Commercial rating?

Robert M. Gary wrote:

(be ready to answer the output
of the alternator in amps and the capacity of the battery)

How do DEs know details like this for each aircraft? Are they truly that
experienced, or do they grab the POH (or equivalent) first? I'm especially
curious with respect to our older aircraft in the fleet, many of which have
nontrivial customizations since production.

- Andrew

Paul Tomblin wrote:
- Is adding a commercial rating one of the things that non-citizens need
Homeland Security/TSA approval for?

Paul - your situation sounds identical to mine.

I posed this question to AOPA and was told that NO TSA security check
is required for the Commercial. Only the initial Private/Sport
Certificate, IFR Rating, and Multi Engine Ratings require TSA approval.

I have started my training at a Part 141 school, and have completed my
complex endorsement over this past weekend, and had no questions at all
about citizenship or TSA security checks. My coworker, a US Citizen,
recently did his multi at the same school and had to provide
passport/ID to prove his citizenship.

Rich

I posed this question to AOPA and was told that NO TSA security check is required for the Commercial.

Hey, it looks like you are right on that. The only restriction appears
to be that it must be only for single engine, mutliengine training for
any level requires TSA approval.
http://dmses.dot.gov/docimages/pdf91/310342_web.pdf

-Robert

Paul,

- How different is the second class medical from the third?


IIRC, vision is the key difference. For Class III, you need 20/40
corrected vision, for Class II it's 20/20.

--
Thomas Borchert (EDDH)

If you are not interested in an instructor certificate, I can't think
of any reason why you would want to get a commercial. You can only do a
few things, like sight seeing flights, pipeline patrol, banner towing
(not sure if that is still legal after 9-11). All of these are pretty
meaningless for a person who is gainfully employed elsewhere.

However, the commercial training is a lot of fun.



Paul Tomblin wrote:
So I've got my instrument rating, complex endorsement and 450 hours PIC.
So I've starting thinking about the commercial rating. But I've got some
questions:

- I understand there isn't much airwork involved and that it's mostly
about knowing aircraft systems. Is that correct?
- The requirements state I have to have made a 300nm solo flight. Does a
flight with a non-pilot count, or do I really have to have been alone?
- What can I do with it? Can I offer to fly people somewhere for money?
If I want to take pictures from the air to sell, do I need a commercial
rating?
- How different is the second class medical from the third?
- If I add on a seaplane rating later, will it automatically be commercial
or is there a separate checkride for seaplane commercial?
- Is adding a commercial rating one of the things that non-citizens need
Homeland Security/TSA approval for?

--
Paul Tomblin http://xcski.com/blogs/pt/
Reliability went through the floor, tunnelled its way to the centre of
the Earth, and perished in the magma.
-- Saundo

"Andrew Sarangan" wrote in message
oups.com...
If you are not interested in an instructor certificate, I can't think
of any reason why you would want to get a commercial. You can only do a
few things, like sight seeing flights, pipeline patrol, banner towing
(not sure if that is still legal after 9-11). All of these are pretty
meaningless for a person who is gainfully employed elsewhere.


Having a 61.75 Private certificate and the hours and experience requirements
for the commercial it seemed to make more sense to do the commercial and get
that in my own right than spend the same money and get the private.

Chris

Chris wrote:

Having a 61.75 Private certificate and the hours and experience
requirements for the commercial it seemed to make more sense to do the
commercial and get that in my own right than spend the same money and get
the private.

absolutely; I did it initially for this very reason, makes sense.

--Sylvain