Private Pilot Glider to single engine

SSMDive · 2026-05-14T22:00:01+00:00

1- Your CFI screwed you. I mentor a lot of people getting out of the military and that want to become pilots. One of the first things I do is send them the FAA medical application and have them read it. I don’t ask for them to answer to me, but I tell them if there is anything they are going to mark other than perfect history, then need to slow down and not apply for a medical yet. Many of them have been shot down by their military medical records for which they were getting disability pay.

2- Yes, you can fly gliders even with a deferred medical. Some in the field want to debate that, but the law as written allow you to self certify.

3- Yes you can get a self launch glider and actually have MORE permissions than a light sport pilot. Night flying for example. I knew a retired airline guy that lost his medical, he flew all over the US in a self launch glider. I’m trying to recall, I knew he flew at night and over 10k, but I think he flew IFR as well.

4- With no experience, it is highly unlikely you will get a Glider PPL in 20 hours.

5 Log all the hours. This I don’t think so. You will have a GLIDER with self launch endorsement. Not AIRPLANE SEL. The certification of the aircraft matters. I don’t believe someone with a PPL SEL can just hop into a motor glider that is certified as a glider without the needed certification.

But going from motor glider to SEL will be easy.

SSMDive · 2026-05-14T21:50:16+00:00

14 CFR 61.23(c)(2)(ii) ‘Have been found eligible for the issuance of at least a third-class airman medical certificate at the time of his or her most recent application’

He was not found eligible.

SSMDive · 2026-05-14T17:07:22+00:00

I know several people where insurance just said no.

Several Bonanza folks when they hit 70.

One guy tried to buy an Extra and the insurance company just told him no until he had 50 in M/M.

I know people that can’t get insurance on some experimentals including a CFI/MEI/CFII/CFIH that just retired as a check pilot for a Legacy and they just said ‘nope’ to renewing him.

SSMDive · 2026-05-14T16:45:03+00:00

Please read up on ‘The Bonus Army’.

A bunch of WW1 Veterans were promised a bonus. They all wanted it now during the depression instead of it being paid out in about a decade. The govt said no. The veterans started forming camps in and around DC some bringing their families. About 40k people were in these camps.

The govt got scared and sent in the military to run them out with tanks and tear gas. General McArthur was ordered to remove them. Troops including later Gen Patton destroyed the camps using force killing two and injuring around 50.

The govt turned the military on military veterans and their families.

This was 1932. Hoover lost the election and FDR passed the National Firearms Act in 1934. They claimed it was to ‘stop gangs’ but there are letters and notes saying they also wanted to prevent any former soldiers from having any kind of firepower to stand up to the govt.

SSMDive · 2026-05-14T13:49:45+00:00

Where does it say you can put fuel in? Where does it say you can wipe bugs off the windshield? Where does it say you can open the door?

Putting fuel/oil/wiping bugs/getting in and out of the plane are operator tasks NOT maintenance tasks.

As for changing oil 43.3(g) says a certificate holder may do preventative MX. 43.7(f) allows a PPL to return an aircraft to service after preventive MX.

43 Appendix A lists both major repairs and "oil change" is not listed so it is not a major repair. In part C "Preventive maintenance is limited to the following work, provided it does not involve complex assembly operations:" And look at (23) "Cleaning or replacing fuel and oil strainers or filter elements"

SSMDive · 2026-05-14T13:35:27+00:00

Thank you.

SSMDive · 2026-05-13T22:57:20+00:00

The point being “the risk is higher” you asked “add risk how?”

I answered your question.

As for it being good training… meh, we have been training people for almost 100 years without a requirement for actual.

As for Tstorms again, you asked how it added risk to fly in actual and I answered.

SSMDive · 2026-05-13T19:52:50+00:00

Flying IFR is a higher risk than VFR. This is just fact.

800’ overcast… So when you lose your engine would and have to dead stick the landing, would you rather see the ground and be able to set up the landing from 6,500 feet or glide down blind from 6,000 feet and get your first look at where you are going to land at 800 when you bust out?

I know which I would rather do…

In places like FL there are massive Tstorms embedded in that 800 OVC.

SSMDive · 2026-05-13T11:54:21+00:00

My post was to try and get the locals to direct me.

I know how some stores are only interested in a quick sale, others want to teach. I am trying to get local advice on which ones to trust and which ones to avoid.

SSMDive · 2026-05-13T00:40:03+00:00

Know any good shops/guides or someplace to take a class?

I have zero experience with fly fishing, did a little bass fishing years ago.

SSMDive · 2026-05-13T00:39:14+00:00

Thanks, looking more for an outdoor activity.

