FAA CPL 250 TT. Type rating/ATP written questions.
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FAA CPL 250 TT. Type rating/ATP written questions.
Hi folks.
Can anyone describe for me the new rules to get the TR.
I have a FAA CPL, IR, ME 250tt.
If, for example, I need to get the TR on b737. (I'm just trying to figure out the new rules) what exactly do i need to do? Web sites of training schools such as PanAm say - to do the TR training I gotta have the 'ATP written'.
If i'm not mistaking, to do ATP written I gotta have a 1500tt and CBT. Am I right?
I am becoming mired down searching information.
Can anyone describe for me the new rules to get the TR.
I have a FAA CPL, IR, ME 250tt.
If, for example, I need to get the TR on b737. (I'm just trying to figure out the new rules) what exactly do i need to do? Web sites of training schools such as PanAm say - to do the TR training I gotta have the 'ATP written'.
If i'm not mistaking, to do ATP written I gotta have a 1500tt and CBT. Am I right?
I am becoming mired down searching information.
Last edited by RYaroslavsky; 5th May 2015 at 10:06.
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Now minimum pre-request of training providers is an ATP written for FAA and frozenATPL for EASA. According to FAA rules: after 1000hrs you can have CTP-ATP course http://www.faa.gov/pilots/training/a..._providers.pdf and ATP written test. For EASA you have to pass 14 ATP exams.
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In order to take the ATP knowledge test, you need to complete an ATP CTP course. Total number of flight hours is irrelevant.
http://www.faa.gov/pilots/training/a..._providers.pdf
To take a type rating you don't necessarily have to have the ATP knowledge test done, but that sounds like a requirement by the type rating school because there all type ratings are done to ATP standard.
http://www.faa.gov/pilots/training/a..._providers.pdf
To take a type rating you don't necessarily have to have the ATP knowledge test done, but that sounds like a requirement by the type rating school because there all type ratings are done to ATP standard.
Higher Power Aviation used to add type ratings to commercial certificates. They were bought by ATP Flight School last year so it may have changed. Their web site only says you need the ATP written "if qualified" for the ATP.
In the FAA world a type rating is always done to ATP standards so if you get a type rating on a private or commercial certificate and later get an ATP, the type rating jumps up to the ATP level without another checkride.
I've done training of <1000 hour pilots in a 727, a transport jet is a big jump at 250 hours. There's twice the stuff happening 4 times as fast. Good luck to you.
In the FAA world a type rating is always done to ATP standards so if you get a type rating on a private or commercial certificate and later get an ATP, the type rating jumps up to the ATP level without another checkride.
I've done training of <1000 hour pilots in a 727, a transport jet is a big jump at 250 hours. There's twice the stuff happening 4 times as fast. Good luck to you.
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dear original poster
Why would you want a type rating on a commercial license? It would be virtually useless for airline flying in the USA at least.
Better to have an ATP type rating on a jet than just a commerical type rating on a jet.
it is up to you, I imagine you could get a job somewhere but it doesn't make sense.
Why would you want a type rating on a commercial license? It would be virtually useless for airline flying in the USA at least.
Better to have an ATP type rating on a jet than just a commerical type rating on a jet.
it is up to you, I imagine you could get a job somewhere but it doesn't make sense.
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Thhx to everyone guys for your answers.
B737 was as the example. I were trying to figure out the rules for the future.
I'm from Russia, and right now there is no way to convert a foreign license to the local license due to new requirements for a pilots. But after about thousand hours (still CPL licence) there is possibility to find a job on something like CRJ200, ATR72 or even B737 and A319/320. So to be a pilot on "RUS" registered aircraft I have to have in my FAA license TR and "validate" it. This is the reason why I need to know the rules.
Couple months ago I did my C208B initial PIC training in PanAm and it was NON-FAA course because I don't have a ATP written done. It confused me up, I thought for all TR I have to have ATP.
Non-FAA course works for me with C208B because she is lighter then 12500 pounds, but if i got a job on something heavier it don't.
B737 was as the example. I were trying to figure out the rules for the future.
I'm from Russia, and right now there is no way to convert a foreign license to the local license due to new requirements for a pilots. But after about thousand hours (still CPL licence) there is possibility to find a job on something like CRJ200, ATR72 or even B737 and A319/320. So to be a pilot on "RUS" registered aircraft I have to have in my FAA license TR and "validate" it. This is the reason why I need to know the rules.
Couple months ago I did my C208B initial PIC training in PanAm and it was NON-FAA course because I don't have a ATP written done. It confused me up, I thought for all TR I have to have ATP.
Non-FAA course works for me with C208B because she is lighter then 12500 pounds, but if i got a job on something heavier it don't.
Last edited by RYaroslavsky; 5th May 2015 at 19:37.
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FAA Type Rating is done to ATP standards. Therefore you can get a type rating on even a PPL. Once you upgrade your airman certificate to CPL or ATP the type rating transfers to that certificate. But obviously entry requirements for someone with only a PPL and seeking a jet type rating will be different. I am talking about a PIC Type Rating and not the SIC type rating which essentially is an administrative type rating given to meet ICAO requirements for international flying. The SIC type rating does not even require a check-ride.
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In the FAA world the new ATP regulations apply only for the Multi Engine Airplane ATP. The required training in a Level C or D simulator of an aircraft of over 40,000 lbs GTOW applies only for the written. You are not required take the ATP Practical Test in a type rated required airplane. The regulation in question is 14CFR61.156.
As for your C208 training. Pan Am is a Part 142 approved school. All their courses are FAA approved. The level of your pilot certificate does NOT have any affect on the course. It is stilled FAA approved. Since Pan Am has EASA approvals, it could be an EASA issue. I am not sure as I don't deal with the EASA world a lot.
Be careful with this ATP/TR rating issue. There are a couple of schools in the Miami area that have an ATP program that have you do the ATP training in a type rated required airplane simulator like a B737. However, you do not get the type rating, just the ATP. If you want the type rating, you do for the most part the same training you did for the ATP in the same sim.
As for your C208 training. Pan Am is a Part 142 approved school. All their courses are FAA approved. The level of your pilot certificate does NOT have any affect on the course. It is stilled FAA approved. Since Pan Am has EASA approvals, it could be an EASA issue. I am not sure as I don't deal with the EASA world a lot.
Be careful with this ATP/TR rating issue. There are a couple of schools in the Miami area that have an ATP program that have you do the ATP training in a type rated required airplane simulator like a B737. However, you do not get the type rating, just the ATP. If you want the type rating, you do for the most part the same training you did for the ATP in the same sim.
