Part 135 jet pic, so if you flew a Cirrus jet or some such under 135, you’d need a single engine ATP.The real question is what good does a SE ATP do?? I suppose there may be some
PC-12 operators out there that require it?? But is there any FAA mandate?
Why, yes, I am such a stupendously qualified pilot. I got my initial ATP certificate in a Bonanza so I could fly as captain in King Airs. Yeah, really. It’s pushing 30 years ago, and I remember being impressed with the Fed’s thorough, but very practical, systems oral, but I don’t recall anything beyond the normal 135 ride in the airplane.Anyone here have a SE ATP? And if so, is there anything single engine specific in the ride, such as some sort of accuracy engine out landing?
Lol... I do get the confusion.
When looking at the FAA registry, for an airman with type ratings, does it show the type ratings preceded with the level of certificate, or the level of certificate when the rating was received??
If you go to the data base of someone who has a type, the type is preceded with the grade of certificate. Why? And if a type is achieved with a CPL, listed as C/B737, then the airman gets his ATP, does it change to A/B737 ?
It’s baffling to me.
haha, well I could have just sucked it up and taken a few days of leave like my other friends did. I remember thinking at the time "meh, too much work" haha.
I’m going to roll with that..From FAAO 8900.2C. Form 8060-4 is the temporary airman certificate.
(1) When FAA Form 8060-4 changes an airman’s certificate to a higher grade, all aircraft type ratings shown on the superseded certificate within category and class are brought forward to the higher grade of certificate. If an aircraft type rating on the superseded certificate is limited to VFR, that limitation is carried forward to the higher grade of certificate. (Aircraft type ratings limited to VFR may be upgraded to the ATP level without further testing, but will bear the same limitation.)
More explanation elsewhere in the document, saying this is because all type ratings are conducted to ATP standards.
76. General. An aircraft type rating may be added to a private, commercial pilot, or ATP certificate. However, type rating practical tests are conducted to a single standard for all certificate levels. Regardless of the grade of certificate held, an applicant must meet the standards for a type rating in the appropriate ATP and aircraft type rating PTS. All type ratings within category and class held on a superseded certificate or issued under the military competence provisions are carried forward to the new certificate level without further testing. Type ratings limited to VFR also may be upgraded to the ATP level without further testing. A type rating for a single-place (single pilot station) airplane may not be upgraded to the ATP level.
How the part I bolded reads to me is this: if you had a Commercial - AMEL and ASEL certificate with type ratings in a Learjet and a Cirrus Vision Jet, and upgraded your certificate to an ATP-AMEL (using, say, a Seminole), you would then have ATP-AMEL with CP privileges in ASEL, and only your Learjet type rating would be at the ATP level, while your Vision Jet type rating would still be at the CP level.
Wait a minute... so you HAVE an ATP, but posted here asking what it does for you? Can't you answer that from personal experience? Your OP came across as implying pretty typical request for advice like "why should I get an ATP?" but... you already have one. So, why are you even asking again?
The moment when OP exited the thread
Wait a minute... so you HAVE an ATP, but posted here asking what it does for you? Can't you answer that from personal experience? Your OP came across as implying pretty typical request for advice like "why should I get an ATP?" but... you already have one. So, why are you even asking again?
Made me curious. Our big hospital here is looking for a chief rotor pilot. They do list ATP as a qualification. But only 2nd class medical. Interesting.That’s the same attitude I had. I knew guys taking leave to knock it out but I didn’t see the point. Should’ve gotten it done before they changed the rules. Then again, I’m pretty sure I’ll never need the rating. Jobs that require the ATP in my field are generally located in areas that don’t suit my goals.
Made me curious. Our big hospital here is looking for a chief rotor pilot. They do list ATP as a qualification. But only 2nd class medical. Interesting.
I guess I should read better. They have it as preferred and not required.That’s pretty rare for that position even for an EMS chief pilot. This is typical of mandatory requirements:
https://www.jsfirm.com/Pilot-Rotary+Wing/Chief+Pilot/Brooklyn+Center-Minnesota/jobID_737569
ATP in helos usually requires 2 pilots, IFR and in most cases like I said, locations that are undesirable. So, that means flying S92s to oil platforms in the Gulf. Not for me. Or, like a lot of friends of mine, flying for Middle East countries on govt contracts. Also, not for me but the $$$ is good.
