Hello,

My situation is as follows: 32 years old, 1000-1100TT, 50ME, CFI/II/MEI. I gave up on flying professionally a long time ago. I even quit for several years at one point. I have a great job flying a desk with good pay and benefits and will probably stay there until I retire. Last year, I started to pick up a few students for fun and to put my licenses to use.

Recently, I found out that I can buy myself 2 more years to take the ATP practical under the soon-to-be old regulations if I take the written before August 1st. Since I gave up the original goal to fly professionally, I had pretty much decided that an ATP was not worth getting in my situation. That was a pretty simple decision to make because I could change my mind later. With the new rules, though, I don't think I will have much longer to change my mind. It might be worth taking the time to meet the requirements and pass the test so that I don't miss the chance to get the rating. I know that I would never invest 15K plus on the training after the rules change.

I have no interest in flying part 121. I also have no need for a "vanity rating." I'm simply thinking of getting it because there might be a cool retirement or part time job someday that might require an ATP. Getting it would leave some doors open for me one day if an opportunity came my way. At the same time, though, it is difficult to get 400 more hours with a fulltime job, a family, and other committments. There would have to be enough possible benefit to make it worth investing that kind of time.

My questions:
Do the new rules only affect the part 121 Multi Engine ATP, or will they also apply to the part 135 Multi Engine ATP? If only the 121, I am less concerned.

Do many 91 or 135 employers actually require an ATP?

Could not having one close doors for me in the future? I am not going to loose sleep if I never fly professionally, but as the old cliche goes, "never say never ..."

Thanks
Andy

Andy,

These new rules are for any ATP certificate. I would say it simply depends on the operator but having an ATP would open a lot of doors for flying in the future. Many companies require it for insurance. The written is not hard provided you have a good study plan. This late in the game probably Shepard Air or go to a 2-day course or something. But why not take it? Even if for some reason you end up not getting your ATP, this is a good move right now. I've been telling everyone to take it simply because if you don't know it probably won't happen. Sounds like the new rules are going to be cost prohibitive. Good luck with whatever you do!

Actually the new requirements only apply to an ATP with a multi-engine rating. When you read the rules they say to take the knowledge test for an ATP with an airplane category ME class rating you have to complete the training program. Will there be a separate SE and ME ATP test? Will you have to declare your goal when you take the written. We'll know in 7 weeks.

135 requires an ATP to be PIC of a jet with more than 10 pax seats. Some 91 operators require it for an insurance break.

Spend a weekend with Sheppard and just do it.

It will cost you about $225 for the Sheppard Air test prep and for the Testing Fee. Plus a few days of studying. That buys you two years to do the practical. Not a lot on the line if you don't follow through it. Just do it.

If you get an ATP, it just says ATP on your certificate, not "ATP 121" or "ATP 135". You can take either written test, but in the end you just get an "ATP".

Yes, there are 135 operations and operators that require an ATP.

Thanks for the replies everyone! I have pretty much decided to take the test. I think I am more asking about getting the remaining balance of flight time, which, for me, is probably in the neighborhood of 400 hours. I know to a lot of you, that doesn't sound like much in 2 years, but for me, it's quite a bit with juggling a job, family, and other committments.

Instructing is great, and I really enjoy it, but with preflight and postflight breifings, I have a lot of time invested to get an hour of flight time. I plan to continue with it (as it will likely be all I ever do in aviation), but to get this flight time done, any other ideas? Possibly something that could beef up cross country time? I don't really care about multi-engine time as I'm not actively going to go out looking for a flying job. I just want to meet the requirements for the ticket.

Find some local freight pilots, and if they have any part 91 empty legs you can legally log some experience on.

Add a tailwheel endorsement, buy a cheap old C140 or similiar to bounce around in. Take the kids/family up time to time. All these underpowered old taildraggers are great because 4-5gph means best bang for buck. Just get the liability insurance to save money, unless you really want hull(hardly worth it given value vs risk, but do ask around)

Might have to just buckle down and try to fly more with students, or rent something to build the time at the end. Fill the plane with willing friends to share the cost, go somewhere fun, etc...

Part 91 empty legs sound like a good idea.

In the case that I am unable to find such an opportunity, what about 135 operations that fly single pilot aircraft and require two pilots in the op specs? Would that be "loggable" sic time toward the total and cross country time requirements for ATP?

Thanks!

Yes, 135.101 requires an SIC for IFR pax ops. 135.105 allows the ops specs work around. And 61.51 says you can log it.

(2) Holds the appropriate category, class, and instrument rating (if an instrument rating is required for the flight) for the aircraft being flown, and more than one pilot is required under the type certification of the aircraft or the regulations under which the flight is being conducted.

Sweet. Thanks! Hopefully I can log this time within two years while balancing a job, family, and everything else .