for certificates, ratings, and currency
Part 1 PIC: time you were really the Pilot in Command of a flight.
MidlifeFlyer
Well-Known Member
[ QUOTE ]
So basically, when I was going for my commercial, whatever PIC time I had logged when also flying with an instructor and logging it also as dual is actually Part 61 PIC time, and would not count for Part 1, correct?
[/ QUOTE ]Yup, that's about it (unless of course, you were on an instructional flight in which your CFI was not the one ultimately in charge of the flight. Possible, but not common).
What some people have done is created an extra "Part 1 PIC" column to record the time.
Actually, I'm impressed that the application is asking you to separate it. In a lot of posts on the subject, the horror story is getting stuck and embarrassed when the potential employer asking about exactly how the pressurization system on that retract works.
So basically, when I was going for my commercial, whatever PIC time I had logged when also flying with an instructor and logging it also as dual is actually Part 61 PIC time, and would not count for Part 1, correct?
[/ QUOTE ]Yup, that's about it (unless of course, you were on an instructional flight in which your CFI was not the one ultimately in charge of the flight. Possible, but not common).
What some people have done is created an extra "Part 1 PIC" column to record the time.
Actually, I'm impressed that the application is asking you to separate it. In a lot of posts on the subject, the horror story is getting stuck and embarrassed when the potential employer asking about exactly how the pressurization system on that retract works.