135 Ride
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Join Date: Jul 2002
Location: Murica.
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135 Ride
I might be coming up for a 135 ride in the 206b3 in the not to distant future...and I was wondering what I should expect and if you guys have any hints or tips on how to best prepare...
I have about 600 total time, ten in 206.
I have about 600 total time, ten in 206.
Join Date: Jun 2002
Location: Avon, CT, USA
Age: 68
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It's my understanding that it's like a commercial flight checkride and oral. I think on the oral it more in depth about systems. You may want to refresh on hydraulic/non-
hydraulic procedures and what each warning light means and corrective action. They may also ask you about flight and duty time limitations. If your company is larger than the Single Pilot or Single PIC operation then there is an operations manual that you should read and understand. Also, know what's in your Operations Specifications.
I do consulting for Part 135 operations and it's always getting more difficult to be in this business, that's why operations are moving towards fractionals.
Good Luck with your checkride and post some feedback
hydraulic procedures and what each warning light means and corrective action. They may also ask you about flight and duty time limitations. If your company is larger than the Single Pilot or Single PIC operation then there is an operations manual that you should read and understand. Also, know what's in your Operations Specifications.
I do consulting for Part 135 operations and it's always getting more difficult to be in this business, that's why operations are moving towards fractionals.
Good Luck with your checkride and post some feedback
"Just a pilot"
All the 135 rides I've had have been pretty much commercial grade check flights from the slant "How the Company wants it done." Heavy emphasis on the operations manual version of acceptable methods, minimums and standards. Can't be lesser than commercial, and can be held to a much higher standard.
Biggest difference between a certificate ride and a 135, in my recollection, is that a company check airman can critique and train you to a satisfactory level of preformance and knowledge. A lot depends on who's conducting the test, but I wouldn't sweat it any more or less than any check: an ass who's out to bust you will do so no matter what you do; a professional who's interested in quality line pilots will make sure you meet the standard, if possible, and teach you tons of useful stuff in the process.
It's your best chance of seeing how exactly you'll do the job. If the check airman flys to the ops manual spec and you're quizzed in detail, you're being told the company adheres to a real SOP, and that's a good thing.
Biggest difference between a certificate ride and a 135, in my recollection, is that a company check airman can critique and train you to a satisfactory level of preformance and knowledge. A lot depends on who's conducting the test, but I wouldn't sweat it any more or less than any check: an ass who's out to bust you will do so no matter what you do; a professional who's interested in quality line pilots will make sure you meet the standard, if possible, and teach you tons of useful stuff in the process.
It's your best chance of seeing how exactly you'll do the job. If the check airman flys to the ops manual spec and you're quizzed in detail, you're being told the company adheres to a real SOP, and that's a good thing.
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If this is your first Part 135 ride, which seems likely, your company will have to give you a specified amount of ground training on the areas the previous posters mentioned. 24 hours of it seems to ring a bell, you can find the correct amount in the FARs. So don't worry, there'll be ample time to address what to expect. If your company doesn't do this ground training, I'd expect the FAA to have a professional interest, and you might want to look elsewhere...
