ATP after 135 checkride
09-08-2009, 01:50 PM
#21
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Joined APC: Feb 2009
Position: BEECH 1900 PIC
Posts: 117
Originally Posted by highnpressurizd
Incorrect. You do need an ATP to act as PIC of a Multi-Engine aircraft in Part 135 ops.
Slipped: The information your seeking can easily be found in the PTS and/or FAR's. At this point in your career (assuming your prepping for a potential ATP ride), you should really have already made yourself familiar with these things.
Slipped: The information your seeking can easily be found in the PTS and/or FAR's. At this point in your career (assuming your prepping for a potential ATP ride), you should really have already made yourself familiar with these things.
1)Turbojet airplanes.
2)Airplanes having a passenger-seat configuration, excluding each crewmember seat, of 10 seats or more.
3)Or multiengine airplanes in a commuter operation as defined in part 119 of this chapter.
All other 135 operations in a multiengine airplane require only a Commercial AMEL.
Maybe next time before you slam someone for not looking at the regs, you should take a look at them yourself first. Just a suggestion.
09-08-2009, 02:34 PM
#24
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Joined APC: Oct 2008
Posts: 346
Originally Posted by johnnysnow
No, your incorrect. The ATP requirement to act as PIC under 135 is for passenger carrying operations and then only for:
1)Turbojet airplanes.
2)Airplanes having a passenger-seat configuration, excluding each crewmember seat, of 10 seats or more.
3)Or multiengine airplanes in a commuter operation as defined in part 119 of this chapter.
All other 135 operations in a multiengine airplane require only a Commercial AMEL.
Maybe next time before you slam someone for not looking at the regs, you should take a look at them yourself first. Just a suggestion.
1)Turbojet airplanes.
2)Airplanes having a passenger-seat configuration, excluding each crewmember seat, of 10 seats or more.
3)Or multiengine airplanes in a commuter operation as defined in part 119 of this chapter.
All other 135 operations in a multiengine airplane require only a Commercial AMEL.
Maybe next time before you slam someone for not looking at the regs, you should take a look at them yourself first. Just a suggestion.
I was basing my answer on the context of a 135 single pilot operator which is what slipped was talking about, not the big passenger operators.
09-08-2009, 02:58 PM
#25
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Joined APC: Feb 2009
Position: BEECH 1900 PIC
Posts: 117
Originally Posted by FlyingPirate
Thanks for the backup Johnnysnow!
I was basing my answer on the context of a 135 single pilot operator which is what slipped was talking about, not the big passenger operators.
I was basing my answer on the context of a 135 single pilot operator which is what slipped was talking about, not the big passenger operators.
My pleasure.
09-08-2009, 03:43 PM
#26
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Joined APC: Oct 2007
Position: Sr. VP of button pushing
Posts: 2,730
Originally Posted by HungryPilot
My understanding is that this is not the case with the ATP. If you take the 121 written and are employed as a 121 pilot then the written with not expire. Same goes for the 135 written and you are employed as a 135 pilot. I believe. It is also my understanding that if you take the 121 written (like I did) and are employed as a 135 pilot (like I am) then the written WILL expire in two years. Usually I have the regs to defend my position but this time I don't. I'm hoping someone else can dig me out.
(7)
(b) Notwithstanding the provisions of paragraphs (a)(1) and (2) of this section, an applicant for an airline transport pilot certificate or an additional rating to an airline transport certificate may take the practical test for that certificate or rating with an expired knowledge test report, provided that the applicant:
(1) Is employed as a flight crewmember by a certificate holder under part 121, 125, or 135 of this chapter at the time of the practical test and has satisfactorily accomplished that operator's approved—
(i) Pilot in command aircraft qualification training program that is appropriate to the certificate and rating sought; and
(ii) Qualification training requirements appropriate to the certificate and rating sought; or
(2) Is employed as a flight crewmember in scheduled U.S. military air transport operations at the time of the practical test, and has accomplished the pilot in command aircraft qualification training program that is appropriate to the certificate and rating sought.
No place does it say you can only extend a 121 written while working for a 121 carrier or a 135 while working for a 135. Can you find me a 125 written? You're covered as long as you stay employed.
The SEL ATP is good for getting the ATP if your 24 months is running out and none of the above applies to you. Much cheaper to do the ride SEL then do the MEL as an add on whenever.
09-08-2009, 05:01 PM
#28
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Joined APC: Jun 2008
Posts: 273
Originally Posted by slipped
FR8, Im not confused, I just dont know, thats why I started the thread. Thanks for your reply, it cleared most of it up. Now, more questions.
1. Do I have to pass a 135/121 ATP written to do my 135 PIC ride?
2. Is the ATP/135PIC ride tough? whats it like
3. I wonder if people fail this ride ever
1. Do I have to pass a 135/121 ATP written to do my 135 PIC ride?
2. Is the ATP/135PIC ride tough? whats it like
3. I wonder if people fail this ride ever
2. Thorough, not difficult. Know the regs, systems, and be IFR current.
3. Yes.
You'd better brush up on your FARs or you're in trouble.
09-08-2009, 08:32 PM
#29
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Joined APC: Feb 2007
Posts: 60
Originally Posted by johnnysnow
No, your incorrect. The ATP requirement to act as PIC under 135 is for passenger carrying operations and then only for:
1)Turbojet airplanes.
2)Airplanes having a passenger-seat configuration, excluding each crewmember seat, of 10 seats or more.
3)Or multiengine airplanes in a commuter operation as defined in part 119 of this chapter.
All other 135 operations in a multiengine airplane require only a Commercial AMEL.
Maybe next time before you slam someone for not looking at the regs, you should take a look at them yourself first. Just a suggestion.
1)Turbojet airplanes.
2)Airplanes having a passenger-seat configuration, excluding each crewmember seat, of 10 seats or more.
3)Or multiengine airplanes in a commuter operation as defined in part 119 of this chapter.
All other 135 operations in a multiengine airplane require only a Commercial AMEL.
Maybe next time before you slam someone for not looking at the regs, you should take a look at them yourself first. Just a suggestion.
09-08-2009, 11:31 PM
#30
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Thread Starter
Joined APC: Mar 2009
Posts: 278
Originally Posted by highnpressurizd
Please accept my most humble apologies. My Part 135 experience is exclusively 1,2 and 3 and I did not research the regs that did not apply to my experience. I did not mean to "slam" anybody, however my post was short and not very helpful to the thread starter or anybody else. I'll do better next time...
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