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Thank you Hindsight, this is exactly what I was looking for!!!! Thank you Thank you!!!!

The plane and avionics package will be his choice. We will have the whole week to work on it, 6 hours a day. Being a military pilot, I'd be surprised if he didn't pick up on it all pretty quickly anyway. The biggest hurdle is going to be getting him used to flying slow and stable again, lol.

The ATP-Single can be used in lieu of commercial single. That, and ATP single provides instrument privileges as well I believe (could be wrong), whereas if he went CSEL, he's also have to get a commercial rating, though it's possible that can be tacked on with the checkride I suppose, not sure...

Much easier ride if you are basically doing that stuff already. Military guys fly to pretty strict standards, and ATP is similar already. Wouldn't have to do a lot of the commercial maneuvers. IIRC, an ATP ride is essentially an enhanced instrument ride.

Gotcha...ok, that makes sense...

And in order to take the written, needs to go through a program like all the other ATP writtens now?

You are correct, this is what I'm referring to: (b) Airplane category rating with a single-engine class rating. A person applying for an airline transport certificate with an airplane category and single-engine class rating who holds an airline transport pilot certificate with another aircraft...

Ok, new development. He ONLY holds the ATP Multiengine Land. Why do I feel like this is going to be a problem? Ugh.

Thing is, everything changed with the ATP stuff a couple of years ago, which is why I started looking it up. It used to be that way, but now, I don't think so in looking at 61.165.

Got a student coming in for a week first week of August, wants to get a Single Engine Add-on. Has 2500 hours in an F-15, holds a Multi-engine ATP. Wants to get Single. Likely take him through Commercial Single Engine, but wanted to see if I was correct in looking at the Single Engine ATP...

I think I'm starting to understand. I'm order to keep things simple, they are combining both as the same for training. I think I understand the difference between both, but keeping it simple is better.

So, I was right then. Hrm. Ok, now even I am getting confused. Lol

Lol. Yeah. It'll be nice to show up a local DPE too. Long story on that one, but yeah.

Well. Friggin A man. Now I gotta go over all my damn notes again, and retrain myself on Va, so I can better train my students. And great conversation on Va, even though it spurned from a related question. Lol. Thanks for the advice guys, I'll definitely so more research into this, but the...

Va is the airspeed at which if full and abrupt movement of the controls are done, the aircraft will stall before cussing structural damage. In a manner of speaking, it is a stall speed, but not in the traditional sense of a demonstration stall. If anything, it's acceleration stall speed, but...

Yeah, do remember that stalls can happen at any airspeed, and rudder usage to correct a wing drop when near or at a stall is correct, but at normal airspeed not in a stall should only be used for coordination

Thanks stewart. Oh yes, slow then use rudder, but this is anything but slow. Talking 100mph in turbulence and doing this technique. Not right.

Use of rudder to bring up a wing is one thing, in concert with aileron. Constant oscillation of the rudder only to correct for constant turbulence is entirely different. It's a pa28-180. Thanks for all the heads up guys.

Took over a student who had three other instructors before me. I have been flying for 10 years, training for 4, and this student started using a technique in turbulence I have never heard of nor been taught to us. He began to use rudder, and only rudder, to keep wings level. My initial...

Thanks all. I really appreciate the thoughts on this. It's helped me see even more clear the issue that lies before me. Thank you.