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Discussion in 'Flight Following' started by kgruber, Apr 21, 2021.
Or the drone pictures. I guess a restraining order reflects being impressed...
I would not call it the easiest checkride I've taken, though mine was not AQP. The "flight" portion was also the longest at just about 4 hours, though my sim partner was also being tested at the same time (and unfortunately he didn't pass).
Maybe it is dependent on the DPE. My ATP check ride was very difficult, and I felt like I earned something by the end. My DPE was a stickler, staying on instruments through MDA/DA not busting quarter scale even as you pass through DA for the localizer and transition to a normal landing where the localizer is exquisitely sensitive can be a challenge in turbulence.
Yeah my oral and check ride was a full day event. I believe I started at 8 AM, finished at 4 PM. I didn’t have a full functioning set of avionics for any approach. Had some combination of failed instruments, which involves pulling CB’s in the Garmin, and all but one approach a failed auto pilot. And hours of flying never coming out from under the hood is fatiguing.
I think I was just very well prepared. The training department at Endeavor is great. In the 2 weeks I was in the FTDs at Delta, the few instructors I had were all great.
My ATP was in a Seminole in 1990 on a two-day ATP course at a school in Long Beach. They had HSIs and RMIs in their airplanes which made the approaches (ILS, VOR, & NDB) very easy. Being 31 years since, I don't remember very many of the details.
And I am sorry about your salutation. According to the resolution passed by the Washington State Senate earlier this week, it’s officially “Go Zags”.
I can't remember much about my ATP ride, but it was in conjunction with a 6 month 135 ride with the FAA. The avionics in that KA-200 were a little weird, and I don't think the examiner really knew what was going on some of the time.
Sometimes that’s the best way.
IMO it is a check in the box. Any pro pilot should already be flying well within the standards for the practical (extra-particular anal-retentive stickler DPE notwithstanding). I suppose studying for the oral is a little bit like studying for a trivia match, but if you are a 121 applicant, you probably are already studying most of the same stuff anyway for the interview.
It is expensive now. I paid just south of $10k for mine. Sadly I could have done it before the new rules went into effect, but I was too shortsighted to think I'd ever want to fly for the airlines at the time. Oops I know lots of people who paid like $1500-3000 back in the day. I'm a dumb dumb.
In your defense, you were kinda busy flying other stuff back then. Heh.
haha, well I could have just sucked it up and taken a few days of leave like my other friends did. I remember thinking at the time "meh, too much work" haha.
As if I pay any attention to those idiots in the state Senate.
I will say that saying "Go Zags" is far less offensive than saying anything along that line about the mistake on the lake.
I did mine through a part 61 school. I was flying a PC-12 for work at the time, going from that, with all kinds of cool electronics and a first officer, to a Dutchess with very little automation and no one to help was a challenge. But I muddled through and got the rating.
Holy smokes, that sounds way harder than it had to be! I would not have put up with that.
Did my ATP in 1985 in a Cessna 404 with the FAA. Didn't see it as all that difficult.
Am I the only one who cringed when I saw this post and thought "It's a certificate, not a rating!!!"
FWIW, I passed my ATP written in July 2014, and passed my ATP multi practical test on July 19, 2016. Nothing like waiting until the very last minute.
Can’t remember what year I did mine. In the 90’s somewhere.
I do remember I needed two things just to take the written...
1) A log book check & endorsement from the FAA
2) A first class medical
Not sure what is required today.
I’ve been assuming we were talking about adding a rating to the ATP certificate.
I was the opposite...I was told to plan on doing my ATP checkride “tomorrow” when I hadn’t even taken the written. Obviously it didn’t work out that way.
The logbook audit is done by the examiner now, as part of the qualification process at the start of the checkride...I wish the FAA was still doing it.
Oddly enough, it’s the guys whose logbooks you wonder about that can’t pass the checkride.
Yep, when I went to the FAA to get my logbook checked and the authorization for the written the ASI that signed me off told me he had a bunch of applicants come in and he kept seeing the same Baron registration number in their logs. That plane was parked behind a hangar on a local airport and hadn't flown in years, and had bushes and weeds growing around it .
Back then you took your choice of doing the written based on Part 135 or Part 121.
The version I got was the pilot who had a significant amount of time in a particular Bonanza...told the inspector that the owner let him fly it whenever he wanted, to which the inspector replied, “interesting...that’s my airplane.”
Bwahahaha... this kinda stuff is what makes IT Security fun some days...
“Did you really think we couldn’t see what you were doing on our own network?”
Nah, you have to accompany that with a drone pilot watch, preferably a Breitling Avenger.
"It was created as a reliable companion for aerial adventurers who want to achieve something outstanding and unexpected. It’s completely at home on the wrist of a drone specialist mastering the skies from the ground....."https://www.breitling.com/us-en/press-lounge/press-release/avenger-collection
Well, you know, those are the aerial adventurers who are achieving outstanding and unexpected things, mastering the skies from the ground....
Wait a minute... so you HAVE an ATP, but posted here asking what it does for you? Can't you answer that from personal experience? Your OP came across as implying pretty typical request for advice like "why should I get an ATP?" but... you already have one. So, why are you even asking again?
However.....................historically......it was a RATING!
Several decades ago they changed the acronym ATR (airline transport rating) to ATP (airline transport pilot.)
The real question is what good does a SE ATP do?? I suppose there may be some
PC-12 operators out there that require it?? But is there any FAA mandate?
Anyone here have a SE ATP? And if so, is there anything single engine specific in the ride, such as some sort of accuracy engine out landing?
It gets you insured in a Cirrus Jet..
That does make sense, at the same time it’s mind boggling as you still need a type rating.
Plus that fairly new.
Also, if type ratings done under CPL or PPL still are ATL qualified, why does the FAA list the types as A/B737 ? If you get it with a CPL it’s C/B737 ?
Type ratings for Turbine aircraft are required regardless of ATP, Commercial Or Private rating.
Insurance may want to see a higher level of proficiency.
Regardless of Single or Multi Insurance and hiring requirements often trump the FAA requirements. They will however never be less.
I am aware when type ratings are required, but certainly not all tubine aircraft require type ratings.
But that really wasn’t my question.
So if otherwise qualified, you would go ahead and apply at the commercial instrument pilot with a type rating? Instead of an ATP rated pilot for a type rating in the exact same plane on the same checkride?
I’m not sure I’m understand your question. Apply for what? Many folks have types with PPL or CPL. Perhaps I am not understanding.
Agreed. Turbojets. Not turbine aircraft. Many aircraft are turbine and not turbojet.
Perhaps you could articulate your question one more time then?
Lol... I do get the confusion.
When looking at the FAA registry, for an airman with type ratings, does it show the type ratings preceded with the level of certificate, or the level of certificate when the rating was received??
If you go to the data base of someone who has a type, the type is preceded with the grade of certificate. Why? And if a type is achieved with a CPL, listed as C/B737, then the airman gets his ATP, does it change to A/B737 ?
It’s baffling to me.
If you look up John Travolta for example, who has types but is a PPL, it will be listed as P/B707.
Of course SIC types are a complete joke, but that’s another story.