I believe anything the FAA refers to as a "rating" upgrades automatically with your license. For example, if I get my instrument rating on my Private Pilot License, I don't have to retake the instrument checkride when I get my commercial license in order to fly IFR commercially. This is not true for license classes (single engine land, multi-engine land, single engine sea, multi-engine sea). If I get a private MEL, and then take my commercial checkride in a single engine, I still have to take another commercial MEL checkride in order to exercise commercial privileges in a multi-engine airplane.
The question is, do type ratings work like instrument ratings or like license classes, and what regulations govern this?
In most cases, yes the type rating "upgrades" or "elevates" along with your license since the type rating is always evaluated at ATP standards, even if you only have a private or commercial certificate.
Exceptions are type ratings for single-engine airplanes and type ratings that have a "VFR ONLY" restriction.
5-710 PILOT CERTIFICATE LEVEL AND CATEGORY AND CLASS RATING. The following category and class rating(s) for which the applicant has qualified on the original or subsequent ATP practical tests are entered on the ATP certificate.
A. Addition of Lighter-than-Air and Glider Class Ratings. A lighter-than-air or glider category rating may be added to an existing ATP certificate; however, the rating may be added only at the recreational, private, or commercial pilot certificate level, as appropriate to the practical test completed. There is no provision for the original issuance of an ATP certificate with a lighter-than-air or glider category rating.
B. Type Ratings. Type rating tests are conducted to the ATP standard for all grades of pilot certificate. Therefore, all type ratings in that category and class of aircraft for which the practical test is conducted in are upgraded after successful completion of the practical test. For example, a person who holds B-737, DC-3, and SK-62 type ratings on his or her commercial pilot certificate, and later satisfactorily completes an ATP practical test in a CE-750, would have his/her B-737 and DC-3 type ratings elevated up to the ATP certificate. The SK-62 would not elevate up because the practical test was in a multiengine airplane. However, when the person satisfactorily completes an ATP practical test in a helicopter, the SK-62 would then elevate up to the ATP certificate. Therefore, all of the type ratings held on the superseded certificate carry forward at the new certificate level within category and class.
NOTE: A type rating for a single-engine airplane may not be upgraded to the ATP level.
1) Except for type ratings and, under some circumstances, the instrument rating, other ratings indicated on the superseded pilot certificate are carried forward at the commercial, private, or recreational pilot certificate level, as indicated on the superseded certificate.
2) Instrument rating privileges are shown on the ATP certificate only if the ATP practical test was conducted under visual flight rules (VFR) only, or to retain instrument privileges that were held on the superseded certificate for a category of aircraft other than the one used for the ATP practical test.
C. Type Rating Limited to VFR. A type rating bearing the limitation “VFR ONLY” may be added to an existing certificate other than an ATP certificate under the provisions of § 61.63(e). This limitation may be added to an aircraft type rating not capable of instrument maneuvers or procedures required on a practical test. The practical test must be administered under the appropriate ATP PTS for an aircraft type rating limited to “VFR ONLY”. A type rating bearing the limitation “VFR ONLY” may be added to an existing ATP certificate under the provisions of § 61.157(g). The practical test must be administered under the appropriate ATP PTS for an aircraft type rating limited to “VFR ONLY.”
NOTE: There is no provision for taking an initial practical test for an ATP certificate in an aircraft that would require a VFR limitation.
I believe anything the FAA refers to as a "rating" upgrades automatically with your license. For example, if I get my instrument rating on my Private Pilot License, I don't have to retake the instrument checkride when I get my commercial license in order to fly IFR commercially. This is not true for license classes (single engine land, multi-engine land, single engine sea, multi-engine sea). If I get a private MEL, and then take my commercial checkride in a single engine, I still have to take another commercial MEL checkride in order to exercise commercial privileges in a multi-engine
I'm a student pursuing a US Private Pilot License, and recently scheduled my checkride. I've been training in a 1981 Piper Warrior (PA-28-161), but if its annual goes sour I may have to take my club's 1980 Piper Archer (PA-28-181). I have well over §61.109's 40 hours in the Warrior alone, and only ~10 hours in the Archer. I have a separate club checkout and CFI solo endorsement for each... would encounter if I need to change the tail number or model number of my checkride plane and listed hours therein, potentially long after IACRA submission?
I am currently a private pilot with an instrument rating and multi-engine rating. I own and regularly fly my own twin engine airplane and have been thinking about getting my commercial rating. Part of the PTS requirements for the commercial multi-engine include the emergency procedures for engine out/emergency descents, etc. Since I have already had a check ride (multi-engine rating) that included ALL of these maneuvers, do I still have to perform these on a commercial multi-engine check ride?
I recently attempted to take my Commercial/ME/Instrument checkride. I passed the oral exam portion, but shortly after the engine started running rough. After making it through about 3-4 maneuvers... that the tasks performed have a two month shelf life. My question is, does the oral exam have the same shelf life since I passed it? The reason this is a concern is that I have a deployment with the Guard in about two weeks. If the plane doesn't get back up and running, I'm hosed. My shelf life on the checkride stuff expires on 5/31 and I won't be back home from my deployment until early to mid-June.
In a full motion Level C or D simulator like those used by the airlines and for jet type ratings: How should a pilot log the simulator time in their logbook? I.e. Can you log: Total Time Instrument Time Time in Type Cross Country Time Night Time Landings (including night landings) Dual given/received Anything else?
as well land. But what about in a light, single engine plane (think Cessna 172 or Piper Cherokee)? Engine failures in small aircraft, for example, seem to be more common, so you have more... out? It seems like a somewhat practical solution, yet I have never heard of anyone doing it. Why do pilots often try to find a road to land on or a lake to ditch in when trouble strikes instead... airliners happen on take off and landing, and there is no time to parachute. In order to get to a position where 100+ people can successfully jump out, you'd most likely need to descend some 20,000 ft
Let's say you discover that your landing light is inoperable during the preflight. Your aircraft doesn't have a MEL, so you follow 14 CFR §91.213(d). Assuming you do everything else required (placard, etc.), would placing a collar around a circuit breaker be considered deactivation? If not, is there anything that a private pilot can do that would be considered deactivation?
I was looking at potential experimental projects when I read this fascinating website about a tiny aerobatic-capable twin-engine airplane. It's light enough to be an ultralight, but much too fast: Aside from the obvious fun of flying this little plane, I wondered whether: I'd be able to log time in the Cri-Cri as multi-time? My guess is yes. Assuming I'm MEL-IFR, could I log multi-IFR with a two-way radio, altimeter, Dynon-type AI, HI and at least one cert. VOR & glide slope? An approach cert. GPS setup would be too heavy I assume. My guess is this is wishful thinking...
I think i've read that the B787 has a common type rating with the B767 and B777. But I also think I've read that pilots are only allowed to fly two types of aircraft at a time... So when they go to fly the 787, do they have to give up one of the their ratings if say they were previously allowed to fly the 767 and 777? Would the same still apply for say a B757 and B767 which have very similar flightdecks? EASA and FAA perspectives would be appreciated :)
” pilot type rating. What exactly is an SIC type rating used for and how can someone get a "type rating" without any kind of practical test? ...14 CFR 61.55 says: ... (d) A person may receive a second-in-command pilot type rating for an aircraft after satisfactorily completing the second-in-command familiarization training requirements under paragraph (b) of this section in that type of aircraft provided the training was completed within the 12 calendar months before the month of application for the SIC pilot type