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Paperwork First: How Pilots Secure a Type Rating After ATP CTP
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Paperwork First: How Pilots Secure a Type Rating After ATP CTP

October 4, 2026

Paperwork First: How Pilots Secure a Type Rating After ATP CTP

Pilot reviewing type rating certification paperwork

No, ATP CTP completion does not itself grant a type rating. It makes you eligible to apply for the ATP knowledge test and gives you a foundation for aircraft-specific training. Your immediate next step is confirming knowledge-test eligibility and securing your ATP CTP graduation certificate, which 14 CFR §61.153 requires before you can apply.

TL;DR:

  • Completing ATP CTP makes you eligible for the knowledge test and provides a foundation for aircraft-specific training but does not itself grant a type rating.
  • The ATP CTP confirms academic and simulator training for airline operations, while a type rating requires aircraft-specific practical testing and proficiency.
  • Once you have an ATP CTP certificate, you can follow either a concurrent, sequential, or delayed pathway to earn a type rating, depending on your airline offers and career plan.
  • Key documentation includes the ATP CTP graduation certificate, knowledge-test report, and signed training endorsements, with test validity windows potentially lasting up to five years.
  • Timing and costs for a type rating vary based on aircraft complexity, simulator device level, instructor experience, and scheduling, with thorough provider verification crucial before enrollment.
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How ATP CTP differs from a type rating

ATP CTP and a type rating answer two different questions. The CTP confirms you have completed structured academic and simulator training that prepares you for airline-level operations. A type rating confirms you can fly one specific aircraft to the standard required for pilot in command, or in some cases second in command, duties.

The ATP CTP course combines roughly 30 hours of academic instruction with 10 hours in an approved flight simulation training device, built around multi-crew, high-altitude, and adverse-condition scenarios described in AC 61-138A. Finishing it earns you a graduation certificate, and that certificate is what unlocks eligibility for the ATP knowledge test under current FAA requirements.

A type rating, by contrast, is earned through a practical test, either standalone or combined with your ATP practical test, that demonstrates proficiency in a specific airplane or airplane type. The regulatory split looks like this:

  • ATP CTP: academic modules plus FSTD consolidation, ending in a graduation certificate that supports knowledge-test eligibility.
  • Type rating: aircraft-specific training and a practical test, documented on your certificate and logbook once completed.
  • Shared ground: both sit inside the broader ATP certification pathway, but neither substitutes for the other.

AC 61-138A also lays out acceptable course design, instructor qualifications, and FSTD standards that CTP providers must meet, which matters when you later verify whether your provider’s training actually counts. Treat the CTP certificate as a prerequisite document, not a finish line. The real work of earning a type rating starts after you have it in hand.

Practical paths to a type rating after ATP CTP

Once your CTP certificate is in hand, you generally have three sequencing options, each with its own paperwork and timing considerations.

  1. Concurrent pathway: many pilots add a type rating during the same practical test used for their ATP certificate. This is common when you are hired by or training for a specific airline fleet, since the aircraft-specific checkride and the ATP practical happen together.
  2. Sequential pathway: finish ATP CTP, pass the ATP knowledge test, complete aircraft-specific ground and simulator training separately, then sit for a standalone type rating practical test. This path fits pilots without a confirmed aircraft assignment yet.
  3. Adding a rating later: pilots who already hold an ATP certificate can add a new type rating afterward through a separate practical test, subject to the flight proficiency standards in 14 CFR §61.157, including any seat-dependent tasks or VFR-only limitations that may apply depending on how the test was conducted.

Common-type exceptions complicate things further. The relationship between the Boeing 777 and 787, for example, has been addressed in FAA guidance describing when a single type rating can cover both airplanes, but those determinations are specific to the Flight Standardization Board’s findings for each pairing and should never be assumed without confirmation. If you are weighing whether a rating on one airframe will carry over to a related model, check the current FSB report for that pairing rather than relying on general industry assumptions.

