People need to start talking more about the aeronautical experience requirements for ATP. It’s not just 1500 hours. You need at least 200-500 hours of XC (depends on your training), 100 hours PIC, 100 hours of night time, and 50 hours of multi-engine time. If your intentions are to go to an airline, you only need 25 hours of multi-engine time, because the 25 hours of simulator time will cover the rest. Not all simulators are created equal. You must train in a level D simulator for this to count. Cheers! ✈️
Hi Sean and Mike, So great to hear your podcasts - stumbled on your youtube channel a few weeks back - can’t stop watching. I have 1000 hrs / 80 multi 0 turbine time FAA CFI CFII MEI and EASA ATPL written theoretical exam behind me. I am transitioning out of a interesting Aviation career with previous roles in Sales & Dispatch trip and Flightplanning as well as account management for a large European VVIP outfit. I do long to fly and do currently flight instruct. I want to focus on MEI instruction but am running into insurance issues without more ME hours. I may however have an opportunity to apply for a Kingair350 SIC gig - part 135 with requirements for 2 pilots- The question is whether you think the future recruiters will count that time as valuable- many opinions on the pilot portals about the validity and value- As I see it is is Turbine time in the the IFR environment- perfect as I see it and maybe an upgrade to Captain at 1500 hrs. Pay of cause will not match regionals or corporate bisav - but is better than instructing. What are your thoughts and concerns in such a setup - I am in my late 40ies - but simply am tired of flying a desk…
Have you guys thought about inviting a guest onto the podcast? Like maybe a CFI who’s currently teaching or a fresh regional pilot ? Just a thought to give ideas onto the podcast or even they’ll be able to give better insight since they’re on the up and coming
Yes I can, great question. So smaller older corporate airplanes could be as low as $20,000 for the type rating course. New expensive airplanes like the G650 and Falcons 7X can be almost $100,000!!! That’s why most pilots don’t pay for their type ratings. The companies they work for pay for them.
Yes you're correct, a King air 350 is over 12,500 pounds so it requires a type rating. All of the other king air, the most popular ones, the C90 and the 200 do not require type ratings.
Soooo technically could I just get my private and instrument done then if i know someone go straight to “jet training/rating” for a specific jet?? Very curious, thanks?
Hi Cody, that’s no problem. For an airline job they don’t care how you get there. You just need to report to the airport that you’re based at the time you’re supposed to be there. In other words, you may be based in Chicago if you work for United and you would just drive to the Springfield airport and hop on a flight for free to get to Chicago for your trip. The further you live from a major airport though the harder it is on you. Most corporate jobs want you to live within one hour of the airport.
is rating automatically upgrading with next certificate? let's say I have PPL with IR if I make CPL is that means automatically have CPL with IR? Is a single engine IR is the same as multi engine IR?
When you get a commercial certificate you are no longer a private pilot, you are a commercial pilot. In order to get a multi engine with instrument privilege's you must do a single engine approach during your checkride.
@@bartoszskowronski Yes, if you get a multi engine rating with instrument you can still fly IFR in a single engine. You are just adding multi engine to your certificate.
@@bartoszskowronski Yes, when you get a commercial certificate you can still fly IMC without anything else as long as you got your instrument rating with your PPL.
Yes, the cost of the simulators are astronomical. Almost as much as the actual airplane. The instructors now are really high paid so they stick around and don’t get a flying job with the people coming through the programs.
I know it sounds pedantic but I cringe everytime you say "license". While the certificate has some similarities to a license at a high level superficial overview they are fundamentally different things. And the difference is important when it comes to the specific legal meaning and long term impacts of legislation, regulations, and judicial precedent. A license is explicit permission to do an activity, and the main purpose is to collect fees or restrict the number of participants. A certificate is evidence of some set of qualities and does not directly grant any sort of permission, although it could be a prerequisite to get permission.
On the topic of Light Sport. There is a gal who said she was able to her Light Sport CFI at 150 hours to earn a living while she was working on her other ratings. She would be a great person to interview. She indicates that time in a light sport does count toward your total time and train in it for your PPL. www.youtube.com/@pilotkaity
People need to start talking more about the aeronautical experience requirements for ATP. It’s not just 1500 hours. You need at least 200-500 hours of XC (depends on your training), 100 hours PIC, 100 hours of night time, and 50 hours of multi-engine time. If your intentions are to go to an airline, you only need 25 hours of multi-engine time, because the 25 hours of simulator time will cover the rest. Not all simulators are created equal. You must train in a level D simulator for this to count. Cheers! ✈️
Thanks for the comment
What does one need to do to fly turbine propeller driven aircraft? What certificate?
Thanks for everything you do. At 51, still working through a medical deferral (OSA and Eliquis) and hoping to start training in the fall.
Awesome! Thanks!
Hi Sean and Mike,
So great to hear your podcasts - stumbled on your youtube channel a few weeks back - can’t stop watching.
I have 1000 hrs / 80 multi 0 turbine time
FAA CFI CFII MEI and EASA ATPL written theoretical exam behind me.
