Who needs to be a pilot when you have an autopilot? Where is that autoland button? Isn’t the TTx built by the same folks who engineered the “Land O Matic” gear? Fly on!

I think Chip might have been referring to me when he said "In fact I have a friend that is flying the stink out of a TTx to build total time." While flying a TTX may not make flying a jet easier, building time isn't a wive's tale in my case.

I am building time to fly an L-39. The FAA requires 1000 hours to get the LOA to fly an L-39. So I am currently flying the piss out of my Columbia. I just flew from Texas to Argentina, where I'll fly around the country for a few months, and then I'll fly back to Texas around June. In 2015 I had 50 hours, now I have 700 (just 300 in the Columbia). During my next 250 hours, I plan to get my multi-engine ticket and do some aerobatics training (in a piston first). This is the advice I got from the guys flying the jet warbirds, and since I need 1000 hours anyway, I might as well make the most of it. I'm learning a ton along the way.

Chris,

Regarding building time. It seems to me that you are actually wasting time flying a 200 knot plus airplane. Why not fly the same routes in a SLOW plane, thus adding at least twice the time for each leg?

A Piper Cub, an Air Cam, an older 172/182 will get you there, take much longer and add much more time for your needs. An Air Cam has two additional benefits: It is multi engine AND a tail dragger. Your time would be gathered in a Multi and many Aircams are configured for IFR also.


Just a thought. Seems like your trip to Argentina could put you over the 1000 mark in a slower plane.


Martin

Good point Martin, I've considered the "go slow" option. I do have about 163 hours in C152's, 80 hours in C172's and 40 hours in a Piper Archer. My goal isn't absolute cheapest hours - I could do that by living in a hot air balloon for 3 weeks tied 20 feet above the ground, and I'd get 500 hours towards the required 1000!. (The FAA rule for jet warbirds says only 500 hours of the 1000 need to be fixed-wing). It's a balance between cost and enjoyment and just traveling. If I could log time in a paraglider or paramotor, I'd do that, but unfortunately that time doesn't count towards the 1000 (even thought you probably learn more about aerodynamics flying a paraglider than flying a TTX).

I think Chip might have been referring to me when he said "In fact I have a friend that is flying the stink out of a TTx to build total time." While flying a TTX may not make flying a jet easier, building time isn't a wive's tale in my case.

I am building time to fly an L-39. The FAA requires 1000 hours to get the LOA to fly an L-39. So I am currently flying the piss out of my Columbia. I just flew from Texas to Argentina, where I'll fly around the country for a few months, and then I'll fly back to Texas around June. In 2015 I had 50 hours, now I have 700 (just 300 in the Columbia). During my next 250 hours, I plan to get my multi-engine ticket and do some aerobatics training (in a piston first). This is the advice I got from the guys flying the jet warbirds, and since I need 1000 hours anyway, I might as well make the most of it. I'm learning a ton along the way.

Never worn a tux, don't wear a watch, and my instagram has 5 photos since 2011.

That would be a great story!

This is a "rule" made up by a government bureaucracy. It's not going to make you a better L39 pilot.

There are a lot of ways to kill yourself in an L39 that have nothing to do with "total time". Flying old war birds is a completely different animal. I don't see the ROI in it.

You're proving my point with this point.

And, other than those of us who did it the old way thinking it doesn’t “feel” right, is there any real evidence that says the new way is less safe?

Chris, i think you are spot on

put another way - can an SR22 pilot get to solo and even PPl faster if s/he does the PPL in a C172 ? Sure

But what is the fastest way to become a competent SR22 pilot flying IFR cross country trips? I'll wager that will happen fastest (and most proficient) by starting in the SR22 from scratch.

Insurance limits. You can get insurance, just maybe not as much as you'd like.

I'm sure the training and learning would be fine. Might take a little more time, but not much.

I have been working on setting up a co-ownership on SR22. Had one guy with 200-250 hrs and just starting on his IR and no SR22 time. There was a cap on the liability that the other two of us didn't want to have; I think it was $300k with sublimits. No, we couldn't get split liability, lower for him and higher for us. We wanted $1 million smooth or maybe even $2 million smooth.

I had no issue with no PPL and almost no time getting one mil smooth in 2009. It required a Cirrus certified instructor, and a minimum time of something like 60 hours before I could carry passengers. Note: this was a SR20.
So instead of split limits, you may want to ask the question differently.

Tim

I brought someone up from 0 hours to a CFI in his F33A. It can be done and he had to have 50 hours before he could solo. The way of thinking of the past just doesn't make sense.

I think Chip might have been referring to me when he said "In fact I have a friend that is flying the stink out of a TTx to build total time." While flying a TTX may not make flying a jet easier, building time isn't a wive's tale in my case.

I am building time to fly an L-39. The FAA requires 1000 hours to get the LOA to fly an L-39. So I am currently flying the piss out of my Columbia. I just flew from Texas to Argentina, where I'll fly around the country for a few months, and then I'll fly back to Texas around June. In 2015 I had 50 hours, now I have 700 (just 300 in the Columbia). During my next 250 hours, I plan to get my multi-engine ticket and do some aerobatics training (in a piston first). This is the advice I got from the guys flying the jet warbirds, and since I need 1000 hours anyway, I might as well make the most of it. I'm learning a ton along the way.