ATP Final Rule Signed

JustinS said:
We could go back-n-forth all day. I'm just glad the rule bent more in my favor. Not gonna lie, I am glad about that. Right or wrong, good or bad. It is what it is. :p
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I don't care. New rules or old, I'm eligible. Broader implications aside, of course.
 
If the FAA wanted lean meat, and not fatty blubber... they would have added SIMULATOR TIME in this new ATP reg fiasco.

Guess the use of SIM's are both inefficient, and ineffective for training pilots in the eyes of the FAA.
 
ScorpionStinger said:
If the FAA wanted lean meat, and not fatty blubber... they would have added SIMULATOR TIME in this new ATP reg fiasco.

Guess the use of SIM's are both inefficient, and ineffective for training pilots in the eyes of the FAA.
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I don't believe it's changed that 50 hrs of level C or D time can be applied to a rating.
 
thwhite2000 said:
the footnote said that the CTP was only required for a concurrent type-rating with an ATP ride. So that means I can still get my ATP the old fashioned way, right?! Also, what about 135? I predict that most 135 Operators won't pony up for a CTP, but wouldn't you still be able to do an ATP on a PC for a non-type-required aircraft (I.e. Pa-31, BE-99), then get your ATP when you move on to something bigger? ..... Just trying to be sure that what I read is correct in that it is no difference to me as long as my written is still current.
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I don't know what footnote you are looking at, BUT it is plainly spelled out that "those most affected by these changes will be pilots applying for an ATP certificate with an airplane category multiengine class rating or an ATP certificate concurrently with an airplane type rating," Meaning, if you want an ATP-multiengine rating, regardless of type, you are required to "(1) Meet all of the previous requirements; (2) Prior to taking the ATP knowledge test successfully complete an ATP CTP; and (3) have a minimum of 50 hours in class of airplane," and that the ATP CTP requirement "takes effect after July 31, 2014."

Simply put, you can get the ATP the old fashioned way until July 31, 2004. If you want to fly part 135 in a BE-99 or PA-31, they are multiengine aircraft, so you have to do the ATP CTP before you can take the ATP-written after July 2014. If you take the written before the deadline, it will be good for two years, and you don't have to take the CTP as long as you get your ATP before the written expires. As far as 135 operators not paying for the CTP, that's probably true if you are flying something that doesn't require a type rating, but the FAA is under the assumption that most 135 operators will pay up.
 
JustinS said:
We could go back-n-forth all day. I'm just glad the rule bent more in my favor. Not gonna lie, I am glad about that. Right or wrong, good or bad. It is what it is. :p
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Depending on how long it takes for your school to be accepted by the FAA so that you can apply for the R-ATP the reduced mins might not even matter for you...

It is what it is ;)
 
purpel said:
Depending on how long it takes for your school to be accepted by the FAA so that you can apply for the R-ATP the reduced mins might not even matter for you...

It is what it is ;)
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Hmm good point. I read a little bit about that. Any idea how the FAA is going to allow universities to go about that process? I still have another year for my school to figure it out while I build my time.
 
JustinS said:
Hmm good point. I read a little bit about that. Any idea how the FAA is going to allow universities to go about that process? I still have another year for my school to figure it out while I build my time.
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I couldn't say how the process will go, but I am sure in the next few months more information will come out.

Actually you might get the benefits from the rule if you are a year out from graduating :)
 
purpel said:
I couldn't say how the process will go, but I am sure in the next few months more information will come out.

Actually you might get the benefits from the rule if you are a year out from graduating :)
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I hope so, we'll just have to wait and see. I actually just graduated, but I'm still working on building the flight time right now.
 
JustinS said:
Yeah I know. We can run down a list of all the jobs out there, but as a whole you can't expect EVERYONE to acrue 500 XC in 1,000 hours. That was my point. It would definitely change the playing field if they had 500XC 1000TT requirement for college/141 grads.
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Not everyone probably will. Not the end of the world.
 
grkero said:
So are we for sure looking at this scenario being true: If you have 1500 hours and 200 hours cross country, you can get a Restricted ATP? That is how I am reading Table 4 on page 22 on the actual document for this.

That seems like the best thing out of all of this, but then I wonder why they didn't just change the ATP itself to be 1500 hrs, 200 xc, 100 night, 75 inst and call it good? Seems like a waaaaay better option instead of screwing with all this Bachelors, Associates, military, etc.

Too much headache.
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Thats the way I read it too. Someone please tell me if were wrong on this but this is fantastic news for CFI's.
 
n2surfing21 said:
Thats the way I read it too. Someone please tell me if were wrong on this but this is fantastic news for CFI's.
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I've talked to 3 recruiters and it sounds pretty cut and dry. 1500 tt/200 xc gets you in. Now if you have an associates or bachelors, you are going to need additional paperwork from your school stating the FAA has certified them as a university.
 
Sweeeeet, majored in aviation but did training 61 so il be going for 1500 but I'm already at 200 xc so I'm very happy right now. The university hour reduction is American politics at its finest.
 
Ok after reading the previous post I am confused. You still need 1500 and 500 for a ATP right if you went part 61
 
Inverted25 said:
Ok after reading the previous post I am confused. You still need 1500 and 500 for a ATP right if you went part 61
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That's correct. However, you can get a restricted ATP with 1500 tt and 200 xc even if you did not graduate from an approved degree program or receive military training. That's how I understand it. Please tell me if I'm wrong.
 
Firebird2XC said:
I really like the 1000 hr SIC prior to making PIC provision. Also, they did include a 'restricted ATP' provision for those just a a year or a few hours short of the hard number requirements that are already in the system. Looks like Gulley keeps his job.

As for the 'Riddle Provision', I think it's not entirely unreasonable, and the 750 additional required hours tempered with classroom training are a relatively reasonable compromise considering how it could have gone.

Personally I consider this a big win for safety and the profession.

From an ALPA blast to clarify: (bold added by me)

"Other highlights of the rule include:

A requirement for a pilot to have a minimum of 1,000 flight hours as a co-pilot in air carrier operations prior to serving as a captain for a U.S. airline.
Enhanced training requirements for an ATP certificate, including 50 hours of multi-engine flight experience and completion of a new FAA-approved training program.
******An allowance for pilots with fewer than 1,500 hours of flight time or who have not reached the minimum age of 23 to obtain a “restricted privileges” ATP certificate. A restricted privileges ATP certificate allows a pilot to serve as a co-pilot until he or she obtains the necessary 1,500 hours.*****(Grandfather clause)

The options are:
§ Military pilots with 750 hours total time as a pilot;

§ Graduates holding a Bachelor’s degree with an aviation major with 1,000 hours total time as a pilot;

§ Graduates holding an Associate’s degree with an aviation major with 1,250 hours;

§ Pilots who are at least 21 years old with 1,500 flight hours.

The rule is consistent with the Airline Safety and Federal Aviation Administration Extension Act of 2010. The rule addresses recommendations from an Aviation Rulemaking Committee, the National Transportation Safety Board, and the FAA’s Call to Action to improve airline safety."
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I quit my job. Airlines were so this spring. Duh!
 
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