ATP wants a single engine add on

Emily wrote:
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).

Maybe he's a flight attendant? Remember "The Simpsons"? G

FWIW, certificates are public information and very easy to check via the
FAA web site.

BTW: I would also recommend that you avoid getting into a battle of
"who's the best pilot". This can happen when you are training pilots
with lots of experience. Sometimes you just need to address it head on.
You may say something along the lines of "I know that you are a very
experienced pilot. Let's go out and review the basic items in our
syllabus. Maybe you'll learn something new, but worse case you'll get
my sign off for the checkride". Usually, if something goes terribly
wrong (like they can't land the Cessna), they'll understand something
is wrong and not put up a fight when you ask them for a few more hours
before the sign off. Most important, don't enter with the attitude of
"I know more than that guy", it doesn't help either way and you may
trigger a negative defense mechanism in him.

-Robert

I trained an Alaska Airlines pilot for his ATP. He was hired back when a
commercial ticket and 300 hours would get you into the right seat. He had
never started an injected engine in his life.

Bob Gardner

"Robert M. Gary" wrote in message
ups.com...
BTW: I would also recommend that you avoid getting into a battle of
"who's the best pilot". This can happen when you are training pilots
with lots of experience. Sometimes you just need to address it head on.
You may say something along the lines of "I know that you are a very
experienced pilot. Let's go out and review the basic items in our
syllabus. Maybe you'll learn something new, but worse case you'll get
my sign off for the checkride". Usually, if something goes terribly
wrong (like they can't land the Cessna), they'll understand something
is wrong and not put up a fight when you ask them for a few more hours
before the sign off. Most important, don't enter with the attitude of
"I know more than that guy", it doesn't help either way and you may
trigger a negative defense mechanism in him.

-Robert

He has an ATP MEL, the center-line thrust limitation should
have been lifted. I have an ATP SMEL and since I held an
ASES as a commercial pilot before I got the ATP, the SES is
listed on my certificate as commercial privileges.

But I think the failure to remove the limitation on his ATP
is a clerical error. He may have gotten a MEL center thrust
from a military rating or from a Cessna 337.

In any case, FAR 61, additional ratings applies, but if he
adds-on at the commercial practical test level he needs all
the endorsements and instructor sign-offs, but if he takes
the tests at the ATP level, he just does it.



"Emily" wrote in message
. ..
| 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?