Exceptions to H.R. 5900
#1
Exceptions to H.R. 5900
I know when the wording of H.R. 5900 came out there was talk of exceptions down to 1,000 hours for a frozen ATP with a four year degree in aviation as well as another one for the military, but recently I have not heard too much about it. Does anyone know if they are still in the works at this point?
#2
FAA released an NPRM proposing that in February of this year, comments closed in April. Someone emailed the FAA about it and posted their response here.
http://www.airlinepilotforums.com/av...-rumors-3.html
To sum it up, the FAA expects a final ruling on the Restricted ATP requirements in the Spring or Summer of 2013.
http://www.airlinepilotforums.com/av...-rumors-3.html
To sum it up, the FAA expects a final ruling on the Restricted ATP requirements in the Spring or Summer of 2013.
#3
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Joined APC: Jul 2006
Posts: 1,219
I know when the wording of H.R. 5900 came out there was talk of exceptions down to 1,000 hours for a frozen ATP with a four year degree in aviation as well as another one for the military, but recently I have not heard too much about it. Does anyone know if they are still in the works at this point?
HR5900 is still a go, so all pt. 121 pilots will need an ATP by August 2013, however, it is now up to the FAA to determine what is needed for an ATP. The 1000/750 proposal may stick, they may just keep the current ATP req's in place and offer no exceptions, or (what many think will happen) they'll lower those exceptions even more and tier it as well. So for example, 500 for aviation grades with a jet course, 750 for jet course OR aviation school, military, 1000 for this, 1250 for that, etc. That's what I heard from a friend who's been working on the HR5900 stuff in DC. So we'll see.
#4
Thanks. I'm a current CFI, but will miss the age requirement for the ATP by slightly under 3 months, so as far as I can tell, I'll have the 1,500 hours anyways by then, but have a lot of friends banking on these exceptions.
#5
This is why pilots are their own worst enemies. Banking on anything in aviation is risky. However, banking on anything to lower the standards of a certain quality that effects the industry as a whole is a real bad idea. Tell your friends to maybe re-access their wishes. It's better in the long-run.
#6
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Joined APC: Jul 2006
Posts: 1,219
This is why pilots are their own worst enemies. Banking on anything in aviation is risky. However, banking on anything to lower the standards of a certain quality that effects the industry as a whole is a real bad idea. Tell your friends to maybe re-access their wishes. It's better in the long-run.
#7
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Joined APC: Dec 2005
Posts: 8,898
What a useless bill to fix the aftermath of Flight 3407. One pilot already had the ATP and the other was a pretty decently experienced CFI. I highly doubt that pilots having an ATP beforehand would have prevented the crash. These pilots were tired/fatigued, but from the looks of it, it was due to commuting, commuting through the night, and resting in a crewroom.
#8
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Joined APC: Apr 2007
Posts: 3,802
What a useless bill to fix the aftermath of Flight 3407. One pilot already had the ATP and the other was a pretty decently experienced CFI. I highly doubt that pilots having an ATP beforehand would have prevented the crash. These pilots were tired/fatigued, but from the looks of it, it was due to commuting, commuting through the night, and resting in a crewroom.
#9
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Joined APC: Jul 2006
Posts: 1,219
What a useless bill to fix the aftermath of Flight 3407. One pilot already had the ATP and the other was a pretty decently experienced CFI. I highly doubt that pilots having an ATP beforehand would have prevented the crash. These pilots were tired/fatigued, but from the looks of it, it was due to commuting, commuting through the night, and resting in a crewroom.
I think they both had > 3000tt as well.
#10
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Joined APC: Dec 2005
Posts: 8,898
Commuting on a redeye from Seattle!
I think they both had > 3000tt as well.
I think they both had > 3000tt as well.
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