jimf15e

Lots of info in this thread (http://www.airlinepilotforums.com/mi...practical.html) on where/who to do your ATP practical with. The easiest way to ensure checkride success is to find an instructor/school that has an established, long-standing relationship with a DPE. That way you know there aren't going to be any surprises. Shop around, ask, use the above thread for references in different geo locations. They're out there and they'll ensure you succeed.

As to ground eval gouge, they run the gamut - but if you follow my first piece of advice you'll know exactly what the DPE will ask beforehand. Seriously - any program or instructor worth the $ will set you up for success. For the flight, it's been a while since mine (Feb 2015), but if I remember correctly: Rejected takeoff, normal takeoff, steep turns, stalls, engine failure in flight, Vmc demo (this was only required to remove my CL thrust restriction), precision and non precision approaches, one of which was SSE, one procedure with holding, and normal landings. It's all instruments so expect to maybe fly under a hood for a bit (right...). Again, your IP should go over exactly what's required. Google ATP study guides and you'll find a bunch of gouge from schools across the country.

FWIW, here's my story - 3,000+ fighter hours, last military flight before my current staff tour was in August 2014. Asked around the bro network and found a local ex-mil IP who works closely with a local DPE out of a small flight school. I flew two practice flights separated by about 1 week. Each flight was a slight variation of the other and were the two "standard" profiles the IP knew the DPE used. Was supposed to check one week later but was delayed by weather then maintenance then illness. Did the checkride about 4 weeks after my 2nd flight. I was a bit nervous due to the layoff, but within a few minutes of starting engines I was put very much at ease by the DPE. 1.6 hours later I had my ATP. Now it's just a waiting game for retirement and applications.

I agree wholeheartedly with the above post. If you're a relatively current/qualified military AC with the ATP minimum hours you'll be okay. If you find the right IP and DPE you'll be more than just okay - you'll be all set.

For the CTP, I heard CAE Simulflite in Dallas has a 7 day, $5k-ish course.

As to getting it all done in 2 weeks - you know how flying works. If you don't have a timeline then you'll never have a maintenance or weather issue. If you do then you can guarantee some kind of delays. Seriously, if everything works okay and you get your instructor/DPE gouge ahead of time to study you can do the practical in a weekend no problem. I don't know how mind-numbing the CTP courses are though - you may need a vacation afterwards!

Gameshow

I just got a quote of $6,900 for the CAE SimuFlite course. YGBSM.

Really wish I wasn't lazy back before 2014 on getting the test done.

I'm also looking for the smartest way to accomplish the ATP/CTP as a 3000+ hour Comm/CFI/CFII/MEI with a couple thousand KC-135 hours. And now the FAA thinks I need CRM training?!? There really should be a mil comp program for this!

Best of luck
GameShow

Knite01

ATP CTP discovery...

I'm a recently retired F/A-18 pilot with over 3000 hrs, and could not for the life of me understand why I'd be required to pay $5000 (plus lodging, etc) to take a week long course covering, weather, etc.

The ATP CTP Course providers are quick to point out that they do NOT prepare you for the ATP written exam. So this seemed to me to be a very big waste of money and oversight by FAA folks that wrote the rule. At a minimum, the rule does not meet the intent when taking into consideration the years of flight training a military pilot has already attained.

So, here is my discovery which was confirmed by the local FSDO:

CFR 61.41 states:

§61.41 Flight training received from flight instructors not certificated by the FAA.
(a) A person may credit flight training toward the requirements of a pilot certificate or rating issued under this part, if that person received the training from:
(1) A flight instructor of an Armed Force in a program for training military pilots of either—
(i) The United States; or...

In other words, military pilots are not required to take the ATP CTP course in order to take the ATP Written Exam.

Would be interested to hear any counters to this interpretation if there are any.

Knite01

I posted this in response to another question, but I wanted to reply to yours as well since it's applicable. Would be interested in your thoughts:

ATP CTP discovery...

I'm a recently retired F/A-18 pilot with over 3000 hrs, and could not for the life of me understand why I'd be required to pay $5000 (plus lodging, etc) to take a week long course covering, weather, etc.

The ATP CTP Course providers are quick to point out that they do NOT prepare you for the ATP written exam. So this seemed to me to be a very big waste of money and oversight by FAA folks that wrote the rule. At a minimum, the rule does not meet the intent when taking into consideration the years of flight training a military pilot has already attained.

So, here is my discovery which was confirmed by the local FSDO:

CFR 61.41 states:

§61.41 Flight training received from flight instructors not certificated by the FAA.
(a) A person may credit flight training toward the requirements of a pilot certificate or rating issued under this part, if that person received the training from:
(1) A flight instructor of an Armed Force in a program for training military pilots of either—
(i) The United States; or...

In other words, military pilots are not required to take the ATP CTP course in order to take the ATP Written Exam.

Would be interested to hear any counters to this interpretation if there are any.

Twin Wasp

61.156 says you need the ATP CTP completion certificate to take the ATP multiengine written.

tunes

i think the bigger question is if you knew you were getting out why didn't you take the written before the rules changed?

ImTumbleweed

He was probably "wasting his time" by triple checking his evasion plan in case he was shot down so he wouldn't be burned alive in a cage.

Just sayin'...

Sometimes taking an FAA exam takes a backseat when you're hanging your skin out there.

And Tunes, you don't get to judge. You haven't earned that right....sorry. You've been drinking starbucks as you stroll through airports. This guy has been putting his ass on the line and killing people. You don't get to judge...sorry.

Hacker15e

I'm assuming you know tunes' background?

BeatNavy

There was a lot of time to get it done. I managed to do it while on active duty and with a deployment to the stan thrown in. 3 days of studying and a less than 30 minutes one morning to take the test is all it took. I would have much rather given up a weekend to study, or even take leave, or just studied at night and/or during breaks at work, rather than being in this situation. With as much warning (publicity and time) about this as there was, and talk around the squadrons and the internets, there really isn't a valid reason to have not taken it, unless becoming an airline pilot became a goal after 1 August 2014.

ImTumbleweed

I don't. Sorry.

If I insulted another mil guy/gal then I will apologize in advance.

Just trying to throw a bone to the folks overseas who may not have the time to worry about taking an FAA exam because they are more worried about staying alive or helping others stay alive.

If I got Tunes wrong....mea culpa.

(edit: He/She sounded like an RJ guy trying to school Military folks on where their priorities should be. If I got that wrong...again...mea culpa)