Commercial Multi Only (No Single) for ATP?
12-05-2017, 11:03 AM
#1
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Commercial Multi Only (No Single) for ATP?
Hi All,
Current private/instrument pilot looking to do a commercial rating, not interested in being a CFI/working as a single engine pilot. Is it possible to get a commercial multi engine rating (only private single engine privileges) and then get my ATP in regional airline training? Will there be any issues getting hired at a regional if I only have commercial multi?
Current private/instrument pilot looking to do a commercial rating, not interested in being a CFI/working as a single engine pilot. Is it possible to get a commercial multi engine rating (only private single engine privileges) and then get my ATP in regional airline training? Will there be any issues getting hired at a regional if I only have commercial multi?
12-05-2017, 12:44 PM
#2
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Unless you have some kind of job already lined up, that is a bad idea. Even if you do have a job lined up, that is still a bad idea.
The commercial single add-on was one of the easiest ratings to get. I actually had fun on the checkride. Took four hours of instruction. Get the SEL.
The commercial single add-on was one of the easiest ratings to get. I actually had fun on the checkride. Took four hours of instruction. Get the SEL.
12-05-2017, 01:00 PM
#3
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Get the SE Commercial... And yes, you would have trouble getting hired at a regional with only a Comm ME. (Unless you meant to say Comm, Instr, Multi) The only reason for not getting or deferring the CFI should be financial, otherwise recommend getting that too. You also might want to get a copy of a PTS (ACS)...
12-05-2017, 01:03 PM
#4
New Hire
Joined APC: May 2016
Position: Jan 15 class date
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We do a lot of Multi Engine as the first commercial, then single engine add-on, then ME as the first CFI then single engine add-on. That way we avoid having to keep a single engine retract on the line. Most clients want the additional ME time also. For ME as your first commercial, you have to meet the ME experience requirements: 20 hours, day and night dual XC, long Solo(with instructor) XC, 5 hours night, 5 hours Instruments, all in a cheap twin.
12-05-2017, 01:21 PM
#5
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Joined APC: Jan 2006
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If you have the means to get 1500 hours without working as CFI, pipeline, etc then you don't need a commercial SE, in fact in that circumstance it would make sense to do everything in AMEL to get the ME hours you need for ATP.
This would apply if somebody already has a bunch of PPL time, or if they own an ASEL and intend to build time flying their own plane.
In another era, lack of professional flying experience would have hurt you for regionals, but today all you need is 1475 and ATP requirements, doesn't matter to them how you get it. Of course training will be harder for a private pilot as opposed to a CFI or 135 vet.
This would apply if somebody already has a bunch of PPL time, or if they own an ASEL and intend to build time flying their own plane.
In another era, lack of professional flying experience would have hurt you for regionals, but today all you need is 1475 and ATP requirements, doesn't matter to them how you get it. Of course training will be harder for a private pilot as opposed to a CFI or 135 vet.
12-05-2017, 01:33 PM
#6
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There is no such thing as a “Commercial Rating”. In the US, there are Pilot Certificates (not licenses) issued by the FAA. Those pilot certificates include Private Pilot, Commercial Pilot and ATP. “Ratings” refer to additional privileges added, such as Category and Class (Single Engine Land, Instrument Airplane, etc).
12-05-2017, 01:40 PM
#7
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Posts: 352
Originally Posted by rickair7777
If you have the means to get 1500 hours without working as CFI, pipeline, etc then you don't need a commercial SE, in fact in that circumstance it would make sense to do everything in AMEL to get the ME hours you need for ATP.
This would apply if somebody already has a bunch of PPL time, or if they own an ASEL and intend to build time flying their own plane.
In another era, lack of professional flying experience would have hurt you for regionals, but today all you need is 1475 and ATP requirements, doesn't matter to them how you get it. Of course training will be harder for a private pilot as opposed to a CFI or 135 vet.
This would apply if somebody already has a bunch of PPL time, or if they own an ASEL and intend to build time flying their own plane.
In another era, lack of professional flying experience would have hurt you for regionals, but today all you need is 1475 and ATP requirements, doesn't matter to them how you get it. Of course training will be harder for a private pilot as opposed to a CFI or 135 vet.
12-05-2017, 04:59 PM
#8
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Originally Posted by mitchw62
We do a lot of Multi Engine as the first commercial, then single engine add-on, then ME as the first CFI then single engine add-on. That way we avoid having to keep a single engine retract on the line. Most clients want the additional ME time also. For ME as your first commercial, you have to meet the ME experience requirements: 20 hours, day and night dual XC, long Solo(with instructor) XC, 5 hours night, 5 hours Instruments, all in a cheap twin.
12-05-2017, 05:02 PM
#9
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Posts: 120
Originally Posted by rickair7777
If you have the means to get 1500 hours without working as CFI, pipeline, etc then you don't need a commercial SE, in fact in that circumstance it would make sense to do everything in AMEL to get the ME hours you need for ATP.
This would apply if somebody already has a bunch of PPL time, or if they own an ASEL and intend to build time flying their own plane.
In another era, lack of professional flying experience would have hurt you for regionals, but today all you need is 1475 and ATP requirements, doesn't matter to them how you get it. Of course training will be harder for a private pilot as opposed to a CFI or 135 vet.
This would apply if somebody already has a bunch of PPL time, or if they own an ASEL and intend to build time flying their own plane.
In another era, lack of professional flying experience would have hurt you for regionals, but today all you need is 1475 and ATP requirements, doesn't matter to them how you get it. Of course training will be harder for a private pilot as opposed to a CFI or 135 vet.
Any tips for a 1500 PPL going to regionals with all the instrument time on a six pack C172? Is it worth going in a redbird sim/getting some G1000 time to transition to glass?
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