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Old 12-25-2013, 11:12 AM   #211  
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I'm waiting to see what the offer for SIC is.

Apparently there is a DCMA requirement for x hours Turboprop PIC to fly this gig as PIC, and I don't meet it. If you counted Jet and Helo time I'd be well over the cutoff.
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Old 12-25-2013, 12:00 PM   #212  
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You can deploy with an interim TS. I did.

Also, depending on what contract you will be filling, you may not need a TS.
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Old 12-28-2013, 12:06 AM   #213  
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For those considering Avenge. Remember, there is a 1 year training agreement you will have to sign...and you do NOT get a type rating. If you want a type (King Air only), you will be signing a two year agreement.

The TA also includes a paragraph that says you waive all your legal rights to challenge the TA in court. I do not have exact verbiage in front of me but the TA has been a sticking point..or tipping point for many.
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Old 12-28-2013, 06:13 AM   #214  
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I was told the training contracts are not prorated either.
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Old 12-28-2013, 07:18 AM   #215  
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An extra year for a type rating? Does the training differ, or do they just add on a type ride in their sim check? What is to stop someone from taking their logbook to a DPE or FSDO and getting the type put on their license?
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Old 12-28-2013, 07:32 AM   #216  
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Does that work for PIC type ratings outside of the military; meaning, received training in the military and then was allowed to get a type rating based on that training and evaluation.
I had to get a specially qualified DPE to administer a DC-A4 type ride even though I had trained on the same airplane in the military.
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Old 12-28-2013, 07:38 AM   #217  
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Maybe not.
I need to go back and read the FAR, but I thought that any check ride acting as PIC you could get added on to your license. The military comp thing pretty much stops at commercial and CFI, I thought.
Another volleyball dad I know here in OKC is an examiner with the OKC FSDO. I will ask the next time I see him. They have a strict interpretation of the rules here.
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Old 12-28-2013, 07:53 AM   #218  
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It was explained to me that the type was another 2-3 weeks of training.

As described to me, the company training is per the Army's Dash-1 in regards to operations, procedures, EPs, etc. The type rating is taught to the civilian POH. I asked the "why a year for type" question.

Granted I think it SHOULD be like where a C-12 NATOPS check as PIC can get you the appropriate King Air type rating (I flew T-44s, so no type) but where this is a contractor operating state owned aircraft vice military pilots flying military aircraft, I'm not sure how that would work.

I can't say if it's BS or not, just relaying what the answer was when I asked.

The only advantage I could think of is doing the type ride could also be used as an ATP ride, where adding a type from a NATOPS/Dash-1 PIC check doesn't get you an ATP.
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Old 12-28-2013, 08:55 AM   #219  
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A couple things:

The C-12 time can't translate to a type because the airplane weighed 12,500 lbs. When the BE-300/350 came along they were over 13,000 and hence the type rating.

I got my ATP at an ATP school, but I got my DC-9 type rating with my NATOPS jacket and logbooks at the FSDO. Same with my CV-580 and BV-107 types. When I upgraded on the MD-80, the FAA had done away with Commercial type ratings so all mine were automatically upgraded to ATP types.
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Old 12-28-2013, 09:00 AM   #220  
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I know guys who have a type from the TC-12. Not sure if it got heavier in it's later versions. I'll have to ask what version it is considered as. I do know it's over 12,500 MGTOW now.

I've had NATOPS HAC/CAPC/POC checks in 3 aircraft that would have a type if they were civ birds but never bothered as they didn't equate to anything in the real world (T-45, SH-60B, E-2C)
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