Which path makes sense depends mostly on whether you have an airline offer in hand. Pilots moving straight into a fleet assignment usually take the concurrent route. Pilots building qualifications ahead of hiring, including those pursuing an early A320 type rating, more often go sequential.

Step-by-step checklist: documents, endorsements, and timing rules to track

Administrative gaps, not flying skill, are what most often stall pilots between ATP CTP and a finished type rating. Keep these items organized from day one.

  • ATP CTP graduation certificate: the document that proves you met §61.153 eligibility for the knowledge test.
  • Knowledge-test report: keep the original and a digital copy, and note the exact test date.
  • Logbook endorsements: every stage of aircraft-specific training needs a signed, dated endorsement from a qualified instructor.
  • Training records: request copies of your full training file from your provider, not just a completion letter.

Knowledge-test validity windows matter more than most pilots realize. FAA legal interpretation confirms that knowledge-test results tied to ATP CTP completion can remain valid for up to 60 calendar months when used to support the practical test, while other ATP knowledge-test results typically carry the standard 24-month validity window. Mixing these up is one of the most common scheduling mistakes pilots make, since assuming the longer window applies when it does not can leave you with an expired test result right before a checkride.

Other common failure modes include training in a flight simulation training device that is not approved for the specific task credit you need, and instructors who sign endorsements without the qualifications the task requires. Both can force you to repeat training you already paid for.

Pro Tip: Request your knowledge-test report and CTP graduation certificate the same week you finish training, not months later when you are scheduling your checkride.

Timeline and cost expectations for a type rating after ATP CTP

Type rating timelines vary by aircraft family, but most initial courses run several weeks when you combine ground school, fixed-base or procedures-trainer sessions, and full-motion simulator time. Turboprop ratings, such as those for the ATR 42/72, tend to run on the shorter end of that range, while widebody jet programs typically require more simulator hours to cover the added systems complexity.

Several factors drive cost beyond the base course fee:

  • Device level: Level D full-motion simulators cost more to operate than lower-fidelity devices, but they are required for certain task credits.
  • Instructor seniority: instruction from current or former airline captains often carries a premium over generalist instructors.
  • Exam and administrative fees: designated pilot examiner fees and FAA processing costs add to the total.
  • Scheduling flexibility: last-minute or compressed schedules can increase costs through overtime simulator rates.

The ATP CTP syllabus itself runs approximately 30 academic hours and 10 simulator hours, a structure detailed in our ATP CTP syllabus breakdown, and that fixed structure gives you a baseline for budgeting the training that follows it.

Simulator availability and airline hiring cycles can stretch your calendar timeline well beyond the course’s stated duration, particularly during peak hiring seasons when popular aircraft types see long simulator waitlists. Pilots who plan their type rating around a known hiring window tend to avoid this bottleneck better than those who wait until an offer arrives.

Timeline and cost expectations for a type rating after ATP CTP — overview diagram

How to evaluate and choose a provider for your type rating after ATP CTP

Not every provider delivers training that will count cleanly toward your practical test, so verification before you pay matters.

  1. Confirm approved course scope: ask the provider to show documentation that their course is approved for the specific type rating and task credits you need.
  2. Check FSTD qualification level: request the exact device level, since Level D simulators support more task credits than lower-level devices.
  3. Verify instructor credentials: ask whether instructors hold an ATP certificate and air-carrier experience, which FAA guidance on CTP instructor qualifications treats as a baseline expectation.
  4. Ask about internal quality measures: a provider with a documented internal evaluation program tracking student performance is generally more consistent than one without.

Before paying, get the endorsement format, FSTD level, examiner coordination process, and resit policy in writing. A provider unwilling to put these details on paper is a red flag worth taking seriously.

Pro Tip: Ask admissions directly which FAA task credits their FSTD supports, then compare that answer against the device qualification level they show you.

Simulator Center LLC: how our courses map to FAA requirements

We built our course catalog around the sequence pilots actually follow after ATP CTP. Our offerings include the ATP CTP course itself, along with A320, A330, B737, B737 Classic, ATR 42/72, and B757/767 type ratings, each delivered on Level D full-motion simulators.