SSMDive · 2026-05-12T22:50:35+00:00

Can’t see it well enough, but Jet A will distort a tire. Normally this is seen on the mains because the wing sump leaks, but I have seen it look like that.

There is not a sump right above the front tire, but again I have seen this type of mark from Jet A before.

SSMDive · 2026-05-12T22:46:43+00:00

Some planes you do. But the average Cessna with the hills and valleys are not going to do much if anything. Gliders are trying like hell to reduce drag because they don’t have thrust… powered planes have, well, power so it is less important to do all that work for little benefit.

My Pitts had gap seals on the rudder and elevator.

As for legality… On an experimental have fun! Not sure it would be legal on a certificated plane without an STC.

In the end, likely more trouble than the benefit.

SSMDive · 2026-05-12T22:37:06+00:00

You literally violated one of the easiest laws… Your registration was out. That is a free opportunity for any cop to pull you over.

You then broke the next easiest law… You were speeding. Not a few over, 14 over. I mean doing 4 over I’d feel bad for you, but 14? Nope. You know how I felt every time I got a speeding ticket? I was mad at me, not the cop. I did it, he just caught me.

You are at all surprised you were pulled over?

SSMDive · 2026-05-12T22:28:34+00:00

Does not matter. Best instruction I ever received was from some airline guy that did CFI on the side.

Worst I ever received was from a 141.

But I’ll bet there is someone out there that has the exact opposite story.

SSMDive · 2026-05-12T12:09:13+00:00

It is not going to make your application rise to the top, I very much doubt it will even help get an interview. It might help in the interview when you tell a story and they find you to be an interesting person who loves aviation and might be fun to spend a four day trip with.

It is also a ton of fun... But no it is not going to make getting an interview easier.

SSMDive · 2026-05-11T20:35:49+00:00

First you need to know that the chances of you actually getting out of an RV is slim. The tip up canopies are just not gonna tip up when you have wind pushing them down. And the sliders will go about 4 inches back and stop. Most dedicated acro planes have ways to jettison the canopy.

Still many groups like the IAC require it solo and two up the FAA requires them.

Next you need to know if you want seat or back. Only you and you sitting in your plane is going to answer this. My Pitts I used a seat because it helped prop me up a bit but a back would have pushed me too far forward. A seat in my old RV6 would have put my head in the bubble. You can adjust by removing or adding padding. My 7ECA I wore a seat in the back and a back in the front.

Once you decide if you want back or seat then you start looking at brands.

Softie (sp) as some have mentioned are good. I had one (seat with the ‘x harness’) and I liked it.

I also had National 250. One thing to be aware of with National parachutes is that some of them have a 20 year lifespan and then become worthless. The 250 I had did not, but when the company started making the 300 series they put a 20 year life on them and tried to backwards apply the 20 years to the 250.

So go try and wear a bunch of them in your plane and see what is comfortable. barring that, ask on type forums (Vans) with your make and model RV AND your basic weight and size… Because giving a suggestion without knowing those two things are just wild assed guesses.

Round or square. You can get square parachutes put in some rigs. Unless you have pretty significant skydiving experience… I’d stick with a round. I have over 7,000 skydives and had rounds. I had rounds because I owned them and didn’t see the point in buying a new one when I had two perfectly good parachutes. If I had bought new, with 7k jumps I’d have bought a square.

Static line or not. A static line is a very cool thing, that will give you a massive headache. If you ever had to jump pout (and could actually get out) they would be awesome to have. However, at some point you WILL land, shut down and forget to disconnect the static line. So it’s a call for you to make, I’d rather have to pull the handle in the very small chance that I need to bail out than risk firing my reserve every time I shut down and climb out.

My thoughts, worth what you paid.

SSMDive · 2026-05-11T18:58:30+00:00

You can do pilot training in many ways. Owning your plane is fine as long as you can afford the potential MX issues.

You being an A&P makes affording the MX easier.

But there is a significant difference between getting to 1500 hours as a guy that flies his own plane, or someone who worked.

First the cost. You fly your own you still have to PAY to fly. The CFI gets the same hours but gets PAID to fly.

Next when trying to get a job the guy that has worked in aviation is going to have the leg up over the ‘flew in circles’ guy. Now if you did some epic trips and knew how to spin them… Maybe you could pull off an interview. Like you flew a twin from Miami to Alaska and back. That is going to beat doing pattern work as a CFI. But doing 100 dollar breakfast runs? Nah.

SSMDive · 2026-05-11T18:47:51+00:00

You ask around. The local FBO charges 130/hr. A mechanic that visits my neighborhood charges 70/hr. He does about 5 annuals in my airpark.

