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11 Answers

Commercial Pilot and Glider Solo Requirements

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FAA Regulations

I am a commercial pilot (ASEL) who hasn't flown in awhile and out of currency in terms of the flight review. I am interested in getting back into flying via gliders (and getting my glider add-on rating) Would I have to get a flight review before I was allowed to solo in a glider? Thanks!

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11 Answers



  1. Kris Kortokrax on Apr 11, 2016

    Yes you will need a flight review. 61.56 exempts student pilots from the flight review requirement. You are not a student pilot. You are a Commercial pilot. You will not be endorsed to solo under 61.87. You will be endorsed to act as PIC of an aircraft for which you are not rated (solo) under 61.31(d)(2).

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  2. LTCTerry on Apr 12, 2016

    Kris – I hate to disagree, but I don’t believe a flight review is required. It’s quite common for long-lapsed power pilots to take up soaring; they are not required to get ASEL current and have a flight review.

    As you mentioned, the solo endorsement is under 61.31 for additional training. This solo flight does not require a current flight review. Oddly, there is no time limit in FAR 61.31(d)(2), just the pilot “must – be receiving training for the purpose of obtaining an additional pilot certificate and rating that are appropriate to that aircraft and be under the supervision of an authorized instructor.”

    A glider commercial add-on requires training to solo, 20 solo flights, recommendation flight(s), and a check ride. No written required. This is good training and could easily be done in a couple three-day weekends, weather permitting.

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  3. Kris Kortokrax on Apr 12, 2016

    I never mind it when someone disagrees with me. I just need that disagreement to be based on something other than “other people have done it”.

    If you read the Beard interpretation (link follows), you will see that a flight review is indeed required in this situation.

    http://www.faa.gov/about/office_org/headquarters_offices/agc/pol_adjudication/agc200/interpretations/data/interps/2015/beard%20-%20(2015)%20legal%20interpretation.pdf

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  4. jsjrleonard18 on Apr 12, 2016

    Gentleman, thanks so much for the help! This was a question that I have heard several arguments about and since it applied to me I really needed the right answer. By strict reading of the rules, I was thinking like Terry, but that letter pretty much says I am wrong. Good to know. Going to get a flight review, which is so strange since I may never fly power again. Thanks again for all of the help.

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  5. Kris Kortokrax on Apr 12, 2016

    I’m just curious as to which rule you read that led you to believe you did not need a flight review. 61.56 is the rule that deals with flight reviews.

    61.56 (c) requires a flight review to act as PIC in an aircraft (not an aircraft for which you are rated). It does go on to state that the flight review must be accomplished in an aircraft for which you are rated, but that does not change the language requiring the flight review.

    61.56 (g) exempts student pilots, however, you are not a student pilot. You are a Commercial pilot.

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  6. jsjrleonard18 on Apr 12, 2016

    Sure, I was reading 61.31 d and then focused on the “OR”:

    (2) “Have received training required by this part that is appropriate to the pilot certification level, aircraft category, class, and type rating (if a class or type rating is required) for the aircraft to be flown, and have received an endorsement for solo flight in that aircraft from an authorized instructor.”

    I was taking it as having received training and received an endorsement to solo. No where in (2) does it refer to a flight review or 61.56. Again, for me, the key was the “OR”.

    Take a step back and think about the silliness of the FAA ruling (I know we are not supposed to do this, but bear with me). I have not flown in 15 years, and I want to get back into flying through gliders. I hold a commercial license but I have no intent of flying power again. My CFIG and I decide its best for me to start of fresh like I was a brand new student. I however, cannot solo the glider after satisfactory training like a new student pilot. I now have to back and get a flight review in power before I can solo a glider.

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  7. LTCTerry on Apr 12, 2016

    Kris – Happy to admit when I’m wrong. I enjoy reading your insightful posts. “We’ve always done it that way” doesn’t make it right. Here are two odd scenarios, but I know someone who fits the first part of each one:

    1. Imagine someone who earned a ticket through military competency but only ever flew multi-engine jets (from T-37 to C-5s to retirement) and years later decided to take up soaring. While it would be possible to do a flight review in a multi-engine jet it wouldn’t be reasonably priced or practical.

    2. Imagine military competency for a V-22 pilot with powered lift. There’s no civilian powered lift to use for a flight review.

    These folks might not ever fly again because they can’t do a flight review, but a 14 or 16 year old can solo with a piece of paper? Would seem to be the case…

    Short of mailing his ticket back to the FAA, I think there is a reasonable solution for the OP. A commercial certificate includes the privileges of private and light sport. Most training gliders fit in the light sport category. The OP can fly with one instructor for training and a second instructor to add light sport glider to his privileges. That could also be the flight part of a flight review. Now, the OP can fly the light sport glider – when ready for solo – as PIC. When ready he can take the commercial glider pilot check ride.

    The commercial glider add-on requires training to proficiency, 20 solo flights, and recommendation flight(s) before a checkride. Light sport add-on requires training to proficiency and no solo flights.

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  8. LTCTerry on Apr 13, 2016

    One addition to the above – I’ve seen on one light sport-related web page that a light sport proficiency check counts as a flight review. I’ve seen elsewhere that because it’s a “test” rather than “training” it doesn’t count for the flight review. Neither source pointed to an FAR reference.

    I hope the OP looks back at this. It’s not a hopeless situation, and there are cheaper options than a flight review in an ASEL. the glider route at least all counts towards a glider certificate…

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  9. Kris Kortokrax on Apr 13, 2016

    jsjrleonard18,

    The problem you had is that you focused on the wrong regulation. 61.31 deals with requirements for category/class, type ratings and endorsements necessary to act as PIC. It does not mention the flight review at all. If you look at 61.31(c), for example, it requires you to hold category/class and type, if necessary, to carry any person or operate for hire. You still need a flight review because of 61.56, even though it is not mentioned in 61.31. Same thing for 61.31(d).

    LTCTerry,

    For the C-5 ex-military pilot, he could get a flight review in a Piper Apache or could add on an ASEL class rating with a minimal amount of dual, no solo time and the practical test would count as a flight review.

    The V-22 guy might be problematic. I\’m not familiar with the military training program for the V-22. If they started them in airplanes or helicopters or both and then transitioned to the V-22, he would easily do the flight review in one of those categories.

    I don\’t think your Sport scenario would work as laid out. It could work if he took the proficiency check with an examiner. 61.56(c) seems to require that checks to be counted for a flight review be done by an examiner. The original poster is not likely to be taking a check with a check airman or military examiner.

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  10. LTCTerry on Apr 13, 2016

    Kris – I contacted the owner of a light sport school with the scenario. The flow would have to be: train to proficiency with CFI 1 > proficiency check with CFI 2 (logbook entry and mail off 8710-11, now the OP has the light sport glider rating) > 61.56 flight review with CFI 1, 2, or 3 > continue with commercial add-on.

    Your thought about the proficiency check with an examiner could combine steps two and three, but would likely be more expensive. In any case it would all be glider time towards real skill – which is more practical than doing any power flying.

    I hope the OP sees this and discusses it with his instructor. I’d hate to see someone spend money on something unneeded just to get where he wants to be. I don’t see a way to send a private message to users/members here.

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  11. Kris Kortokrax on Apr 13, 2016

    And unless he really needs the Commercial (wants to do rides for hire), he could just stay at the Sport level and enjoy himself. He could even progress to a Light Sport instructor in gliders without needing to get the Commercial.

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