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One error in this article pertains to the single engine ATP which I have in addition to the multi ATP. Yes there is no pt 121 operation that requires a single engine ATP since single engine ops are not legal in pt 121. My company arranged for the FAA POI to do my pt 135 recurrent which was also my ATP ride since I had completed the ATP written. I got my single engine ATP during that recurrent pt135 check ride in a C208, which enabled me to become an authorized company instructor pilot in the C208 without having a CFII. 2 years later when I got a type rating, I then got my multi ATP, something now would not be possible without the additional training mentioned in this article.

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I just finished getting my ATP, two weeks ago. I’m writing this primarily for the rusty commercial pilot who is thinking about getting back into the business. The above article outlines the process fairly accurately. Here’s how it went for me.

I spent a lot of time researching the process before i did it. I had about 1900 hours total time, mostly multiengine time. Which included about 700 hours turbine time flying Part 121 in the Beechcraft 1900D. I had been out of the cockpit since 2001 and wanted to get back in. My plan to get current was to get an ATP certificate and a type rating at the same time. I wanted a challenge, I wanted a taste of airline training, I wanted to make sure I could still cut it after 18 years. Plus I already had 700 hours previously in the Beech 1900. It’s like riding a bike, right?

I decided the best place to do it was in Colorado, I live in Alaska and the training I needed isn’t available here. In the Denver area I could do all of my training, back to back, and from one hotel room. The first week of August, from home, I started training in Cessna 172 and spending almost every afternoon in a AATD (Advanced Airplane Training Device) FAA speak for a better than basic simulator. I spent every night, until I feel asleep in my chair, studying FARs, instrument procedures, the AIM and Gleim’s ATP written test software (more on the Gleim software at the end). I did this routine daily for about a month and a half. In mid-September I left for Colorado.

I chose Flight Training International (FTI) to do my ATP-CTP course, primarily because they were priced about average and in the Denver area where I was going to do my ATP and type ride. Now before I start to rant let me first say FTI did a reasonable job with what Congress and the FAA asked of them. Now the rant, WHAT A HUGE WASTE OF MONEY AND TIME! Not one life is going to be saved, nor has aviation safety been improved by this program. It’s a prerequisite, it’s taught like a prerequisite, it’s a long list of things to be discussed but not in enough detail to do any good. Too much of the simulator time was spent learning how to program the FMC, autopilot and other way cool features of a Boeing 737-800. However there isn’t enough time to train to proficiency in any one procedure. The $5000 would have been better spent paying for a FAA observer to make sure the regional airlines properly train their pilots on cockpit procedures and stall recovery technique in the planes that they fly. And yes, all the simulator sessions were between 2AM and 6AM. It was however a lot of fun flying the 737 and if you have never been in a twelve million dollar simulator before you are in for a treat.

After the ATP-CTP course I started my ATP and type training. I did my ATP certificate and type rating at Air Training Support (ATS) in Centennial, Colorado. The folks at ATS gave me a real workout, much more than the average ATP and type ride. I did most of my training in a Level D full motion simulator. They trained me until I was proficient, not just ready for a check ride but actually proficient and comfortable with all the procedures. I know they don’t get a lot of guys who have been out of the cockpit for almost 20 years walking through their door, but they went above and beyond to make it work. It was well worth the time and expense. My skills are now sharper than ever and I am ready to take on an airline ground school and check ride. I would strongly recommend them to a friend.

As far as the ATP written test software, Gleim really let me down on this one. I have used Gleim for all of my previous written exams and have always been happy with the results. So naturally I used Gleim again. Everyone said, “use Sheppard’s”. I should have used Sheppard’s. Although I got a 90% it wasn’t due to anything I learned with the Gleim software. I spent almost 100 hours, over a period of 2.5 months, studying things that weren’t even on the test, not even close, not one chart, not one graph, not one question. Use Sheppard’s.

In all I spent a month in Colorado and about $20,000. Now I am hoping to find a job with a regional or freight operator here in Alaska.

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this whole ATP debacle was triggered by the Q400 trash in upstate New York. these two pilots were too tired to think clearly, because they were too poor to pay attention…could not afford to live near their domicile…commuting across the country then operating s flight…the new ATP rules address nothing of this, maybe a rule requiring 12 hrs rest at base prior to operating a flight…then maybe these hairball airlines would have to pay a decent salary so they could afford a good rest prior to reporting for duty…typical government knee-jerk reaction that neither addresses or solves any problem…

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I was in a similar situation, doing the ATP written after a big lapse. Luckily I obeyed the online advice on using Sheppard’s, and got an easy pass after taking the preparation fairly seriously. (IIRC, 90% is what the majors want to see.)

I’ve mostly been using my Commercial rating and ATP written knowledge to understand and comment on the 737 MAX fiasco, and I’ve been close to 100% in predicting the unfolding saga, even as an outsider. I can’t imagine being a Boeing 737 engineer.

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The only good thing to come out of Colgan was that most of the “regionals” have been shutdown due to lack of qualified ATP pilots because of the 1500 hour rule.

Of course, the whole notion of “regionals” or paper airlines (captive airlines funded and controlled by a major with no parental oversight, solely existing to avoid unions) was at odds with passenger safety from Day One.

The direct way to deal with Colgan was to shutdown the paper airlines, but the majors have influence, and Joe Pilot very little.