Source: http://www.jetcareers.com/military-helo-to-civilian-fixed.html
Timestamp: 2019-04-22 11:11:24+00:00

Document:
This is a major revision of the original article first published in 2007.
The purpose of this article is to summarize the procedures and aeronautical requirements for military helicopter pilots who wish to earn FAA Single Engine Land Category and Class ratings. This is a subject that is often confusing to both the military applicants and their civilian airplane instructors. All references used are listed, and any opinions will be clearly identified as such. This revision includes information on obtaining a commercial multiengine added rating, a restricted ATP, additional opinions and advice, and more information on pilot logbooks.
The military pilot currently has an FAA commercial pilot’s license with rotorcraft Category, Helicopter class ratings with an Instrument rating.
The military pilot desires to add an airplane single engine land category and class rating to his existing commercial certificate.
The military pilot desires to add an instrument rating to their airplane category.
The military pilot desires to add airplane multiengine class to their airplane category.
The military pilot desires to obtain a restricted ATP, airplane multiengine to their certificate.
The military pilot is receiving training under part 61 of the Federal Aviation Regulations. The information in this article does not apply to pilots receiving training under part 141. Please note, military aviators who desire to use their VA benefits to pay for flight training must train under part 141.
FAA Medical Exemption, per § 61.3(c)(2)(xii): An FAA 3rd Class medical is not required if the pilot “is a pilot of the U.S. Armed Forces, has an up-to-date U.S. military medical examination, and holds military pilot flight status.” § 61.23(b)(9) further explains that if using this exemption, the military medical only qualifies as a 3rd Class Medical.
These requirements to add an Airplane Single Engine Land Category and Class rating to your existing commercial certificate are referenced from § 61.129.
Even though the military pilot has already probably logged at least 250 hours, this requirement does not apply. Since they already have a commercial certificate, and their previous experience was in a powered aircraft, they must only be concerned with requirements that specify airplane.
The military pilot needs at least 20 hours of instruction in airplanes. This time does not count as PIC.
At least 5 hours of the 20 listed above must be in simulated or actual instrument conditions in an airplane.
At least 10 of the 20 hours listed above must be in a complex airplane.
The above requirements only cover 30 hours: 20 instruction hours and 10 solo hours. But, the regulation requires a total of 50 hours PIC. The military pilot must fly 40 additional solo hours in a single engine airplane to meet the requirements for the rating.
To act as pilot in command of an aircraft in solo operations when the pilot does not hold an appropriate category/class rating: § 61.31(d)(2).
I certify that [First name, MI, Last name] has received the training as required by § 61.31(d)(2) to serve as a pilot in command in a [specific category and class of aircraft]. I have determined that [he or she] is prepared to solo that [M/M] aircraft. Limitations: [optional].
Additional endorsements may be required from § 61.31 if the airplane is a tailwheel, complex, or high performance aircraft. Be advised, though, that instructors may put any limitations on the solo endorsement that they see fit.
The endorsement required for the practical test will be different from what is required of a conventional applicant as well. This endorsement is from § 61.63(b)(2).
There must also be an endorsement from § 61.39 stating the applicant has received and logged training time within 60 days of the practical test.
The military pilot will not be required to take a knowledge test per § 61.63(b)(4).
Once the airplane category and class is added to the new commercial certificate, it will contain the following limitation: “The carriage of passengers for hire in airplanes on cross country flights in excess of 50 nautical miles or at night is prohibited.” This limitation will be removed when an instrument rating is earned.
The pilot will not be able to exercise any instrument rating privileges in airplanes because the rating is category, class, and type (if required) specific (§ 61.3(e)(1)). In other words, the instrument rating they hold for helicopters is only valid when flying helicopters.
The military pilot will not be required to take a knowledge test per § 61.65(a)(7).
The military pilot needs a minimum of 15 hours of instruction in simulated or actual instrument conditions for the instrument rating. A minimum of 5 of those hours would have been accomplished during commercial training.
(v) Three hours in a multiengine airplane with an authorized instructor in preparation for the practical test within the preceding 2 calendar months from the month of the test.
(ii) 5 hours in night VFR conditions with 10 takeoffs and 10 landings (with each landing involving a flight with a traffic pattern) at an airport with an operating control tower.
