ATP wants a single engine add on

And for some reason he's picked me for the honor of training him.

But I'm a little confused on one thing. He claims to have a
commercial-multi, limited to centerline thrust, and an ATP multi,
unrestricted, with 737 and 757/767 type ratings. I wasn't aware that
you could have both those certificates...is that true?

And if it is, onto which certificate does the single engine airplane add
on go?

And one last question. I know I'd never, ever, train a primary student,
as long as it's been since I instructed, but this shouldn't be a huge
deal, right?

On Mon, 18 Sep 2006 17:43:08 -0500, Emily
wrote:

And for some reason he's picked me for the honor of training him.

But I'm a little confused on one thing. He claims to have a
commercial-multi, limited to centerline thrust, and an ATP multi,
unrestricted, with 737 and 757/767 type ratings. I wasn't aware that
you could have both those certificates...is that true?

And if it is, onto which certificate does the single engine airplane add
on go?

And one last question. I know I'd never, ever, train a primary student,
as long as it's been since I instructed, but this shouldn't be a huge
deal, right?

While I don't know the answer, I gave someone a BFR a couple months
ago with the same situation (except for the centerline thrust
limitation). I wasn't sure of the exact way to sign him off, so I
just left out the type of certificate he had as literally every other
instructor had done for the past 10 years.

Whatever you learn here, you may want to call the FSDO and/or examiner
who will do the check ride to make sure you satisfy them.

z

I've done it. Its an odd combination. On one hand they know the ATC
system very well (although I've found they believe the VFR system is
more restrictive than it is), on the other hand, there is some basic
stick-rudder items that they will be lacking.
I did a C-182T (glass cockpit) checkout with a 727 pilot once. When I
asked him to do power on stalls, the thought occured to me to ask him
if he knew which rudder was going to be needed to stay coordinated in
the stall. "Left?" he said.
My pointis that you need to remember that, dispite your student's
knowledge in some areas, he's a student pilot in others.

-Robert, CFII


Emily wrote:
And for some reason he's picked me for the honor of training him.

But I'm a little confused on one thing. He claims to have a
commercial-multi, limited to centerline thrust, and an ATP multi,
unrestricted, with 737 and 757/767 type ratings. I wasn't aware that
you could have both those certificates...is that true?

And if it is, onto which certificate does the single engine airplane add
on go?

And one last question. I know I'd never, ever, train a primary student,
as long as it's been since I instructed, but this shouldn't be a huge
deal, right?

My guess is that he is ex-mil... to account for the resume you've
listed. It DOES sound weird tho.. You would think the ATP would override
the commercial multi CLT..

As for which one it adds on to: My guess is.. which ever one he wants..
He can train for a ASEL ride to private, commercial or ATP standards
provided he has the time in type for the add-on. (havent looked at the
applicable reg for this one as to any required hours).

I'm guessing he just has to declare in advance which ride he is taking,
then meet the standards for it.

Dave

Emily wrote:
And for some reason he's picked me for the honor of training him.

But I'm a little confused on one thing. He claims to have a
commercial-multi, limited to centerline thrust, and an ATP multi,
unrestricted, with 737 and 757/767 type ratings. I wasn't aware that
you could have both those certificates...is that true?

And if it is, onto which certificate does the single engine airplane add
on go?

And one last question. I know I'd never, ever, train a primary student,
as long as it's been since I instructed, but this shouldn't be a huge
deal, right?

Dave S wrote:
My guess is that he is ex-mil... to account for the resume you've
listed.

He is. Has never flown a single.

It DOES sound weird tho.. You would think the ATP would override
the commercial multi CLT..

That's what I thought. Granted, he *could* just be carrying around the
invalid commercial, assuming it's still valid. Not sure what good it is.

As for which one it adds on to: My guess is.. which ever one he wants..
He can train for a ASEL ride to private, commercial or ATP standards
provided he has the time in type for the add-on. (havent looked at the
applicable reg for this one as to any required hours).

I'm trying to make it make sense by thinking of it how I did it. I had
a commercial single and just added the multi on. I believe it's the
same thing, no? He wouldn't have to go approaches, since that's a
commercial multi thing, but he'd had to add it at least at the
commercial or ATP level, because that's what he already has.

At least, as far as I can tell.

The CLT multi-commercial should have been surrendered, do
they both have the same number and name. Have you checked
on the FAA web site for his official ratings?



