Markerinbound and SNS3Guppy, thanks for your replies to my previous post, and for taking the time to answer my doubts.
I’ve been browsing through the FARs and Higher Power Aviation’s web page (I guess that’s the training center that Markerinbound mentioned, thank you), and I got to FARs 61.55 (Second-in-command qualifications) and 61.63 (Additional aircraft ratings) which appear to be the ones dealing with the Type Rating/SIC issues.
Reading through them I’ve made some sense out of these regulations, but I still have a couple of doubts, and I would appreciate if some knowledgeable soul could shed some light regarding the following issues:
FAR 61.63 deals with “Additional aircraft ratings (other than on an airline transport pilot certificate)”, that’s the title, yet FAR 61.63 (d) (4) reads:
[a person who applies for an additional aircraft type rating to be added on a pilot certificate]
“Must pass the required practical test appropriate to the airline transport pilot certificate for the aircraft category, class, and type rating sought;”
Does it mean that in order to apply for an additional aircraft type rating to be added on a pilot certificate, it is necessary to be eligible for an ATP licence (1500 hours, etc.)?, or it means that the standards for the additional aircraft type rating practical test have to be the ATP ones?
FAR 61.55 deals with “Second-in-command qualifications”, and paragraph (j) states:
“When an applicant for an initial second-in-command qualification for a particular type of aircraft receives all the training in a flight simulator, that applicant must satisfactorily complete one takeoff and one landing in an aircraft of the same type for which the qualification is sought. This requirement does not apply to an applicant who completes a proficiency check under part 121 or competency check under subpart K, part 91, part 125, or part 135 for the particular type of aircraft.”
Does it mean that in order to obtain a SIC type rating, it is necessary to fly the aircraft, and make at least one actual takeoff and one landing?
Apart from the above issues, any advice or experience on validating a FAA CPL (not ATP) with a type rating, in Asia, Middle East, Africa or South America (or working in any of these regions with this kind of licence), would be greatly appreciated.