Staying GA current while flying 121

[Clocks]

3 takeoffs and landings in the same category, class, and type (if required). The C-172 does not require a type (obviously), does that mean my landings in an airplane that does require a type (ERJ) still meet this requirement if I wanted to carry passengers in a 172?

Lastly I don't log instrument approaches unless I'm PF and we're in actual at the FAF (I know people have different opinions on the second part of that), but what about holds? For instrument currency the reg says "Performed and logged...." it doesn't say "...as sole manipulator" (also only the same category is required). I've done enough loggable approaches as PF in the ERJ but I have only been assigned 1 hold and I wasn't PF. Is it legitimate to log that one for the purpose of being IFR current so I'd be legal for a GA IFR flight, or should I just hold off logging it until I'm PF and we get assigned a hold? I'm just not sure if I'm going to fly another hold at the rate I'm currently flying . If it's questionable in the least I don't want it in my logbook.

*edit* This one I just though of and can't look up or verify because the FAA reg site isn't working now: Does my SIC type rating that xjet added to my certificate take the place of my 24 month flight review?

 

[bhh1128]

3 takeoffs and landings in the same category, class, and type (if required). The C-172 does not require a type (obviously), does that mean my landings in an airplane that does require a type (ERJ) still meet this requirement if I wanted to carry passengers in a 172?

Wouldn't the ERJ need to be a single-engine land airplane for that to be true?

ERJ takeoffs and landings count for multi-engine land airplanes that do not require a type rating, but they do NOT count for single-engine currency.

 

[Clocks]

Wouldn't the ERJ need to be a single-engine land airplane for that to be true?

ERJ takeoffs and landings count for multi-engine land airplanes that do not require a type rating, but they do NOT count for single-engine currency.

Crap I was thinking that while typing and didn't go back and fix it.

Replace "C-172" with "Seminole", in which case you answered my question.

 

[blee256]

Does my SIC type rating that xjet added to my certificate take the place of my 24 month flight review?

You initial checkride and your yearly PCs should count. And you do holds during those sim sessions dont you? That should cover your IFR currency as well

 

[InlandFlyer]

I was actually wondering the same thing about instrument currency. I never logged anything in my logbook while going through sim, but I sure did plenty of holds and approaches during the sessions. Is having that new "SIC type rating" on my certificate enough to show that I'm keeping up with my instrument currency? Now I'm starting to wonder if I should go back and log those sessions...

 

[higney85]

The landings question has already been answered but for the IFR currency here is what I do.. I have not flown GA since I was hired at a 121 a year and a half ago so if it isn't technically legal I am not too worried cause I am not using my logic to fly GA. I logged all my Sims through training including my PC this past year. I only logged it as SIM time so NO TOTAL OR ANY OTHER COLUMN. In the remarks I put in the holds, approaches, and other pertinant info. In the case of a "logbook review" on an interview there is just the ability to see my training info and flight time all from one source. I also keep a copy of the form the check airmen use for sims/PC's so I have an "official copy" of my training in case a file gets "misplaced". I logged everything just as I did back in the day of the instrument rating while doing all the sim stuff in the frasca's. I do log approaches and holds that I do (in the plane) as PF (all holds as PF and only approaches where IMC at/past the FAF). I pulled up logbook pro and see that by logging my PF stuff alone I am current with all requirements both landings and IFR. At a 121 you are covered by yearly PC's for your IFR/BFR requirements either way- just need 3 takeoffs/landings.

 

[InlandFlyer]

ah, okay. I guess I should go and log my sim sessions in case someone wants to check. Now, is an instructors signature not required when logging sim time?

 

[Chief Captain]

Wouldn't the ERJ need to be a single-engine land airplane for that to be true?

ERJ takeoffs and landings count for multi-engine land airplanes that do not require a type rating, but they do NOT count for single-engine currency.

Right. So the newly retired 744 captain cannot legally act as PIC of the flying club's C172 because he's not current

Life's funny ain't it?

 

[higney85]

Right. So the newly retired 744 captain cannot legally act as PIC of the flying club's C172 because he's not current

Life's funny ain't it?

But personally even though its only been a year and a half I think flying a single engine would be a bit "weird" after flying the jet. It would take a couple times around the patch to get used to the piston thing again..... I have a feeling I would fly a little "fast" and long the first time around the patch- something about "landing with power" has become a bit of a habit..

That being said I would love to go tool around in a tailwheel or do some spins in a 152 sometime! You just don't get to "tool around" in the CRJ.

 

[SpiraMirabilis]

Right. So the newly retired 744 captain cannot legally act as PIC of the flying club's C172 because he's not current

Life's funny ain't it?

can't carry passengers, he would still be PIC -- commanding himself until he got his landings. the instrument currency is the one where after youre not current you can not act as PIC.

 

[Polymox]

Right. So the newly retired 744 captain cannot legally act as PIC of the flying club's C172 because he's not current

Life's funny ain't it?

Actually, as a flight instructor it was the airline pilots that would scare me more than anything else. Flew with airline pilots that came out of Metroliners, Boeings, and Dash 8s and they were all worse than primary students. This is speaking of people that weren't anywhere close to current in light aircraft, obviously you can be proficient in both if you fly both. After a while spent in the airline environment you owe it to yourself to spend a couple hours with a CFI to avoid hurting yourself or bending an airplane. Generally, their problems were in landing (different sight picture and flaring way too high), and engine out procedures (they forget to point towards a field and establish best glide before flows and checklists).

 

[dbrault17]

Actually, as a flight instructor it was the airline pilots that would scare me more than anything else. Flew with airline pilots that came out of Metroliners, Boeings, and Dash 8s and they were all worse than primary students. This is speaking of people that weren't anywhere close to current in light aircraft, obviously you can be proficient in both if you fly both. After a while spent in the airline environment you owe it to yourself to spend a couple hours with a CFI to avoid hurting yourself or bending an airplane. Generally, their problems were in landing (different sight picture and flaring way too high), and engine out procedures (they forget to point towards a field and establish best glide before flows and checklists).

And flying VFR