steps after IFR to commercial part 141? USA?
Hi I'm deployed so I don't have access/communication to my flight school part 141 and I'm currently trying to build an estimate cost to gain a Commercial pilot certificate so I can fly for a regional airline. Im reading the FAR/AIM and Im a little confused in what the next steps/minimum hrs are. I have my PPL SEL IFR certificate in a C-172. Is SEL complex/high perfomance next? or is Private multi next? If I want to fly IFR in a new type airplane(ie. complex, multi, high performance) do I need to meet new training requirements and a check ride for each type aircraft? Im confused Please help
Thank You!
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1) The rules have changed. You will not be able to apply to a regional until you have at least 1500 hours and an ATP certificate. You cannot apply with just a commercial license any more.
2) Get the complex / high performance endorsement next. That is a logbook endorsement which says that you have received dual instruction in a complex aircraft (retractable gear, controllable propeller) and in high performance (200+ horsepower) airplanes and have been found competent to fly them. (or see point #4)
3) Then get your private pilot multi-engine rating, preferrably with IFR privileges, otherwise you'll have to do two separate check rides, one for multi VFR and one for multi IFR.
4) You can also get the complex/high-performance endorsement in a twin instead of a single engine aircraft, but getting it in a single makes transition to a twin a little easier. If you've lost your IFR proficiency, then consider getting your IFR proficiency in a high performance complex single and it will make the transition to multi-IFR easier.
5) Many people wait to do the complex single and multi-engine training until they are close to commercial pilot time requirements. Under Part 141, that would be 190 hours. If you are under 150 hours, do a little Part 141 time-building (typically cross-country) in low-performance singles first if money is an issue. To fly different types of aircraft all you need is a flight school checkout.
6) It doesn't matter where in the world you are. If you can log onto Yahoo answers you can just as easily go to the FAA website and look up the Part 61 or 141 training regulations if your FAR/AIM is out of date. http://www.ecfr.gov/cgi-bin/text-idx?c=ecfr&tpl=/e...
7) Just remember that in order to qualify for the reduced Part 141 flight time, you must do ALL training and time-building under Part 141. If you switch schools you must transfer your Part 141 records from the old school, otherwise you'll have to finish under Part 61. Logbook entries do not suffice. You need ALL your Part 141 training records.
8) Plan on getting the CFI, CFII and MEI and AIGI instructor ratings since teaching is one of the few jobs available to pilots who have a commercial pilot certificate and less than 500 hours total time. Unless you can find a Part 91 (private / corporate) or Part 135 (commercial air taxi) copilot job in a twin, instructing is about the only way to get enough multi-engine experience to be considered by a regional airline. Very few regionals will interview candidates with under 200 hours multi time, and the better ones expect 400+ hours in twins if you hope to be competitive in the job market.
Fly a 172 for commercial. Do your MEI and all the multi stuff in one check ride after you get your commercial single engine land to save money. But do your single engine commercial in the 172. If you want to fly something else, that's fine too. Once you have a Commercial license, whether single or multi, you have your license for that class (multi, single), so flying a complex or a turbo prop or jet doesn't matter, as long as you have the certification to fly that plane (like a type rating for a CJ or Hawker, high performance endorsement etc). As for part 141, if you have been training part 141, then you need 250 hours for commercial qualification. That means you just need to learn out of the books, do the maneuvers, and build time. Basically it. Good luck!
Do not get your private multi because you will have to take a commercial multi check ride as well. Your commercial multi ride will have a few approaches so brush up on instrument stuff.
High performance/complex is just an endorsement so an instructor will give you that when he thinks you are proficient in an aircraft with over 200 horse power (high performance) and with retractable gear, flaps, and a constant speed prop (complex) You will need to take your commercial ride in a high performance complex aircraft. You should focus on getting to about 140 hours before you start commercial. If you are deployed, you should study for your commercial written to get it out of the way. Also you can get a pretty good idea of commercial maneuvers out of the airplane flying handbook on faa.gov good luck!
Section 141 is just "fancier" coaching. It requires a bit of more constitution, and some extra monitoring, and makes it possible for you to earn your certificates with rather less time. You will find phase 61 faculties that are simply as good...Make sure they have good instructors and a good lesson plan. Whoever hires you as a pilot down the street does not supply a rattling whether or not you took section 141 or section sixty one...And don't let any 141 college attempt to pitch you that crap. On the airline, they will see who measures up via what sort of expertise they have and how good they may be able to fly the simulator profile, and pass the technical interview. Be aware of your stuff. The relaxation is gravy.
Listen to Ben and be prepared to spend many years building flight time with low-paying co-pilot jobs in faraway places, like Alaska before you land that first regional airline job. Then be ready for the lowest pay ever! Regional airline co-pilots make about $36,000 per year. I know, it sucks.