I am transitioning out of a interesting Aviation career with previous roles in Sales & Dispatch trip and Flightplanning as well as account management for a large European VVIP outfit.
I do long to fly and do currently flight instruct.
I want to focus on MEI instruction but am running into insurance issues without more ME hours.
I may however have an opportunity to apply for a Kingair350 SIC gig - part 135 with requirements for 2 pilots-
The question is whether you think the future recruiters will count that time as valuable- many opinions on the pilot portals about the validity and value- As I see it is is Turbine time in the the IFR environment- perfect as I see it and maybe an upgrade to Captain at 1500 hrs.
Pay of cause will not match regionals or corporate bisav - but is better than instructing.
What are your thoughts and concerns in such a setup - I am in my late 40ies - but simply am tired of flying a desk…
Have you guys thought about inviting a guest onto the podcast? Like maybe a CFI who’s currently teaching or a fresh regional pilot ? Just a thought to give ideas onto the podcast or even they’ll be able to give better insight since they’re on the up and coming
Yes! working on that, we did our first on last week with the A&P mechanic. Did you catch that one? Thanks for the comment!
@@ProPilotPlaybook I did not! I’ll watch it right now! I would be interested in coming on as I fit into that category that I mention!
Great video you guys
Please you can talk about how to convalidate a license in the US for a foreign pilot and how to work there ?
Can you give some example of different type ratings cost and recurrent cost? Like Gulf Stream 500, Falcon 7x, Praetor 500 etc..
Yes I can, great question. So smaller older corporate airplanes could be as low as $20,000 for the type rating course. New expensive airplanes like the G650 and Falcons 7X can be almost $100,000!!! That’s why most pilots don’t pay for their type ratings. The companies they work for pay for them.
Interesting, in Canada the King Air 200 requires a type rating because it is a high performance aircraft, (Vne of over 250KIAS or Vso of over 80KIAS)
Thanks, I didn’t know the Canadian requirements
I think you maybe incorrect on the type rating for a king air. The king air 350 I'm pretty sure requires a type rating.
Yes you're correct, a King air 350 is over 12,500 pounds so it requires a type rating. All of the other king air, the most popular ones, the C90 and the 200 do not require type ratings.
Soooo technically could I just get my private and instrument done then if i know someone go straight to “jet training/rating” for a specific jet?? Very curious, thanks?
You would need to get your commercial license also. So private instrument and commercial. Thanks for the comment.
How close to a regional airport do you have to live to be considered for hiring? I live 2 hours from the closest big airport (Springfield Missouri)
Hi Cody, that’s no problem. For an airline job they don’t care how you get there. You just need to report to the airport that you’re based at the time you’re supposed to be there. In other words, you may be based in Chicago if you work for United and you would just drive to the Springfield airport and hop on a flight for free to get to Chicago for your trip. The further you live from a major airport though the harder it is on you.
Most corporate jobs want you to live within one hour of the airport.
is rating automatically upgrading with next certificate?
let's say I have PPL with IR if I make CPL is that means automatically have CPL with IR?
Is a single engine IR is the same as multi engine IR?
When you get a commercial certificate you are no longer a private pilot, you are a commercial pilot. In order to get a multi engine with instrument privilege's you must do a single engine approach during your checkride.
@@Hedgeflexlfz ok, but my single engine IR is still valid? yes?
@@bartoszskowronski Yes, if you get a multi engine rating with instrument you can still fly IFR in a single engine. You are just adding multi engine to your certificate.
@@Hedgeflexlfz ok but I still can fly CPL single engine IMC? yes? without any additional rating
@@bartoszskowronski Yes, when you get a commercial certificate you can still fly IMC without anything else as long as you got your instrument rating with your PPL.
OOOHHHH, So its not out of pocket for the Jet rating. I was starting to get worried.
Yeah, I know the company you work for pay for it
Why is it so expensive? Is it the cost of simulator rerun on investment?
Yes, the cost of the simulators are astronomical. Almost as much as the actual airplane. The instructors now are really high paid so they stick around and don’t get a flying job with the people coming through the programs.
I know it sounds pedantic but I cringe everytime you say "license". While the certificate has some similarities to a license at a high level superficial overview they are fundamentally different things. And the difference is important when it comes to the specific legal meaning and long term impacts of legislation, regulations, and judicial precedent.
A license is explicit permission to do an activity, and the main purpose is to collect fees or restrict the number of participants.
A certificate is evidence of some set of qualities and does not directly grant any sort of permission, although it could be a prerequisite to get permission.
On the topic of Light Sport. There is a gal who said she was able to her Light Sport CFI at 150 hours to earn a living while she was working on her other ratings. She would be a great person to interview. She indicates that time in a light sport does count toward your total time and train in it for your PPL. www.youtube.com/@pilotkaity
You guys are THE BEST 🏆🙏✈️🛫🛬🛩️BIG help 🇺🇸
Thanks!! I’m glad we help you out!