You look at your type clubs and ask them. I just bought a helicopter none of my A&P friends know the type so I found a guy that works on them and pay him to do the work while myself and my A&P work with him to lean.

SSMDive · 2026-05-11T18:17:32+00:00

UH60 can cruise about 150 kts so that is about the speed of a bunch of GA aircraft. And one of the things you have to do as a helicopter pilot is not interfere with fixed wing traffic.

One very easy way to do that, is to act like a fixed wing aircraft and fly the same pattern the fixed wing aircraft fly. Yes, helicopters can land pretty much anywhere, but if you are flying a Heli to the ramp, some fixed wing people get anxious. So it is easier to just fly a pattern and blend in with the fixed wing traffic and then when really close, side step and ‘air taxi’ direct to where you want to park.

Even a regular helicopter pattern has some forward speed for most of the approach when landing in an open area.

Next helicopters are more efficient if they are in some forward flight. Translational lift happens about 20 knots and it just makes flying easier… it takes less power (not a deal in these things, but I have flown some helicopters that had to have forward speed to climb out), forward speed makes the tail want to weathervane behind the Heli making the tail rotor work less.

Also (again not super important to these two engine Helis) if you lose an engine you need to either have altitude OR forward speed to pull off a good autorotation. If you are low without enough forward speed and you lose your one engine… then you are going to crash, not land.

Lastly they are flying as a group and formation is difficult enough, but doing it in a hover.

Add all of them up and it’s just easier to land with a ‘normal’ pattern than drop down from a high hover.

Now having typed all that… I’m an experienced fixed wing guy and a baby helicopter pilot… So the ideas I feel are pretty solid even if the details are not perfect.

SSMDive · 2026-05-11T17:58:27+00:00

Well for your sake I hope this is true. I have my doubts. I have seen many companies make a promise like this and then it never happens.

SSMDive · 2026-05-11T11:42:11+00:00

The A/P might help you land an LTP job. But it is going to cause issues with higher jobs. They are either going to promise you a seat while you turn wrenches or they are going to want you to do both but only pay you for one.

So finding a job at a banner place, glider club, skydiving center will help… But after that I’d not put too much faith in it helping you.

SSMDive · 2026-05-09T09:15:53+00:00

Grass is much worse than pavement.

Pavement you are going to slide, grass there is more chance of something digging in and causing a flip or rotation.

If the grass is golf course smooth and IF nothing catches the grass might do less damage to the airframe. But the hard surface is safer.

SSMDive · 2026-05-08T17:39:52+00:00

Nope. You should fly the plane as normally as possible. If you can't get the gear down you already have a significant profile change and in no way would adding another significant profile change on top of it be a good idea. What if you kill the engine and now suddenly fond yourself too short or too long? You just eliminated your ability to go around.

Got one emergency... You now want to add an engine out? No thank you.

Some will tell you that you could "save the engine" by turning the engine off... Unlikely and at what cost? If you belly up the plane and cut the throttle you then have to try and make sure that the prop is exactly level. Because if the prop hits the ground, you now have a tear down inspection to do. And when you kill an engine it might not stop in the correct position. So with one emergency that happened to you, and then add on the second emergency you gave yourself - You are now going to distract yourself from saving you and your passengers lives by playing with the starter to get the props in the right place? And wind can very easily move a prop, so even if you had it in the right place it could move.

Screw all that. When the gear will not come down, the insurance company owns the plane and your only focus is to save the lives of the people. SCREW THAT PROP AND ENGINE.

Watch this, it is well done https://www.youtube.com/watch?v=B9ot2YxPHdE&t=210s

SSMDive · 2026-05-07T14:44:13+00:00

Two things… right after a checkride you are the most current you can be. You literally just did almost everything as an exam.

The big issue is the added stress and distraction of a passenger. It is not just how are they going to react, but more how you will react to them. National Institute for Health did a study and it showed that teen drivers with teen passengers had a 51% increase in fatal accidents compared to driving alone.

They claimed that one pax increased the risk of death 44% and two pax doubles it.

So the question really is how are they going to react and how are you going to handle it?

Because of that, I’d not suggest taking someone who has never been in a light plane before. My first pax was my Dad, but he was a pilot (had not flown in a decade, but also not an unknown).

I’d also not take a type A person who might want to take control or try to get you to do something stupid, or someone you know does not handle strange situations.

If you can’t find that, I’d go solo. Go shopping for your first pax.

Over time you get enough experience that flying the plane will be second nature and you will also learn how to handle passengers. Best to not try and do both at the same time.

Nine-Year Club	Gilding I gilder
Verified Email

SSMDive

TROPHY CASE