Return-Path: Sender: (Marvin Kaye) To: lml Date: Thu, 28 Nov 2002 11:38:10 -0500 Message-ID: X-Original-Return-Path: Received: from [148.78.247.23] (HELO hestia.email.starband.net) by logan.com (CommuniGate Pro SMTP 4.0.2) with ESMTP id 1890627 for lml@lancaironline.net; Thu, 28 Nov 2002 11:22:54 -0500 Received: from regandesigns.com (vsat-148-63-101-227.c002.t7.mrt.starband.net [148.63.101.227]) by hestia.email.starband.net (8.12.4/8.12.4) with ESMTP id gASGMhSu020596 for ; Thu, 28 Nov 2002 11:22:47 -0500 X-Original-Message-ID: <3DE642FF.1060205@regandesigns.com> X-Original-Date: Thu, 28 Nov 2002 08:23:27 -0800 From: Brent Regan User-Agent: Mozilla/5.0 (Windows; U; Windows NT 5.0; en-US; rv:1.0.1) Gecko/20020823 Netscape/7.0 X-Accept-Language: en-us, en MIME-Version: 1.0 X-Original-To: Lancair Subject: Re: flight instruction in new Lancairs Content-Type: multipart/alternative; boundary="------------070503040702000702000907" --------------070503040702000702000907 Content-Type: text/plain; charset=us-ascii; format=flowed Content-Transfer-Encoding: 7bit Once again we have a case of where the vernacular definition is different than the legal definition of a word or phrase. In this case "Flight Training" is the culprit. Here is how I did it 8 years ago with the full consent, knowledge and blessings of the local FSDO. A few weeks before first flight I attended a lancair approved flight training course and received 5.4 hours of dual in N409L. At that time I was a VFR pilot with 150 hours in my log book, ~50 in high performance. For the first flight I hired an expert (a very good idea), Mike DeHate, to test fly N170BR. After about 20 minutes he landed and reported there were no squawks that required immediate attention so, after lunch, I took the left seat and Mike accompanied me to verify that I could operate this particular aircraft safely in various configurations and during all phases of flight. This comprehensive Check Ride took about 3 hours and Mike's presence in the aircraft was Required for him to verify, to his satisfaction, that I possessed the required skills to Safely operate the aircraft throughout its envelope. Check Rides are NOT Flight Training. Just because the guy in the right seat is a CFI doesn't mean that your are receiving training towards a rating. After the test flight period I did receive additional training in N170BR which included a High Altitude Endorsement and flight training towards my IFR rating. My IFR check ride was NOT flight instruction either. Do go to your FSDO and explain what your are planning and why it is Required for the Safest operation and how safety is your primary concern and how not allowing you to do this will require that you send them a letter asking why they are not interested in safety and then they will have to respond in writing so you can send their letter to the AOPA lawyers.........you get the picture. Safety trumps just about everything. There are lots of places in the FARs that strictly prohibit something.....unless it is allowed. Night and IFR operations are prohibited in experimental aircraft... unless they are allowed. Go figure. Regards Brent Regan --------------070503040702000702000907 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit Once again we have a case of where the vernacular definition is different than the legal definition of a word or phrase. In this case "Flight Training" is the culprit.

Here is how I did it 8 years ago with the full consent, knowledge and blessings of the local FSDO. A few weeks before first flight I attended a lancair approved flight training course and received 5.4 hours of dual in N409L. At that time I was a VFR pilot with 150 hours in my log book, ~50 in high performance. For the first flight I hired an expert (a very good idea), Mike DeHate, to test fly N170BR. After about 20 minutes he landed and reported there were no squawks that required immediate attention so, after lunch, I took the left seat and Mike accompanied me to verify that I could operate this particular aircraft safely in various configurations and during all phases of flight. This comprehensive Check Ride took about 3 hours and Mike's presence in the aircraft was Required for him to verify, to his satisfaction, that I possessed the required skills to Safely operate the aircraft throughout its envelope.

Check Rides are NOT Flight Training. Just because the guy in the right seat is a CFI doesn't mean that your are receiving training towards a rating.

After the test flight period I did receive additional training in N170BR which included a High Altitude Endorsement and flight training towards my IFR rating. My IFR check ride was NOT flight instruction either.

Do go to your FSDO and explain what your are planning and why it is Required for the Safest operation and how safety is your primary concern and how not allowing you to do this will require that you send them a letter asking why they are not interested in safety and then they will have to respond in writing so you can send their letter to the AOPA lawyers.........you get the picture. Safety trumps just about everything.

There are lots of places in the FARs that strictly prohibit something.....unless it is allowed. Night and IFR operations are prohibited in experimental aircraft... unless they are allowed. Go figure.

Regards
Brent Regan
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