This question comes from Karl:

I’m thinking about buying a retractable gear aircraft with 250 HP engine from a CFI who lost his medical. I am certified in high perfomrance AC (C-182) but I only have under 2 hrs of retract time.

I’m interested in taking a flight in the AC and he tells me that since I have a current medical and rating in a high performance AC, that I could be the legal PIC, even though I am not checked out in this plane. He would fly along with me, of course.

This doesn’t seem right to me. What do you think?

Hi Karl.  Thanks for your question. There are a few things that you need to think about here 1) Legality and 2) Insurance and 3) Safety.

Legality

According to FAR 61.31paragraph f, in order to act as a pilot in command of an aircraft which has an engine of more than 200 horsepower you must have received and logged ground and flight training from an instructor AND you must have an high performance endorsement from that instructor in your logbook.  In addition, if you want to be pilot in command of a complex aircraft, FAR 61.31(e) says that you must also have ground AND flight training in complex airplanes with logbook endorsement.  And just as a reminder, a complex aircraft has flaps, retractable gear and a controllable pitch propeller.  So that means if the airplane you are wanting to buy is a complex, high performance airplane you need 2 separate logbook endorsements (not ratings).  As a side note, these endorsements are one time events.

Insurance

Every insurance company and policy is different.  I would recommend checking with the policy on the aircraft to make sure you meet the open pilot provisions.  It might require you to have so much time in the make and model or it may require a proficiency check in the make and model by an authorized instructor.  Like I said, every policy is different.  It is best to call and talk with the insurance company or broker if you have any questions about your policy.

Safety

If you feel uncomfortable flying this airplane with this other pilot, don’t do it, even if is “legal”. Find a pilot or instructor who meets all the provisions above PLUS someone you feel comfortable flying with.  There are countless stories of pilots getting themselves killed flying unfamiliar aircraft.  In case you missed it,  here is my personal story of flying a unfamiliar airplane.

Hope this helps.  Let me know what you decide to do and if you buy it.

Fly Safe (and legal)

This question comes from Clayton:

I am a commercial pilot, single and multi engine ratings with instrument privilages. I am also a CFI single engine land.I recently received my CFI ticket and I’m confused on if the CFI ride counts as a biannual. Regs say that any additional rating qualifies as biannual but since the CFI is a different certificate will I still have to have a biannual?

To start let’s review the regulation that discusses flight reviews, 14 CFR 61.56. If you look at paragraph (d) it states that a “pilot who has passed a pilot proficiency check does not need to accomplish the flight review required by this section.” So does a CFI checkride count as a pilot proficiency check?

The answer is No. Why? Well, because the FAA specifically says so. Not in the regulation of course (that would be too easy) but in this recently released request for interpretation on 14 CFR 61.56(D) They specifically state that:

The answer is that a successful completion of a flight instructor practical test within the preceding 24 calendar months does not automatically relieve a pilot of the requirement to complete §61.56 flight review. A flight instructor practical test is not a pilot proficiency check for a pilot certificate, rating or an operating privilege, or any other acceptable substitute for a flight review specifically listed in § 61.56(d). A flight instructor practical test is not primarily focused on piloting skills but rather on one’s instructional skills. Thus, prima facie, it does not constitute a pilot proficiency check adequate to substitute for a flight review, as specified under § 61.56(d).

One way around this however (and the FAA ruling says so) is to request from your DE that your BFR and CFI checkride be done in conjunction. Acoording to the regs, a flight review requires one hour of ground and flight training. I don’t know about you, but my CFI checkride lasted A LOT longer than one hour on both the ground and flight portion of the practical test. Just be sure that your DE puts in an additional endorsement in your lookbook that attests to the fact that you have met the requirements of 61.56.

Congratulations on your CFI. Hopefully this helps you some.

Here is the link again to this FAA interpretation.

Fly Safe!

I don’t know about you, but an ICAO flight plan can be rather confusing and intimidating at first glance. However, once you go through it a couple of times, it really isn’t that bad. There are a couple of fields that are different and take a little explanation but that’s why I’m here!

In order to help you, I’ve created a short video tutorial describing and explaining the fields found on a FAA form 7233-4 or International Flight Plan form. I have to add a disclaimer. This is not a authoritative all encompassing, everything but the kitchen sink video. This is a very basic, here-is-how-I-did-it, kind of video. I ask that you check, use and consult all references provided by the FAA (not me).

Here are some links to references to use while watching the tutorial:

FAA Form 7233-4 International Flight Plan Form (pdf)

FAA Letter to Airman concerning the change (pdf)

Advisory Circular 90-100A - U.S. RNAV Operations (pdf)

Flight Services - ICAO Flight Plans (the FAA printed version of this tutorial)

Roger’s Runway - If you have a Garmin 430/530 there is some more information here pertaining to RNAV capability

Doc8643 - ICAO Aircraft Type Designators

Information about what to put in Box 18 when filing RNAV