B737 Type Rating
 

Just curious to see how hard is it get a type rating on a 737 without any jet time or turboprop. I meet ATP minimums and I was thinking instead of getting an ATP on a Baron, why not get a type rating as that will get you the ATP certificate as well. If i were to do this without any 121 or heavy time, will that put me behind the class?

If you know you are a good pilot, and other people have told you so, you should be able to do a 73 type without too much difficulty. The biggest problem is the difference in speed. Things happen a helluva lot faster in a 73 than in a Baron. If you got money to do it, I would say do it. Hell, it can't hurt and you might even learn something. :D

Thanks for the info. If I were to do my ATP checkride in a baron it would cost me between 3-4k(including examiner's fees). I have seen online that you get get a 737-300 for $7000. I am just afraid that I will be way behind everyone since most attendees are former CRJ captains or pilots with lots of jet experience. I have instructed for over 2 years and I think i am a pretty good pilot. But 737 is scary with that much speed.

I got my 73 type about a year ago for SWA. In my class there was a guy in the same situation as yours. He said that doing an ATP in a twin piston costs just a little more than the 73 type (4995$).
He had no major problems passing, the oral was straight forward and the check ride with no surprises.
So I would say that it might take you working a bit harder than the rest of your class but if you are motivated you can do it.

Thanks for the info. The flight school is being very cooperative with me. They have offered me to sit in on a previous class at no additional charge so that I know what to expect during my class. I was told that i would get a SOE restriction on my certificate. Will that go away after fly any jets or just 737?

I don't understand the SOE thing. That is usually only for aircraft that can be operated single-pilot, right?

Wouldn't worry about the speed in the sim. Why? Sim training is geared to circus landings (approaches) of various types to satisfy the type ride. I teach (line pilot who instructs in training center) and generally don't need to operate above 200 KIAS, often around 180 in the patterns. Stall series in my aircraft is flown at 250KIAS, doesn't matter since you are not really concerned about navigation during the manuever, likely get vectors or whatever to next point anyway.

Type Rating
 

There's substantially more to a type rating than just flying the sim. Systems, limitations, etc. on a fairly complex jet... Can you drink from a fire hose?

You might want to wait until someone else is paying for a type and just get your ATP for now.

There is a limitation if you get the type rating without actually going out and flying the jet. And no, it doesn't go away when you fly any jet. It will go away once you've completed your... Well, to be honest, I'm not exactly sure. I think it's probably your initial operating experience. Probably something like 25 hours in the real deal with an instructor who is typed on the 73. However, not many of those guys running around doing freelance work on all those 73's just sitting and waiting to be rented for 25 hours ;) Anyways, the limitation will look something like this: "This certificate is subject to pilot-in-command limitation for B-737." Unfortunately, don't expect anyone to hire you just because you are typed in the 73. It helps, but not much. Everyone wants "500 hours on type."

CaptainCarl is right. I was going to say the 73 type is great to have. But if you want to be competative, you must be current and have time in type. Hope this helps.

Not looking for a 737 job right now as I stand no chance. But I need to get my ATP most definitely. Getting an ATP in a twin piston engine costs as much as getting a type rating. Wanted to kill 2 birds once, but the question was/is the difficulty I will be facing during training.

The other question you may want to ask is whether the 73 type will block pilot jobs between what you are doing now and your goals (airline job?). I cannot answer that question since I was in the military first.
I do know I interviewed twice (other than SWA) and had to explain why I got a 73 type. I think you could easily layout the story you discussed in this thread.
Good luck

May want to consider something like ; ATP Flight School: ATP Written & Certificate/Rating
$2695 vs $7K min. Back in '92 I did the ATP in 2 days for $1200 with no study (I already had the written). I did the 737 type in 9 day in '93 and studied for 30 days prior to showing up and I had over 2000 hrs of military tactical jet time and it was still a challenge. If you, however are set on the 737 type, I would contact Ray Brendle @ [email protected] or 281-360-1010. He owns Crew Pilot Training (CPT) and will let you "sit in" on a class before you do your real class if you are interested or have the time( about $1500 for the books and computer course prior to the ground school. They use SWA simulators in DAL. Feel free to PM me if you have any questions. If you call Ray, you can mention that you received this advice from the SWA capt. that called him on thurs. eve. Good luck with your decision.

Thank you for the info, I sure will let him know that. If you hold just one type rating, is it easier to aquire more ratings? I am not talking about the experience you get, the requirements, like "Add on ratings".

Silly or not I'd use a microsoft flight simulator, it will represent the speed issue pretty well. Get an ATP PTS and rehearse a check ride with it. Its not different then a Commercial ride. The one thing I would think may cause you a little trouble would be the crew concepts and procedures.

I wouldn't recommend it unless you have a lot of time to study and partner who could help guide you. You will need to have your instrument skills down before you start and learn how to function as a captain in a crew environment-calling for the right checklists during emergencies, single-engine approaches and go-arounds, flying profiles etc. Systems knowledge and just learning the airplane itself also takes some time.
I did my atp/type in a 767 earlier this year and it was a lot of work, but I already had almost 3000 hours jet time in different airplanes. Its not impossible, just realize what you will be getting into.

An added bonus of having a type is when you go to get a job somewhere and they look at your license, they might think to themselves, "Hey, this guy has got a 73 type. That must mean he is not a complete dummy and he has been exposed to the environment in which we will be putting him. Plus, if he can buckle down and do this type rating, he sure as heck should be able to make it through our training program."

Go for it.

Or it says... This guy wanted to work for Southwest and they didn't want him, why should we gve him flight time and experience only to have him run off to Southwest after the 2nd interview 6 months from now. Devils Advocate, sorry.

Right, except for he's not gonna have the 1000 Turbine PIC that SWA requires for you to even get a foot in the door. Therefore that line of thinking is out because it's gonna be a while before he makes it up the ranks and moves to the left seat. :rolleyes: I see what you were trying to get at though.

I wasn't picking on anyone and this situation is a little different I'd agree. I do know a lot of pilots that went out and bought the 73 type to get the job at southwest and are still stuck in rj's because SW turned them down and everyone else followed suit. Unless you are mil or have taken a knee for a high ranking Southwest VP it seems the standard test is whether or not you'll interview a second and third time. Kinda BS in my book.

I got my ATP in a C-172 at minimal cost, and nobody at my airline noticed that my ATP was for single engine until my first Captain checkout, when the examiner had a problem figuring out which form to fill out for the type rating. He was used to adding a type rating, or a new ATP rating, but not adding MEL to an existing ATP.

Joe

Each type is stand alone so adding another doesn't come with less requirements. That being said, Boeing builds Boeings, Douglas built Douglas's and Convair built Convairs. When you learn how they designed a system, the basics tend to carry the family tree. However, don't think like Douglas in a Boeing.