Will this be only for new ATPs or also for ad-ons (i.e. I have Multi, & want to add single)

I would think that anyone who has a level C simulator also has a 141 or 142 certificate.

Wow, that stinks.

I've harbored the idea of doing the ATP in my 421, but apparently I won't be able to after this summer... Not sure ill have time between now and then, but we'll see.

I'll admit to being lazy with this question and not looking it up: what does the ATP ride consist of? Reasonable to do in a piston twin?

Robert

Robert, don't you do annual training in your 421 anyway? Tell your instructor to line up a ATP checkride for you right after your training. Your instructor can tailer the recurrent to get you ready for the checkride. You already know the systems etc. Yes you do it in your 421 and don't bother learning yet another aircraft you will never use. I am planning on doing mine in the Merlin.

I don't think I can do the ATP ride in the 421 sim (FTD), so I'd have to do it in the real airplane anyway... I don't even know what the PTS and written look like, so I guess I should take a look at those first.

Robert

Appendix H has been revised a couple of times in the last fifteen years.

That requirement is no longer there though you may or may not have to do a LOFT event depending upon 142 school, approved air carrier training etc. etc.

A 737 is a good jet to get your first "big airplane" type in. The systems are straightforward (for a big jet), and the airplane handles well.

The checkride is really straightforward in a steam panel 737. Not much button pushing at all.

Best,
Rich

As I recall reading, it's pretty much an instrument checkride with 1 dot tolerances. The written test is a bunch of airline regs.

421 might be problematic regardless because multi DPE privileges are type specific (at least for initial multi ratings). Might be hard to find one.

I don't think I can do the ATP ride in the 421 sim (FTD), so I'd have to do it in the real airplane anyway... I don't even know what the PTS and written look like, so I guess I should take a look at those first.

I got my 737 Type back in 01'. I went to Higher Power in Dallas(hoping to interview at Southwest of course), great company by the way. They sent the books out a few months early, recommended 80 hours study time. I was busy and all, so I thought I'd atleast crack the books on the flight out there. I had already been a 121 Captain, 135 Chief Pilot, blah, blah, blah. Holy Sheot. I fell asleep every night with the books open on my chest in bed. Passed the oral on the 6th day. Sim started 2 days later. First day, it was like a monkey f....ing a football, second day not much better, thought I'd tear up my license...I had 3 more sim sessions and got everything down and passed my checkride, whew... By far the most challenging thing that I've done in aviation(of my own doing of course).

If you do go, study the profiles, systems, limitations and memory items before hand big time. The systems may be basic for jet guys, but they are very complex for a piston guy. Good luck and keep us posted, I would really like to hear your impression after you are done with it.

Good article, pretty much right on to what I saw back in 01' at Higher Power. I didn't have to do the aircraft portion, just simulator.

If you want to back it off a notch, go do a Citation Type Rating. One week course that will be a bit more "relaxed".

I was I DPE in the B737 25 years ago. The sim check was at that time very straight forward. Consisted of: [as my old mind recalls.]
Cockpit set up with a couple of problems to find such as low oil quantity, failed TR, or other simple malfunction.
Engine start normal
Engine start abnormal-such as overheat, fire, hung start [only one malfunction]
Low vis taxi - 1600
Normal take off 1600 RVR and 10 kt crosswind, 5 degrees C, need engine anti ice.
TO vis below landing mins, have to have TO alternate.
SID Depart to some point and hold.
Clean, departure, approach configuration stalls
Steep turns
Vector to ILS hand flown or maybe autopilot coupled, rejected landing at 50 feet, and published missed approach.
Vectors to a non precision approach such as a VOR. On approach get split flaps.
Run checklist for malfunction, ask for fire department equipment to be called out.
Land at 500 and 1. Hand flown, minor crosswind.
Reconfigure. Malfunction repaired.
Next TO same low vis.
Engine failure and fire after V1 and before v2. The dreaded V1 cut.
Fly the airplane at V2 to engine out clean up altitude, take care of the fire, and return for and engine out ILS approach to minimums such as 200/ 2400 RVR. Run checklist, declare an emergency, fly the airplane.
Another take off and get a malfunction that causes you to reject the TO. Normally a cargo door open light at 75 knots or do. At the time they did not want an abort after 80 knots unless it was a very serious problem.
Fourth take off vectors to another np approach coupled and circle to land.

If everything went smoothly, the sim ride took about 2hours. The person in the right seat was a qualified first officer, but was not allowed to say much. Failure was rare. At my Training Center you got 40 or more hours of classroom systems training. No home study short cuts. We also could run the sim to FL350 and give a rapid depressurization and emergency descent. If I had time, I would do this at the end of the period.

Use of normal and abnormal checklist was very important.

After the sim ride they had to go out for real airplane training and a check in the middle of the night. Now that has all changed with the LOFT and previous jet time.

Feel free to PM if you have questions.

I am not too worried about it. Send me to NASA for 10 days and I will be flying the shuttle with one hand on the wheel ...

I am not too worried about it. Send me to NASA for 10 days and I will be flying the shuttle with one hand on the wheel ...