Type Rating Question...

[bocefus]

Do as you wish, I am clearly telling you that it is not applicable for non-pressurized aircraft. If you have doubts, verify what I am saying with your local FSDO.

 

[casper1nine]

the reg is for pressurized aircraft that have a service ceiling above 25k, that is pretty plain to read. an HAE is not required for example in a p210, even though it is a pressurized aircraft. a non-pressurized a/c that can climb above 25k does not require the pilot hold a high alt. end.

bocefus is correct.

-casper

 

[IP076]

the reg is for pressurized aircraft that have a service ceiling above 25k, that is pretty plain to read. an HAE is not required for example in a p210, even though it is a pressurized aircraft. a non-pressurized a/c that can climb above 25k does not require the pilot hold a high alt. end.

bocefus is correct.

-casper

Thats cool....got a reference? I agree it doesnt apply to a P210....less than 25K and all....

I'll have to talk it over with our POI and see what he says.....

 

[casper1nine]

i just read 61.31(g)(1) to be applicable to pressurized aircraft, specifically (as parenthetically denoted) to be those having a sevice ceiling or Max Op Alt above 25K. that's just how i read it.

reading a little further, the flight training required to get the endorsement deals with a simulated rapid decompression, a phenomena unique to cabins inflated to greater than ambient pressure, not to all aircraft loitering about above 25k.

-casper1nine

 

[nosehair]

If you can point me to a FAA Definition of "Pressurized Aircraft" I'll take a look at it, until then, I'll go on the safe side, anything with a ceiling of over 25K like it says above needs a High Altitude Endorsement.

I can't point you to an actual definition, but I'll ask you to consider one of the training requirements for the High Altitude endorsement:
FAR 61.31(g)(2)(ii) "Proper emergency procedures for simulated rapid decompression without actually depressurizing the aircraft."

Also, the heading after the regilation number 61.31 says: "Additional training required for operating pressurized aircraft capable of operating at high altitudes."

The definition is within the reg: Airplanes capable of 25000 AND pressurized.

 

[bocefus]

Originally Posted by IP076

"If you can point me to a FAA Definition of "Pressurized Aircraft" I'll take a look at it, until then, I'll go on the safe side, anything with a ceiling of over 25K like it says above needs a High Altitude Endorsement."

So you would require a HA endorsement for the C-402, C-208 and any many other non-pressurized aircraft that has a service ceiling over 25K based on your ignorance?
Do the aviation commonity a favor and quit trying to interpret the regulations. If it is not clear to you by now, call the FSDO and get in writing.

 

[Jim320]

I think what it comes down to most is what the insurance company will require. Most times their requirements are greater than the FAA.

Jim


Alphapilottraining.com

 

[bocefus]

Very good Jim, ever see policy that specifically states that a "High Altitude endorsement" is required?

 

[Jim320]

bocefus,

I have not flown pressurized aircraft outside my airline flying so I don’t have any experience in dealing with that subject. I know any aircraft that require a type rating do not require it, but it does seem logical that smaller pressurized aircraft would need some type of an endorsement.
Like I said in my previous post it is usually the insurance companies, especially with an aircraft like the 402 that set the requirements.


Jim





Alphapilottraining.com

 

[bocefus]

And you are right, they do set the requirements. However I'll bet anyone ten to one that no insurance company has specified that an insured pilot must have a high altitude endorsement to be covered in a C-402.

 

[100LL... Again!]

Here's a question, Jim:

Suppose that you call your insurance company about a 414 checkout. You ask if you need a high-altitude endorsement. They say no, just a checkout from a qualified CFI.

You fly one, you get investigated for some reason, you get violated. Period.

It is a kind of laziness that prevents people from looking into this stuff.
Instead, they rely on rules of thumb and assumptions, such as the one that the insurance company's requirements are always more strict.

The FAA and the insurance companyare two different entities, with different goals. You must know and satisfy each of them individually.

 

[Jim320]

100LL
Yes I totally agree. I was just saying in most cases the insurance will be more restrictive than the FAA. Of course you need to research the regs because no one wants a violation.

Jim


Alphapilottraining.com