I'm a student pursuing a US Private Pilot License, and recently scheduled my checkride. I've been training in a 1981 Piper Warrior (PA-28-161), but if its annual goes sour I may have to take my club's 1980 Piper Archer (PA-28-181). I have well over §61.109's 40 hours in the Warrior alone, and only ~10 hours in the Archer. I have a separate club checkout and CFI solo endorsement for each, they're pretty similar anyway—they're even both the same ATC type (P28A)—but they aren't the same model.
Here's the catch: Form 8710, the "Airman Certificate and/or Rating Application", asks specifically for
[II.A.2.] Total time in this make/model and/or approved FFS or FTD (Hrs.)
Furthermore, according to the IACRA FAQ ("I'm a Designated Examiner. I noticed a mistake when reviewing the IACRA application...."):
A mistake in the applicant's information cannot be corrected after it has been signed by the Recommending Instructor.
My prospective DPE explicitly told me that the backup plane was fine, and I can't find any Part 61 regulations that are specific to experience in one make/model aside from adding an experimental aircraft as part §61.63(h)(1), which is what I assume the box is really for. Of course I'd rather test in my more-experienced plane, but I'm asking specifically for regulations here if Plan A falls through.
Are there any regulations or headaches that I would encounter if I need to change the tail number or model number of my checkride plane and listed hours therein, potentially long after IACRA submission?
I came to the same conclusion as you, I don't see anything keeping you from going. You meet the requirements of 61.107 and 61.109, you have recent experience in both aircraft, and as far as make and model, they're both PA-28's. That's like going from a 172B to a 172S: it's the same make and model, Piper just makes it a little less obvious with their nickname and number combinations. If you had trained in a Warrior 160 and an Arrow, it would be a bit different, but only as far as requiring an additional endorsement.
Epilogue: I confirmed with my phase check CFI (and former DPE) that it's no big deal. She noted that the airplane designation "can be lined through" the day of the test.
In any case, the PPL doesn't mandate experience in a single type of aircraft, and anything one can fly in a PPL checkride requires instruction and an endorsement, so presumably the type can be adjusted even more significantly. (Whether it's a good idea is another matter entirely, but...)
plane was fine, and I can't find any Part 61 regulations that are specific to experience in one make/model aside from adding an experimental aircraft as part §61.63(h)(1), which is what I assume the box is really for. Of course I'd rather test in my more-experienced plane, but I'm asking specifically for regulations here if Plan A falls through. Are there any regulations or headaches that I would encounter if I need to change the tail number or model number of my checkride plane and listed hours therein, potentially long after IACRA submission?
months) but I haven't been to training yet, so 135.323 doesn't really apply. From my interpretation of the regulations I would say no, however every 135 company that I have ever flown... that they consider the training to have been completed in March. So what happens if a year passes and recurrent training is due. I don't make it in February or March, but the company schedules me for recurrent... this subpart completes the training in the calendar month before, or the calendar month after, the month in which that training is required, the crewmember is considered to have completed
StallSpin's answer on the recent question about VFR traffic patterns has got me thinking about the "Remarks" section of the Airport/Facility Directory. We are all taught in training to review the AFD entry for airports we intend to visit (part of FAR 91.103's "become familiar with all available information" requirement), and to comply with any restrictions noted - typically things like "no touch-and-go landings", "Standard traffic pattern required of all aircraft", "Prior Permission Required for jet aircraft", etc. Aside from it being The Right Thing To Do, and avoiding the possibility
14 CFR 61.55 says: ... (d) A person may receive a second-in-command pilot type rating for an aircraft after satisfactorily completing the second-in-command familiarization training requirements under paragraph (b) of this section in that type of aircraft provided the training was completed within the 12 calendar months before the month of application for the SIC pilot type rating. The person must comply with the following application and pilot certification procedures: ... (6) The applicant must appear in person at a FAA Flight Standards District Office
For instance, I don't remember paragraph 61.51(e)(iii) at all from way back when I studied it to determine when I could log PIC time. I'm fairly certain that it has been added since then (actually, there was no sport pilot license back then so I know that it has at least been changed), but I would like to know when it was changed and what the changes were. At the bottom of the reg, it includes... FR 42549, Aug. 21, 2009; Amdt. 61-128, 76 FR 54105, Aug. 31, 2011] This tells me when it was amended, but not what was amended. Does the FAA make that information available?
When flying under Part 135, is it legal to takeoff knowing that you will exceed the allowable duty time due to an unplanned delay after the start of taxi? 135.267(d) says: Each assignment under paragraph (b) of this section must provide for at least 10 consecutive hours of rest during the 24-hour period that precedes the planned completion time of the assignment. So if the determining factor is the planned completion time of the assignment, am I good if my passengers showed up late on an earlier leg, or if I have to wait at the runway for 30 minutes before I takeoff
of the date of examination shown on the medical certificate. So this clearly states that if I pass my medical on January 1st 2014 then my medical is good until the end of the day on January 31st 2015. ICAO Rule: However, I have been told that ICAO rules state that the medical expires 12 months to the day from when it was issued, which would mean that it would no longer be valid as of January 1st, 2015. (A reference for this would be great.) Question: As the holder of an FAA pilot license, with the above FAA issued medical, may I legally fly outside of the US after January 1st 2015
From what I understand, whether or not a flight is classified as private or commercial in the eyes of US Customs and Border Patrol (CBP) has nothing to do with the Federal Aviation Regulations (FAR) flight rules that they are operating under. For instance, I understand that I can legally be operating under FAR Part 91 and still be a commercial flight in the eyes of CBP. What then is the determining factor?
— (1) Category A: Speed less than 91 knots. (2) Category B: Speed 91 knots or more but less than 121 knots. (3) Category C: Speed 121 knots or more but less than 141 knots. (4) Category D: Speed 141 knots or more but less than 166 knots. (5) Category E: Speed 166 knots or more. So an aircraft category never changes because it is always Vref at max landing weight. What if I fly an approach at a speed that falls into a different category? For instance, a jet may land at significantly less than this speed if very light, or more than this speed if landing with less
14 CFR 135, Subpart F contains the rest requirements for Part 135 operations. The rest requirement for 1 and 2 pilot unscheduled crews (typical) comes from: 135.267(d) Each assignment under paragraph (b) of this section must provide for at least 10 consecutive hours of rest during the 24-hour period that precedes the planned completion time of the assignment. What does the FAA consider rest and what actions by the company will interrupt the required rest?