Instruction is provided by experienced airline pilots, and our programs are designed to align with international aviation authority standards to prepare graduates to meet operational expectations across various regulatory environments. We also offer programs to support foreign pilots converting licenses to FAA standards through recognized conversion courses.

When you evaluate any provider, including ours, ask to see the FSTD qualification level in writing and confirm instructor air-carrier background directly. Those two checks tell you more about training quality than any marketing claim.

Detailed prerequisites beyond ATP CTP

Beyond holding an ATP CTP graduation certificate, type rating training carries its own prerequisites tied to the aircraft and the practical test you are pursuing. You generally need a commercial pilot certificate with an instrument rating, and the ATP knowledge test itself requires you to meet the age, experience, and eligibility requirements under 14 CFR §61.153 before you can sit for it.

Aircraft-specific training adds its own entry requirements. Most type rating courses expect you to arrive with a working knowledge of multi-crew procedures and jet or turboprop systems fundamentals, since ground school time is built around aircraft-specific systems rather than foundational airmanship. Providers may also set minimum total flight time or multi-engine experience expectations before enrolling you in an aircraft-specific course, separate from the hours required for the ATP certificate itself.

Large and turbojet-powered airplanes require a type rating for pilot-in-command operations under 14 CFR §61.31, which is the regulatory reason ATP CTP alone cannot substitute for aircraft-specific qualification. If you are targeting a specific airframe, confirm with your prospective employer or training provider exactly what flight-time and experience thresholds apply to that aircraft’s course, since these vary by fleet and by the training organization’s own internal standards.

Type rating process across aircraft categories

The process for earning a type rating differs meaningfully between turbojet and turboprop aircraft, mostly in systems complexity and simulator hour requirements. Turbojet type ratings, covering aircraft like the A320 or B737, typically involve more ground school hours dedicated to high-altitude operations, pressurization systems, and swept-wing aerodynamics.

Turboprop ratings, such as those for the ATR 42/72, generally involve a shorter systems curriculum but still require full proficiency in multi-engine procedures, propeller systems, and the aircraft’s specific operating limitations. Our ATR 42/72 type rating training page outlines how that turboprop curriculum compares to jet programs in both structure and device requirements.

Regardless of category, the practical test itself follows the same basic structure: an oral examination of systems and procedures knowledge, followed by a simulator-based checkride evaluating normal, abnormal, and emergency procedures specific to that airframe. Large or turbojet-powered airplanes require this testing under 14 CFR §61.31, while smaller turboprops may fall under different weight or performance thresholds depending on the specific model.

The core difference pilots notice in practice is pacing. Turbojet courses tend to compress more systems material into a similar simulator-hour allotment, which is one reason instructor quality and FSTD fidelity matter more as aircraft complexity increases.

Part 61 versus Part 141 differences

Type rating training can be conducted under Part 61 or Part 141, and the distinction affects how your training is structured rather than what the final practical test requires. Part 141 schools operate under an FAA-approved training outline with specific lesson sequencing and stage checks, which can offer more predictable scheduling but less flexibility to adjust the curriculum to an individual pilot’s background.

Part 61 training offers more flexibility in how a provider sequences ground school and simulator sessions, which many type rating providers use to accommodate pilots arriving with varying experience levels. Most dedicated type rating and simulator training centers, including programs built around Level D full-motion devices, operate under Part 61 structures tailored to working pilots with tight schedules.

Regardless of the part under which your training is conducted, the practical test standards for the type rating itself remain the same, since the FAA evaluates proficiency against the same airman certification standards for that aircraft. What differs is documentation: Part 141 programs follow an FAA-approved training course outline on file, while Part 61 providers document training through logbook endorsements and training records tied directly to the specific tasks completed. When comparing providers, ask which part they operate under and how that affects your training schedule, not just your eventual checkride.

Recurrent training and currency after your type rating

Earning a type rating is not the end of the process. Airline pilots and most commercial operators must complete recurrent training on each type they hold, typically on an annual cycle, to maintain currency and meet operational requirements.

