New twin! Any ideas???

[Timebuilder]

Let's say you lease your airplane to a place that has a 135 certificate, and they put your plane on the certificate. You, with a commercial ticket, could work for them doing VFR air taxi for them in your own airplane at 500 hours TT. At 1200 hours, you could qualify to do this on IFR flights.

Otherwise, merely putting a plane on leaseback does not relieve you of any of the restrictions against common carriage.

If you lease back to a flight school, for instance, you CAN take folks up for VFR air tours, but under no circumstances can you charge to carry anyone from A to B without a 135 certificate and all the apropriate requirements being met.

 

[SDdriver]

Once again I have to agree with Timebuilder,

Doing te part 91 pilot service thing is just not worth it. By the part 91 service thing, I mean having the customer rent the plane and pay you on the side to fly it from point A to B. We have a couple of old timers where I am that do that thing and have a pretty good racket set up, but it is not worth it to me, not when you can work at it a little and just do it legally 135. There has always been a very grey area when it comes to that stuff, so I wouldn't do it. The day 135 VFR thing is not a bad idea, but we keep getting back to the same issue as before, there probably won't be a 135 outfit that will put you type of twin on the certificate. I am not saying it is impossible, it is just not likley.

Why don't you let us know what type of twin you are thinking more about, now that you have read some of these post. That might help with some of the advice.

Sd

 

[Steve]

Timebuilder,

Can you give me some more info about life limited parts and fireblocking, which you mentioned on your previous post? What makes it so hard to put an airplane that was privately owned (say a Cessna 337) on a 135 Cert?

 

[Timebuilder]

First, I know little about the Skymaster, except that this kind of multi time is not treated the same as other more conventional multi time by potential employers because the engines are pushing and pulling along the same imaginary "line". "Ceterline thrust" is the term, and this kind of experience is not sought after for purposes of a professional career.

Aircraft use parts that have a fixed life span for their use in common carriage service. If you bring a plane from a background of say, flight instruction, and start a 135 charter service with it, the plane will require a process of being brought into compliance. Vacuum pump replacement is a good example of this, along with other parts that must have a "birthday" (a zero time installation) and a "retirement" day, were they must be replaced.

I recommend you speak with a mechanic who has taken an older piston twin and placed it into 135 service. He'll tell you about the FAA inspector that will inspect, and often reinspect the plane during the protracted process of gaining approval for 135 service, and perhaps the costs associated with the process. He may even tell you if the person who was starting the 135 service is still in business today.

Good luck.

 

[Timebuilder]

Fireblocking

All of the material, ie: carpet, seat covers, etc, must meet a standard of resistance to burning. You must be able to PROVE the materials meet the standard, which can be more difficult depending on who has completed what kind of paperwork regarding the interior during the life of the aircraft.

I looked at a 55 with my boss once, and we ended up not buying the airplane, which had been operated under part 91 since new. There was a question about the fireblocking, and my boss had already been stuck once in a compliance issue a few years ago, which cost the owner a new, certified interior. Ouch.

Once again, an experienced mechanic should be able to give you guidance.

 

[Steve]

Timebuilder,

Thanks for the reply. The ifno you gave really helped. The issue of centerline thrust and the 337 was discussed a while back. Will the 337 time be considered no better than single engine time? http://forums.flightinfo.com/showthread.php?s=&threadid=19156&highlight=cessna+337

 

[Timebuilder]

If you want multiengine time for a job in the future flying airplanes that are NOT centerline thrust, then you want something besides 337 time in order to meet the experience requirements of the future employer.

Losing an engine in a 337 is a non event, with no yaw or Vmc difficulties. Without these possibilities, you have not flown the kind of multiengine aircraft that most carriers use.

Better than single engine time? In a way. Equal to conventional multi expereince? No. Good for your total time? Absolutely.

It all depends on what you are going to want to do in the future.