I guess I should read better. They have it as preferred and not required.
https://www.jsfirm.com/Pilot-Rotary...s+and+Lead+Pilot/Peoria-Illinois/jobID_738798
Can't speak to the pay but the air traffic in the area is great. Top notch pilots.Friend of mine flew Bell 222s for a med program in Peoria. Left because the money was crap. He now works for a private contractor making 3 times the pay. But, he’s gone (Afghanistan) 6 months out of the year to do that.
I’m seriously thinking about getting my SEL ATP for the sole reason of just cleaning up my license. Silly reason, I know, but hey...The real question is what good does a SE ATP do?? I suppose there may be some
PC-12 operators out there that require it?? But is there any FAA mandate?
Anyone here have a SE ATP? And if so, is there anything single engine specific in the ride, such as some sort of accuracy engine out landing?
FYI: there are a several oil companies in the GOM (mostly EU based) that require ATPs even in single pilot/dual engine ops. And just about all the oil companies require an ATP for the PIC in the IFR ops.ATP in helos usually requires 2 pilots, IFR and in most cases
Very true. In fact some turbine aircraft have type waivers to remove the requirement of a type rating.I am aware when type ratings are required, but certainly not all tubine aircraft require type ratings.
But that really wasn’t my question.
I have also thought of this for the exact same reason. But, I haven’t flown a SE airplane in 25 years. Not sure how much extra time it would take me to get up to speed.I’m seriously thinking about getting my SEL ATP for the sole reason of just cleaning up my license. Silly reason, I know, but hey...
Has to be Mesa.The ATP lets you do this... LOL
(Safety report in 3... 2... 1...)
Did not know this.Very true. In fact some turbine aircraft have type waivers to remove the requirement of a type rating.
I thought about doing this at one point, but ultimately it wouldn’t have made a difference because there is no ATP for gliders.I’m seriously thinking about getting my SEL ATP for the sole reason of just cleaning up my license. Silly reason, I know, but hey...
Did not know this.
I believe a King Air 200 is a rare type. The aircraft does not require one, but I believe the rating exists as some sort of military carryover.
Lol!!! Air Tractor inc. I’m ignorant to the company, but obviously successful in their petition. That said, it looks like the waiver expired 26 years ago!!
It has been renewed and is still active. That revision was just the first one that google found. It’s a hell of an airplane.Lol!!! Air Tractor inc. I’m ignorant to the company, but obviously successful in their petition. That said, it looks like the waiver expired 26 years ago!!
I doubt it would be very much. The add-on checkride to the MEL ATP isn’t very difficult (from what I hear).I have also thought of this for the exact same reason. But, I haven’t flown a SE airplane in 25 years. Not sure how much extra time it would take me to get up to speed.
FYI: there are a several oil companies in the GOM (mostly EU based) that require ATPs even in single pilot/dual engine ops. And just about all the oil companies require an ATP for the PIC in the IFR ops.
The military versions are heavier than 12,500, so when they do equivalency ratings, it shows up.Did not know this.
I believe a King Air 200 is a rare type. The aircraft does not require one, but I believe the rating exists as some sort of military carryover.
Interesting. Thanks for shedding some light on that.The military versions are heavier than 12,500, so when they do equivalency ratings, it shows up.
there’s also an increased gross weight mod or two for the airplane that require type ratings.
The military versions are heavier than 12,500, so when they do equivalency ratings, it shows up.
there’s also an increased gross weight mod or two for the airplane that require type ratings.
The real question is what good does a SE ATP do?? I suppose there may be some
PC-12 operators out there that require it?? But is there any FAA mandate?
Isn’t the ATP written and practical test a bit expensive?
My ATP ride was the easiest checkride I’ve taken. AQP makes the training a breeze. I’m curious to know how others thought it was not going through a 121 or 135 program.
The ATP lets you do this... LOL
(Safety report in 3... 2... 1...)