Sky1926

Buddy of mine just did All ATPs at RDU..gouge to follow soon

Akbush

The airlines will give you your ATP for free.....i did mine at a regional. Easiest check ride ever...2 pilots.....all on autopilot except for one hand flown ILS from the final approach fix. Way to much work in a piston twin single pilot.

T6 Pilot

Unfortunately, you are in the military forum, where most of us are not looking at starting a career change at a regional, and don't bat an eye at hand flying a plane from the 50's. Spending a few thousand $ is worth the investment.

T6 Pilot

All,

Update on the ATP possibility for those folks in the San Antonio area.

Texas Aviation Academy

Located in New Braunsfel.

Just had a friend finish this program, all for $2000. Claim that this place is legit but the examiner needs to be scheduled out 3-4 weeks in advance.

Nextlife

Anyone have an examiner give a 1042 as a Class III medical the hairy eyeball? I know it's legal, just curious if anyone's had an issue.

totaldigger

I haven't hear of that exact scenario, but from what I understand that kind of thing isn't too uncommon. The rules that we can follow aren't exercised too often, so an examiner (and even the occasional FSDO) may not be familiar. SheppardAir recommends taking the applicable CFR(s) with you to avoid any problems.

rickair7777

Yeah, just bring the regs and highlight it. It's clear enough that they can't really say no. But give the guy a heads up that you'll be doing this, that way he can do his homework and avoid starting off with you on the awkward foot.

DarinFred

Spend $100 and get a Class 1. That way you'll know you can actually get one and start working on any issues if there are any. You don't wanna be delayed by a medical when it's time to put in your apps.

ChinookDriver47

For anyone: How in depth was your oral exam? I have put together an excruciatingly detailed guide for the Seneca for my ride (mil thing didn't work out). I'm just wondering how much is too much.

It follows the PTS, for you smart-aleck's out there.

Here's an example of a piece of the outline:

1. Airplane Systems and Components

a. Landing Gear
i. Normal Extension and Retraction
- VLE 150mph, VLO 125mph
- Electrically powered reversible hydraulic boost pump in the nose
- Pump holds 1800 psi (+/- 100 psi) in the system to keep gear up
- System pressure can lag to 1700 psi before the pump cycles.
- System is reversible via shuttle valve for extension / retraction
- Full extension / retraction takes about 6-8 seconds
- With gear down and locked electrical limit switches stop current flow to pump.
ii. Emergency Extension and Retraction
- Emergency Gear Extension Speed: 100mph
- Accomplished via pressure-dump valve near center of the instrument panel
- Gear falls by gravity to down and locked position
- Aerodynamic loading and overextension-springs help lock gear
iii. Landing Gear Lights
- Contact switches (limit switches) engage at full extension
- Illuminate green landing gear switches in cockpit
- Convex mirror aides in visual indication of gear down (Three Green, One in the mirror)
- Lights are removable and interchangeable.
1. IF GEAR LIGHTs DO NOT ILLUMINATE
a. The gear is not down and locked fully
b. The bulb is burned out
c. There is a malfunction in the indication system

NOTE: Gear lights are tied to the NAV LIGHT SWITCH for pilot comfort at night.
Check to ensure NAV LIGHT Switch is OFF before initializing emergency gear extension actions.

iv. Landing Gear Tires
- Nose Gear tire: 6 ply, 6.00-6, @ 31 PSI
- Nose gear is steerable up to 42° via rudder pedals
- Bungee assembly reduces ground steering effort and dampens shocks/bumps.
- When gear is retracted, the steering mechanism is disengaged and straightened via centering spring.
- Main Tires: 8 ply, 6.00-6 @ 50 psi
v. Landing Gear Warning Horn
- Activated via micro switch in the throttle quadrant under any of the following conditions:
- Gear is up and manifold pressure is below 14” on one or both engines.
- Gear Selector is in the UP position when the aircraft is on the ground.

NOTE: To prevent inadvertent gear retraction on the ground, the Seneca I has a pressure switch (squat switch) on the left main landing gear that will not allow the pump motor to operate unless at least 8” of exposed chrome is present on the oleo strut.

vi. Brakes
- Single-disc double puck assembly on each main gear struts.
- Main brakes are actuated by toe-brakes on the rudder pedals.
- Braking is accomplished hydraulically via a reservoir.
- Reservoir is independent of the landing gear extension / retraction system.
- Located behind the panel and rear-top of the nose compartment.
- Parking brake is actuated by the pulling the handle and pushing on the lock button.
- Parking brake uses handle-operated brake cylinder on the reservoir.
- Reservoir level should be maintained to the line.
vii. Shock Absorption
- Accomplished via air/oil struts (Oleo Struts)
- Consists of an inner metal tube or piston attached to wheel and outer metal tube attached to airframe.
- Sealed with O-rings or elastomeric seals to prevent contamination.
- Cavity is filled with nitrogen or dry compressed air and hydraulic oil.
- Divided into two chambers that communicate through a small orifice
- When the aircraft is on the ground, the nitrogen/gas supports the weight
- During landing /taxiing the pistons slide up and down which compresses the gas
- Gas acts as a spring and forces oil through orifice which acts as a damper
- A tapered rod / check valve can change the orifice size so that dampening during hard compressions (hard landings) is less than on a rebound (ballooning).

e6bpilot

I had my ride in an aircraft that both the examiner and I had a lot of experience in, so I can't really speak from my personal experience, as he only asked me cursory questions on systems and instead concentrated on other things.
From friends' experiences that did them at ATP Mill type operations (10 hour course), they were gouged up with a few minor systems questions, but it wasn't anything close to what you have. Think more big picture and less detailed. I think in the military we tend to nuke out systems a little too much down to the builder specs when we only need to know how it affects us as operators.
If in doubt, talk to your examiner and ask him what he expects in the level of detail.