Usually the CFI stands alone and you get a rating of Airplanes (or Rotorcraft), then you add Instruments to the certificate. Therefore it would then be CFI I&A, or Instruments and Airplanes. Some just use CFII, since the CFI implies airplanes they only mention it as a double I. You need the double I to teach students pursuing their instrument rating. (e.g., A private pilot is usually gets a single engine land VFR certificate at first. (VFR visual flight rules - clear blue sky's). The private pilot can enhance their skills by adding an instrument rating to the license. (IFR instrument flight rules in clouds and fog basically less than a few miles visibility.) Same applies to a Commercial pilot license if you don't have a private pilot with instrument rating when you attempt to get your commercial license you'll be rated VFR only (not too usable). If you already have the instrument rating it carries over to the commercial certificate when you obtain it, otherwise you have to add that rating later.

Type ratings are for anything over 12,500 lbs. (A type rating allows you to act as pilot-in-command (PIC) of a particular aircraft weighing more than 12,500 pounds. Type ratings are added to a Commercial or Airline Transport Pilot Certificate. In order to obtain a type rating, you must receive specific ground and flight training, and pass a practical test (oral and flight exam) in a simulator or aircraft.) FAA’s FAR 61.63d.

There are a whole slew of turbo-prop aircraft weighing over 12,500 that require types.

Also ATP's can give instruction in the aircraft they are type certificated in.


The Airline Transport Pilot (ATP) Certificate is considered the "PhD" of pilot certificates! This certificate allows you to act as Pilot-in-Command (aka Captain) of a commercial aircraft weighing more than 12,500lbs.

 

So you pass gas for a living?????

Sorry I have an old friend from the military that did the same. Thanks for being up there for us!

 

Nice Aerocoupe (sp?)

Private Pilot since 1989. Haven't flown in ages.

.

 

Thank you It's a 1946 415C Ercoupe. Makes for a fun lil' puddle jumper

 

20 yrs military both as aircrew and ground crew, now Commerical Avionics Engineer for airline.

 

Former private pilot, still fly with friends in right seat, hang out at the nearby airport. US Air Force officer retired, though didn't fly their planes as a career. My Dad was a senior executive with United Airlines for 34 years, I grew up with the airline. My son (23) flies an Embraer 145 for Chautaqua Airlines -- better known as United, Delta, and/or Continental Express. Cars & airplanes are life!

 

Private pilot.
Sold my G model Cessna 182 3.5 years ago,then sold my 50'x60' hanger to buy my toy barn that is 90'x35' with wash bay and one stall has a lift.

 

Started on this



Then tried some American muscle



Ended up on this

 

hi, does Aircraft Engineer count???? if so, McD -9 and -80 specialist. real american power A/C:s.... //Costas
[IMG]www.airliners.net/photos/middle/4/2/7/1321724.jpg[/IMG]

 

Well I certainly agree with you although nowhere in my area do we have restrictions that require a descent starting that far from an airport. The only reason a controller would need to start an aircraft down are to meet the letters of agreements and SOP's with a joining sector or center that require an aircraft to be at this altitude by this boundry etc etc. Either way though 200+ miles is pretty far not sure whatsup with that.

 

Helicopter mechanic here for Northrop Grumman Ft. Eustis. Va.



This is a pic of my military days in Korea. CIRCA 1985

 

Started flying in 1972. Not current now, but still love everything with wings including R/C and sailboats (they have that sail type wing!).

 

 

Thirty year Army Officer - Retired. Flew these:

 

cfii sel ses mel

 

Currently, I am an aircraft dispatcher in Alaska, dispatching a fleet of 737-200 cargo planes. In a past life I was a pilot (suppose I still am, since the things don't technically expire). I have a CMEL-Instrument ticket which is collecting dust behind my dispatch license.

Before dispatching but after getting the CMEL, I was a loadmaster on a B727 for several years and spent 1000's of hours flying all over Alaska. I miss the 727's.... these 737's are just boring as all heck, and I HATE the insane operational limitations imposed on two-engine aircraft. The 727 spoiled us to be sure.

edit: and my C5 qualification is a 2003 Z06, 21k miles, which I bought last week! (see avatar)

 

Took lessons in a 172 back in 1972, does that count? I can see I with real experts though!

 

My Dad owned and flew a Piper Cherokee 180 in the 60's and 70's. It was a great plane for a civilian pilot, rode along with him a few times when I was a little guy.

 

Funny to see this topic today. I just took the controls of a plane for the first time about 8 hours ago. My brother just got his license and took me up in an old 172. The plane was a peice of junk but it was fun.

 

As some one else mentioned, I'm into flying R/C sailplanes. They have about a 12ft wing span, and I can fit 3 of them and the stuff I need for a day of flying in the back of my C5 Coupe.

One of my flying buds and me(on the right)