Pilot Position

[greysword]

Horizon Airlines is advertising a Pilot job:

http://horizon.recruitmax.com/MAIN/...ID=1037&szReturnToSearch=1&szWordsToHighlight=

One of the requirements for this position is:

FAA Commercial Pilot’s Certificate with multi-engine and instrument ratings

How do you, as a Naval or Marine Corp aviator, acquire this certification? Is it a test you can take while currently flying for the Nav or do you have to be on a P-3, COD, E-2 or other prop? Would the two engines on an F-18 count as multi-engine for this? :tongue2_1

It sounds almost like the Navy's Journeyman program for enlisted folks.

Thanks!

 

[Tom]

Military pilots can forward their flying record to the FAA and take a simple military competency test. NFO's can not do this. F/A-18 would be a multi-engine, but the restriction of center line thrust would be imposed. I know a professor who used to fly KC-135's and when he got out he got his Commercial/Instrument/Multi and a type rating for B-707.

 

[Intruder Driver]

Are you sure the F/A-18 gets a centerline thrust restriction? When I got mine in the '80's, neither the A6 or F-14 had the centerline thrust restriction.

 

[PropStop]

Usually in advanced you can take the test and get your ratings. If you go P-3's you can get single/multi, and instrument ratings. If you fly C-12's in advanced you can get a type rating. If you go back to Corpus as an instructor, you can get your ATP.

I'm sure you could get these tests later too, but it's hard to beat the price in Corpus (something like $150 if i remember correctly).

Even if you think you'll be in the Navy for the rest of your natural life, get those ratings. Things change and they will certainly cost more later.

Most airlines don't give a penalty for centerline thrust in fighters. Since airlines count hours differently than we do, most airlines give an hours multiplier. I'm sure if A4's or one of our other airline guys swings through he can give you more info. You could also search for one of the commercial air threads, there is a wealth of info on here.

 

[Intruder Driver]

Also not sure why you have to forward your records to the FAA. We simply walked into a FAA regional field office and took the test. In and out with all the tickets in less than an hour.

There used to be great competency exam hanbooks you could buy to study from. Just go right to the sample tests.

 

[HAL Pilot]

Even if you think you'll be in the Navy for the rest of your natural life, get those ratings. Things change and they will certainly cost more later.

Most airlines don't give a penalty for centerline thrust in fighters. Since airlines count hours differently than we do, most airlines give an hours multiplier. I'm sure if A4's or one of our other airline guys swings through he can give you more info. You could also search for one of the commercial air threads, there is a wealth of info on here.

Also, take the FAA competency test as soon as you can. There are time limits. I knew of at least one helo guy that waited until he retired to take the test. He only got his multi helo rating despite having flown TH-57s, T-34s and C-12s. His single engine helo and fixed wing flying was too old - the time limits had expired. I also knew a couple of P-3 guys that only got their multi fixed wing because their T-34 time was too old.

The competency test is a written test - no flight check.

You can not get you ATP this way. You have to take the written, oral and flight tests. It used to be up to the Wing Commander and squadron COs whether or not the FAA could accompany you on a NATOPS check to give you the ATP.

I'm not sure about type ratings as I think this policy changes within the various FAA FSDOs. I've heard of guys being able to take their NATOPS check forms and Navy logbooks to the FSDO and getting issued types. I've also heard of guys getting turned down for this and having to have the FAA ride with them on a NATOPS check. But if a type is issued it does not automatically give the pilot a ATP even though they have the same flight check criteria. To get the ATP, the pilot also has to have taken the written and complete the oral plus the FAA (or designated examiner) has to have actually observe the flight check.

 

[Intruder Driver]

You can not get you ATP this way. You have to take the written, oral and flight tests. It used to be up to the Wing Commander and squadron COs whether or not the FAA could accompany you on a NATOPS check to give you the ATP.

Trade-a-plane is a great resource for finding a 'quick and easy' ATP flight test. There used to be a Delta pilot in Oklahoma who would meet you in Oklahoma City in his twin Beech, have you fly it to his home area to get comfortable, then start the flight portion, ending on a flight back to Oklahoma City. All for under $500. It's what I did and it's great leaving Oklahoma City with your ATP.

 

[Fly Navy]

Are you sure the F/A-18 gets a centerline thrust restriction? When I got mine in the '80's, neither the A6 or F-14 had the centerline thrust restriction.

Yep, centerline thrust restricted.

 

[EODDave]

The motors were far enough apart in the F-14 as to not get the centerline thrust restriction.

 

[MasterBates]

Is there a fixed distance for CL vs Non-CL or is it determined by the FAA by type?

 

[eddie]

For the unwashed,

What does Centerline thrust have to do with a multi-engine rating? Why does it make a difference aerodynamically?

 

[MasterBates]

Calling Mefesto.....

 

[Fly Navy]

For the unwashed,

What does Centerline thrust have to do with a multi-engine rating? Why does it make a difference aerodynamically?

Look up: Asymetric Thrust

 

[Carno]

If you have a centerline thrust restriction, you can only fly aircraft that have centerline thrust. From what I understand, it has to do with the flight characteristics when one engine is failed. If you have an engine failure on a multi engine aircraft, it will yaw significantly and also pitch and roll if you don't stop it.

 

[Fly Navy]

I don't think you can Vmc roll a Hornet... a Tomcat could and would.

That's precisely the reason the FAA cited me.