"Emily" wrote in message
...
| Dave S wrote:
| My guess is that he is ex-mil... to account for the
resume you've
| listed.
|
| He is. Has never flown a single.
|
| It DOES sound weird tho.. You would think the ATP would
override
| the commercial multi CLT..
|
| That's what I thought. Granted, he *could* just be
carrying around the
| invalid commercial, assuming it's still valid. Not sure
what good it is.
|
| As for which one it adds on to: My guess is.. which ever
one he wants..
| He can train for a ASEL ride to private, commercial or
ATP standards
| provided he has the time in type for the add-on. (havent
looked at the
| applicable reg for this one as to any required hours).
|
| I'm trying to make it make sense by thinking of it how I
did it. I had
| a commercial single and just added the multi on. I
believe it's the
| same thing, no? He wouldn't have to go approaches, since
that's a
| commercial multi thing, but he'd had to add it at least at
the
| commercial or ATP level, because that's what he already
has.
|
| At least, as far as I can tell.

Jim Macklin wrote:
The CLT multi-commercial should have been surrendered, do
they both have the same number and name. Have you checked
on the FAA web site for his official ratings?

He's opted out (or he's lying about being a pilot, but I've seen him
walk off a commercial jet in uniform and with ID, so I'm guessing he's
opted out).

I'm guessing that when he got his ATP, he should have surrendered his
commercial but didn't for some reason. I have a feeling it has to do
with his military experience.

So let me get this straight, if he adds on to the commercial (which I
don't think he can do, since he shouldn't have one) it requires the
training and signoffs, but if he adds on to the ATP, it doesn't? Can
you point in me in the right direction for added on ATP ratings?

Emily wrote:

I'm guessing that when he got his ATP, he should have surrendered his
commercial but didn't for some reason.

one pretty good reason not to surrender a certificate when you upgrade
it, is if said certificate has a rating which you do not want to give
up and which is not covered by the new certificate. Although this is not
exactly germane to this discussion, I did keep my old private certificate
(obtained under 61.75 (*)) even though I now have a commercial, because
said private certificate still has my glider rating on it; could it
be a similar situation?

--Sylvain

(*) before someone jumps all over me quoting 61.75(b)(3), whereby
you cannot get a certificate under 61.75 if you already hold a US pilot
certificate, nothing prevents you from keeping it after you get
a US certificate. But I digress :-)

Emily wrote:
Jim Macklin wrote:
He's opted out (or he's lying about being a pilot, but I've seen him
walk off a commercial jet in uniform and with ID, so I'm guessing he's
opted out).

I've also run into situations where the pilot has a very unfortunate
first name. I had a student once who's first name turned out to be
Sherly, he went by "John".
However, I believe (I need to double check) that you'll need to verify
his passport before training per TSA.

-Robert

61.31 plus 61.39
c) A person is not required to comply with the provisions of
paragraph (a)(6) of this section if that person:
(1) Holds a foreign-pilot license issued by a contracting
State to the Convention on International Civil Aviation that
authorizes at least the pilot privileges of the airman
certificate sought;

(2) Is applying for a type rating only, or a class rating
with an associated type rating; or

(3) Is applying for an airline transport pilot certificate
or an additional rating to an airline transport pilot
certificate in an aircraft that does not require an aircraft
type rating practical test.

(d) If all increments of the practical test for a
certificate or rating are not completed on one date, all
remaining increments of the test must be satisfactorily
completed not more than 60 calendar days after the date on
which the applicant began the test.

(e) If all increments of the practical test for a
certificate or a rating are not satisfactorily completed
within 60 calendar days after the date on which the
applicant began the test, the applicant must retake the
entire practical test, including those increments
satisfactorily completed.

[Doc. No. 25910, 62 FR 16298, Apr. 4, 1997; Amdt. 61-103, 62
FR 40897, July 30, 1997, as amended by Amdt. 61-104, 63 FR
20286, Apr. 23, 1998]

ande 61.63.





To add a SEL or SES rating as an ATP is much easier.







"Emily" wrote in message
. ..
| Jim Macklin wrote:
| The CLT multi-commercial should have been surrendered,
do
| they both have the same number and name. Have you
checked
| on the FAA web site for his official ratings?
|
| He's opted out (or he's lying about being a pilot, but
I've seen him
| walk off a commercial jet in uniform and with ID, so I'm
guessing he's
| opted out).
|
| I'm guessing that when he got his ATP, he should have
surrendered his
| commercial but didn't for some reason. I have a feeling
it has to do
| with his military experience.
|
| So let me get this straight, if he adds on to the
commercial (which I
| don't think he can do, since he shouldn't have one) it
requires the
| training and signoffs, but if he adds on to the ATP, it
doesn't? Can
| you point in me in the right direction for added on ATP
ratings?