What are "Part 135 Minimums"?
#81
Gets Weekends Off
Joined APC: Feb 2006
Posts: 584
I have a quick question...... So all of the IFR training I did where I flew to other airports to shoot approaches.... Would that count towards P135 XC requirements even though I did not land? Just performing Missed and then returning back to original point of Origin? Wouldn't this be just like the Bomber Issue? I am guessing not... It Does require a Landing Correct for Part 135...
Since I am a fairly new , and not quite sure the direction I am going......I am trying to structure my log book to satisfy both the 135 and ATP Requirements so that it is done no matter which route I end up...
Since I am a fairly new , and not quite sure the direction I am going......I am trying to structure my log book to satisfy both the 135 and ATP Requirements so that it is done no matter which route I end up...
And I know what you mean. I just started a new logbook; on of the big pro ones with extra blank columns. I use the existing XC column for 50 mi with a landing, then have 2 more for airport to airport (135) and 50mi with no landing (ATP). I also created another PIC column where I log time as the "legal PIC", and not just an extra guy whose in the plane and authorized to log PIC (example: when I'm instructing a person whose qualified and current in the aircraft and he is "the real PIC").
#82
Gets Weekends Off
Joined APC: Mar 2011
Position: 737 FO
Posts: 2,480
You have to put wheels on pavement for it to be 135 XC. It's possible to do a touch and go then go into the missed if you want.
And I know what you mean. I just started a new logbook; on of the big pro ones with extra blank columns. I use the existing XC column for 50 mi with a landing, then have 2 more for airport to airport (135) and 50mi with no landing (ATP). I also created another PIC column where I log time as the "legal PIC", and not just an extra guy whose in the plane and authorized to log PIC (example: when I'm instructing a person whose qualified and current in the aircraft and he is "the real PIC").
And I know what you mean. I just started a new logbook; on of the big pro ones with extra blank columns. I use the existing XC column for 50 mi with a landing, then have 2 more for airport to airport (135) and 50mi with no landing (ATP). I also created another PIC column where I log time as the "legal PIC", and not just an extra guy whose in the plane and authorized to log PIC (example: when I'm instructing a person whose qualified and current in the aircraft and he is "the real PIC").
#83
On Reserve
Joined APC: Nov 2012
Position: EMB-145 FO
Posts: 20
I completely agree. Although I might be instructing even a commercial student, if things go wrong I am the one grabbing the controls. So who is the "real PIC"?
#84
Thread Revival - Question about Part 135 minimums
The new restricted ATP minimums allow military pilots to obtain a restricted ATP with 750 hours of flight time, but Part 135 minimums require 1,200 for PIC. Does this mean a restricted ATP holder can serve as SIC for an airline, but cannot serve as PIC for a Part 135 operator?
I may have a lead on a corporate job, part 135, and if I am reading the regs correctly, I qualify for SIC with just a commercial and IFR currency. Would a type rating checkride with a corporate operator serve as the ATP checkride? I've heard of guys who get the King Air type rating in the military at a civilian training school being hooked up with an examiner to sign off the ATP, would the same be available with an initial type for a corporate operator?
The new restricted ATP minimums allow military pilots to obtain a restricted ATP with 750 hours of flight time, but Part 135 minimums require 1,200 for PIC. Does this mean a restricted ATP holder can serve as SIC for an airline, but cannot serve as PIC for a Part 135 operator?
I may have a lead on a corporate job, part 135, and if I am reading the regs correctly, I qualify for SIC with just a commercial and IFR currency. Would a type rating checkride with a corporate operator serve as the ATP checkride? I've heard of guys who get the King Air type rating in the military at a civilian training school being hooked up with an examiner to sign off the ATP, would the same be available with an initial type for a corporate operator?
#85
Gets Weekends Off
Joined APC: Aug 2013
Position: FO
Posts: 627
Thread Revival - Question about Part 135 minimums
The new restricted ATP minimums allow military pilots to obtain a restricted ATP with 750 hours of flight time, but Part 135 minimums require 1,200 for PIC. Does this mean a restricted ATP holder can serve as SIC for an airline, but cannot serve as PIC for a Part 135 operator?
I may have a lead on a corporate job, part 135, and if I am reading the regs correctly, I qualify for SIC with just a commercial and IFR currency. Would a type rating checkride with a corporate operator serve as the ATP checkride? I've heard of guys who get the King Air type rating in the military at a civilian training school being hooked up with an examiner to sign off the ATP, would the same be available with an initial type for a corporate operator?
The new restricted ATP minimums allow military pilots to obtain a restricted ATP with 750 hours of flight time, but Part 135 minimums require 1,200 for PIC. Does this mean a restricted ATP holder can serve as SIC for an airline, but cannot serve as PIC for a Part 135 operator?
I may have a lead on a corporate job, part 135, and if I am reading the regs correctly, I qualify for SIC with just a commercial and IFR currency. Would a type rating checkride with a corporate operator serve as the ATP checkride? I've heard of guys who get the King Air type rating in the military at a civilian training school being hooked up with an examiner to sign off the ATP, would the same be available with an initial type for a corporate operator?
As to the difference between a restricted ATP and part 135 PIC mins...that's why it's called a restricted ATP. For part 135 SIC read, yes, all you need is a commercial rating with instrument privileges in category and class.
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