You are required to take the ATP Knowledge Test (commonly known as the ATP written) prior to applying for an ATP certificate. As part of the new ATP rules from 2013, “a person who applies for the knowledge test for an airline transport pilot certificate with an airplane category multiengine class rating must present a graduation certificate from an authorized training provider certifying the applicant has completed training in a course approved by the Administrator.” This course is commonly referred to as the ATP Certification Training Program (ATP CTP). A variety of schools offer this week-long course for about $5,000. Alternatively, most regional airlines offer this course without cost if they hire you. Some will pay you during this training.
Bottom line: For a restricted ATP you need 750 hours total, 250 of which must be in airplanes as PIC or supervised PIC (single or multi-engine), and 50 of which must be in multi-engine.
Finally, as of October 2017, many regional airlines are currently offering financial incentives to military helicopter pilots to pay some or all of their fixed wing training. If you desire a career in the airlines, it is possible to pay very little out of pocket to make the transition to airplanes. The flight schools regional airlines send you to may be part 141 schools, whose requirements to add on fixed wing ratings will differ from the part 61 information I’ve detailed in this article.
All the minimum hours listed for the commercial and instrument ratings are just that: minimums. You can expect to train with an instructor more than is required in order to build proficiency. It is highly unlikely you could be prepared for the commercial practical test in just 20 instructional hours.
Many civilian flight instructors are not familiar with the requirements to transition from a commercial helicopter pilot to an airplane pilot. This is the reason I wrote this article. I recommend you spend some time in the FARs to research the requirements for yourself before you discuss your training plan with your instructor. Most instructors are used to training zero-time pilots, or pilots with airplane experience only.
Keep your own logbook. There are a variety of digital logbooks available for purchase. Alternatively, an Excel or a paper version will suffice. However, the more ways you can sort and organize your logbook data, the better off you’ll be when the time comes to fill out airline applications. While military records are pretty good for tracking the basics, they really won’t help you in the future to track cross country time, instrument time, sole manipulator time, etc.
1. Create a logbook column titled “part 61 PIC.” Log this time for all the time you are the sole manipulator of the flight controls after you are appropriately rated in category and class, and all time you are the actual pilot in command. The PIC column should be used only for the time you are designated the pilot in command. The “sole manipulator” column is useful for applying PIC time toward additional ratings. It is not useful for counting PIC time on airline applications. When are you “appropriately rated in category and class” in the military? You’ll have to use your best judgement, here, as I haven’t found any clear-cut regulations on this. You could argue that you’re rated after primary, or you could argue that you’re rated when you get your wings.
2. Create multiple cross country columns.
a. XC – Each flight that includes a landing at a point other than the point of departure. This is all cross country time, including 50NM cross country time.
b. 50NM XC – Each flight that includes a point of landing at least 50 NM straight-line distance from the point of departure. This type of cross country is used to satisfy the requirements of adding certificates and ratings. If you read something in the FARs about a 25NM requirement for helicopters, disregard it. That type of cross country only applies when adding helicopter ratings.
c. Part 121 XC – Each flight that includes a straight line distance of at least 50NM. A landing greater than 50NM is not required. This XC is applicable to ATP certificate requirements.
As a military helicopter pilot, you received some of the best and most comprehensive instruction out there. Unfortunately, there’s a world of knowledge you don’t know when it comes to civil aviation and airplanes in general. DO NOT LET YOUR INSTRUCTOR ASSUME YOU ALREADY KNOW IT ALL JUST BECAUSE YOU ARE A MILITARY AND COMMERCIAL PILOT! I can’t stress that enough. Civil aviation is a whole different world, with a different set of rules. Get ready to re-learn some things. As an example – I thought I knew it all about IFR. I came to find out that under FAA rules, the procedures for when to select an alternate, how to select an alternate, and alternate minimums are completely different.
§61.51 Pilot logbooks. This is the bible for what’s required in your logbook. Also read FAR Part 1 – Definitions, and §61.51 Subpart A – General for more definitions.
§61.73 Military pilots or former military pilots: Special rules. This regulation is of course what allows us to get a commercial and instrument certificate based on our military training. In addition, in recent years this regulation has expanded to include the ability to receive FAA flight instructor and flight instructor instrument ratings based on your military instructor pilot ratings. Paragraph (g) is the reference. You do not need to be a military instrument examiner in order to get the CFII rating – a regular instructor pilot qualification will qualify you for the CFI and CFII.
§61.23 Medical certificates: Requirement and duration. Paragraph (b)(9) is the reference for using your military flight physical in lieu of an FAA 3rd class medical.

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