HR 3371 was the bill that has passed the house in October. It requires the ATP within 3 years.
H.R. 3371: Airline Safety and Pilot Training Improvement Act of 2009 (GovTrack.us)
Its counterpart in the Senate is S 1744 that also requres an ATP within 3 years. It was introduced by Chuck Schumer last October and is in committee.
S. 1744: Enhancing Flight Crewmembers' Training (GovTrack.us)
Now the House has an Reauthorization bill as well
Read The Bill: H.R. 4853 - GovTrack.us
This is passed the House and is awaiting a Senate vote.

I cannot find the actual Senate bill that all of the articles refer to as passed. If anyone has read the Senate bill post it please.

All of these bill must be the same when they come out of both house and Senate before they land on the Prez's desk

 

Back when i was in school there was a study i read that pilots with 800 - 1000 hrs were considerably more dangerous than other groups. Trying to dig it up but i'm on the road. I think it was relating to getting a lil experience and then over confidence sets in. If i remember correctly it was in relation to single pilot operations (not entirely valid here because of 135 IFR PIC req.) but nonetheless....

That's why the 800hr comment.

Oh and Dashdriver, Glad your keeping track! Its all a bit of a mess.

 

trying to keep track...

elephants and asses confuse the masses

 

Yeah--one would think they would at least bump it up to 135 IFR PIC requirements...I've always wondered about that one actually--if a CA becomes incapacitated, theoretically wouldn't you want the FO having the same experience required to fly 135 solo, since he/she is technically a 121 PIC at that point???

 

You'd think so, but these days most everyone making the rules has little to no industry experience, has no real concept of what the real issues holding the industry back are nor has little original thought and gumption to act in any way that could be considered to better the collective good of the profession.

 

Thanks for straightening me out. I knew there was a reason I'm not in government. I can't keep it all straight.

 

If that wasn't all clear as mud, here is another one for ya'll.
Is the FAA Reauthorization bill a "Revenue" bill? If so, It MUST originate in the House. Article I Section 7 US Constitution. I'm thinking this parallel bill process wont work because it was attached to a revenue bill. Paying for the FAA.

 

This is just getting confusing now. So many numbers being thrown around. I have the 800TT but not the 1500TT. Do I still have the 3yrs to get the 1500TT. Pretty hard right now considering I'm on furlough.

 

That's true, It was somewhere around 500-800 hours. That's why a lot of us prefer 1500.

But the context is very important, and the context is general aviation...

ASSUMING that the pilot is doing typical GA (ie flight instruction)...

He starts out nervous. After 100 hours or so he starts to feel like he's getting a handle on things. After a few students pass their checkrides, he feels pretty kick back.

By 600 hours, he's starting to get bored...he's done most or all ratings more than once and it's turning into groundhog day.

But after another 800 hours odds are good that he will have seriously scared himself (or been scared by a student) more than once.

Or he will know someone who died...I think essentially all of us who instructed to 1500+ hours can say that. I still have a copy of the local newspaper...the entire front page is taken up by a photo of an airplane falling out of the sky in flames. That N-number is in my logbook.

But an 800 hour pilot who transitions to airlines should get his complacency clock reset, at least for a while, as he drinks from the 121 firehouse.

Actually those OTHER requirements (icing, etc) will probably mean that most pilots will need 135 time...so they will get 1200 hours in GA, then another 300+ in 135 before they can even apply to 121. Effectively, it might as well be an ATP requirement. Might even be better...a 135 pilot is going to better prepared than a 1500 hour CFI.

 

Although I remember from my training that the SECOND period of hig risk was the approx. 1500 hour mark

This is true. The studies I have seen have always been military related. Complacency was the most commonly stated reasons.

Also - in my past community those times related to periods where a pilot would have completed a series of qualification and you are put out a little more on your own than constantly training under the watchful eye of a more experienced pilot/instructor - sometimes leading to mistakes in judgment of either the airplane's capability or their own.

USMCFLYR