Share Your Real Pilot Stories

[redtiger02]

Originally Posted by Kamak86

Ok, im just trying to get an idea of what i have to do, I have a private's. The plane is a C-404, with 1 pilot and 1 camera man. I would be hired on as a camera man for their company. Once the photos are taken they would land and refuel. Then the pilot and i would take off and fly the plane to the homebase as a dead leg. I might try and call my local FSDO and try and see what they say.

If the PIC was a CFI would that change anything on the dead legs?

The status of the PIC isn't a factor to the FAA. You just have to show that you did fly the plane at least part of the flight and that you are considered essential crew by the PIC. It's a good idea to get him to sign the notes section of your logbook saying that you were essential crew and that you did at least some of the flying. Just do it on the first entry and they won't question the rest of them in that aircraft. The FARs on multi time are a very grey area on what multi time you can and can't log. Have your PIC put the log entry in there and his CFI number, if anyone had a question about the entry that should erase all doubt. The CFI is an all-knowing, all-seeing pilot to the FAA, so it's a good way to cover your bases.

[redtiger02]

One thing though, if you don't have a multi rating and your PIC is a CFI, you can probably get a multi rating on the first flight. Multi engine private only requires a checkout with a rated CFI. If you want multi commercial, you're in for some big money. The checkout it nothing special if you already have high-performance and complex endorsements. Just do everything twice. The only new skill he will teach you is feathering. It's nothing special, just like in any high performance you pull the prop RPM, only it will have a barrier break, where you twist it 1/2 turn and pull it all the way to completely coarse out the prop so as to make it perpindicular to the wing. You just do that to prevent windmilling, where you are catching drag on the dead engine that causes a yaw instability. My only real dead engine was in a Twin Commander, so outside of 1 experience and the training received beforehand, I don't have anything else useful to tell you. Multi time + CFI as PIC = multi rating for you. Go Kamak!

[redtiger02]

Did you ever notice how it took less than a day for real pilots to basically commandeer this board?

[Whiskey Red]

Originally Posted by redtiger02

One thing though, if you don't have a multi rating and your PIC is a CFI, you can probably get a multi rating on the first flight. Multi engine private only requires a checkout with a rated CFI. If you want multi commercial, you're in for some big money. The checkout it nothing special if you already have high-performance and complex endorsements. Just do everything twice. The only new skill he will teach you is feathering. It's nothing special, just like in any high performance you pull the prop RPM, only it will have a barrier break, where you twist it 1/2 turn and pull it all the way to completely coarse out the prop so as to make it perpindicular to the wing. You just do that to prevent windmilling, where you are catching drag on the dead engine that causes a yaw instability. My only real dead engine was in a Twin Commander, so outside of 1 experience and the training received beforehand, I don't have anything else useful to tell you. Multi time + CFI as PIC = multi rating for you. Go Kamak!

Brake time!!!!!!!!! WHAT!!!?

DO NOT BELIEVE ANY OF THIS! Most of this false false false!

You do need to take a private pilot checkride WITH an examiner for a twin rating. It is NOT a sign off! I cannot believe what I am reading. Please, I am trying to be civil, but this is absolutely outrageous!

Trust me! I went this way! I took my private pilot multi exam after I recieved by private single. I even took my multi-commercial exam before I took my single commercial. These are all certificates and not sign offs!

Also, a CFI CANNOT sign your logbook endoursing multi-time UNLESS he is an MEI!

A CFI does not equal all knowing to the FAA. They check us too!

Also, there is a lot to a twin checkride that you must learn besides feathering; like a VMC demonstration!

Please, redtiger02, check your facts. I am only trying to help!

Kamak86, double check everything you read (even from me)! Use the FARs as a resource! Find a CFI in real life and talk with them, too!

[Whiskey Red]

Originally Posted by redtiger02

The status of the PIC isn't a factor to the FAA. You just have to show that you did fly the plane at least part of the flight and that you are considered essential crew by the PIC. It's a good idea to get him to sign the notes section of your logbook saying that you were essential crew and that you did at least some of the flying. Just do it on the first entry and they won't question the rest of them in that aircraft. The FARs on multi time are a very grey area on what multi time you can and can't log. Have your PIC put the log entry in there and his CFI number, if anyone had a question about the entry that should erase all doubt. The CFI is an all-knowing, all-seeing pilot to the FAA, so it's a good way to cover your bases.

This is also false!

It is not up to the PIC to decide who gets to log what in their logbook! The rules are very specific. I'm not really even sure what you're talking about at this point.

Also, we are not all knowing or all seeing! Believe me! We make plenty of mistakes too! You need an MEI or nothing!

Read my other post. It tells you exactly what you need to have in order to log PIC or SIC time. Read part 61 of the FARs! I do not know where redtiger is getting this information.