Recurrent training generally covers normal and emergency procedures refreshers, often in the same full-motion simulator used for initial training, along with a proficiency check that verifies continued competency on the aircraft. Pilots flying under certain operating rules also face additional currency requirements, such as takeoff and landing recency, that apply on top of the type-specific recurrent cycle.

For pilots who hold multiple type ratings, this means tracking multiple recurrent training dates and proficiency check deadlines simultaneously, which can become an administrative burden without a clear tracking system. Missing a recurrent training window can result in losing currency on that type, which may require requalification training to restore depending on how long the lapse lasts and the specific operator’s policies.

Providers offering recurrent and refresher simulator sessions on Level D devices, matched to the exact type rating you hold, make this ongoing requirement easier to manage than searching for availability each cycle.

Career impact of an early type rating

Earning a type rating shortly after ATP CTP can shorten the runway between certification and airline hiring, particularly for pilots targeting operators that hire for a specific fleet. Showing up with a current type rating on the aircraft an airline flies can reduce training time and cost on the employer’s side, which can make a candidate more attractive during active hiring.

That benefit comes with real limitations, though. A type rating earned speculatively, before securing an airline position, does not guarantee that the hiring airline flies that aircraft, and some operators prefer to train pilots on their own fleet from scratch rather than accommodate an outside rating. There is also a cost consideration: self-funding a type rating before employment is a real investment that type-specific airline training programs may later duplicate in parts.

The practical calculation comes down to how confident you are in your target fleet. Pilots with a strong read on where they are headed, through airline-specific cadet programs or direct hiring relationships, often benefit most from an early rating on that exact aircraft. Pilots without that visibility may be better served waiting for employer-sponsored training, since it avoids the risk of paying for a rating on an aircraft they never fly for that employer.

Author perspective: prioritized next steps and hiring-centered advice

If you just finished ATP CTP, your priority list should be short: collect your graduation certificate, confirm your knowledge-test validity window, and book simulator time on a device that actually represents the type you want. Everything else is secondary to those three items.

Whether to pursue an early type rating depends on how certain you are about your target fleet. If an airline relationship or cadet program points clearly at one aircraft, getting ahead of it can pay off. If your next employer is still unknown, waiting for sponsored training usually protects your budget better than guessing.

— Jake

Enroll with Simulator Center: relevant courses and how to contact admissions

If you are ready to move from ATP CTP into aircraft-specific training, we offer ATP CTP courses alongside A320, A330, B737, B737 Classic, ATR 42/72, and B757/767 type ratings, all built around Level D full-motion simulators and instruction from current and former airline captains. We also handle the scheduling, documentation, and checkride coordination that otherwise fall on you to manage alone.

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Before you commit to any program, ask directly about FSTD qualification level, instructor air-carrier background, and how examiner coordination works. Those answers tell you whether a course will actually count toward the practical test you need.

Ready to compare programs for your target aircraft? Visit our type rating course overview to see A320, A330, ATR 42/72, and other fleet options side by side, or start with our ATP CTP course page if you have not yet completed that step.

FAQ

Do you need an ATP for a type rating?

No, you do not always need a full ATP certificate first. Many pilots add a type rating concurrently with their ATP practical test, while others add one later to an existing commercial or ATP certificate through a separate practical test.

Does a type rating ever expire?

The type rating itself does not expire, but staying current on that aircraft requires recurrent training and proficiency checks, typically on an annual cycle for most commercial operators. Lapsing on recurrent requirements can mean losing currency even though the rating stays on your certificate.

Are 777 and 787 the same type rating?

Not automatically. FAA guidance describes specific common-type relationships between certain aircraft, including the 777 and 787, but these determinations depend on Flight Standardization Board findings for the specific pairing and should always be confirmed rather than assumed.

How hard is ATP CTP?

ATP CTP combines about 30 hours of academic instruction with 10 hours in an approved simulator, covering multi-crew and high-altitude scenarios most pilots have not trained on before. Pilots generally find the course manageable but intensive, since it compresses airline-oriented concepts into a short, structured timeframe.

Sources

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