Ok, I know that people have posted in the past about thier multi add-on experience at ATP, but I wanted to add my 2 cents to the forum since some of you have taken the time to answer questions from my past posts. Also, I would like to thank all those who did respond to my posts for thier opinions.
Day 1) I arrived at ATP (Riverside) at 8:00 AM and met my instructor Tom. The first thing we did was to take care of all the neccessary paper work. Next, we went over the information in the Seminole supplement, I had read the material several times, so aside from a few details, I had a fairly good grip on what I need to know as far as the oral portion was concerned. Next, we flew to the local practice area and went over a few manuvers and I got my first taste of flying with two engines. After we returned, Tom gave me a post flight briefing and showed me what I needed to get down in order to be successful in my training.
Day 2) We started at 8:00AM, I flew better than the day before, but because of a missunderstanding on my part (Duh), I did not have the procedures memorized and this put the pressure on, I won't go into details, lets just say I was already beginning to have my doubts.
Day 3) We spent first part of day working on manuevers as I needed the extra practice. I had finaly memorized the manuvers and could recite them on the ground for the most part, when in the aircraft however, It was a little different,but I could tell that I would be ok for the check ride the next day. Tom pointed out that I just need to slow myself down and this made all the difference. The second flight of the day was to test my instrument skills. At this point I have to say that although I was current, I was not proficent and it showed. At this point I got very frustrated with myself and after we landed I was seriously considering forgoing the checkride. Tom and I discussed my options and after the pep talk, Tom agreed to meet me at 6:30 AM for my last flight in an attempt to get me up to speed (thanks Tom).
Day 4) We meet at 6:30 am and do one last flight shooting aproaches. This helped alot and I was able to feel good about doing the checkride at 8:30. After we landed we head back to finish my paperwork, Tom signs me off and its over to the checkride I go. After the oral portion (which was no problem at all) we fly, engine failure on takeoff roll, no problem. Short feild take off and landing, no problem. Engine failure after takeoff,single engine landing, no problem. The Seminole is very easy to land, most of my hours are in Cessnas but I was able to grease the seminole on with ease almost right from the start! We went to the practice area next and the onlt manuever I was not really happy with was my steep turns, they were in pts standards, but I'm a perfectionist and well lets just say, they weren't perfect. everything else went fine. Of course I made a few mistakes, but for only having 8.3 hours in the aircraft, what do you expect. It was now time to do the approach. We shot the ILS 26R into Chino and with the grace of God, along with serious concentration, I was able to nail the approach all the way down to a beautifull touch and go landing. After the takeoff, my examiner took over and brought us back to RAL. I landed, taxied back, parked and it was all over. I'm now Comm/SEL/MEL/Instrument rated, thanks to ATP's program.
I want to thank everyone at ATP for getting me through this program. Tom and the rest of the guys at Riverside are doing a great job and I really appreciate thier help. If you are thinking of going to ATP, do it, you won't be sorry. Just make sure you read the supplement and memorize the procedures as this will be the only way to get through it. Bottom line, ATP delivers what they advertise as long as you do your homework.
Day 1) I arrived at ATP (Riverside) at 8:00 AM and met my instructor Tom. The first thing we did was to take care of all the neccessary paper work. Next, we went over the information in the Seminole supplement, I had read the material several times, so aside from a few details, I had a fairly good grip on what I need to know as far as the oral portion was concerned. Next, we flew to the local practice area and went over a few manuvers and I got my first taste of flying with two engines. After we returned, Tom gave me a post flight briefing and showed me what I needed to get down in order to be successful in my training.
Day 2) We started at 8:00AM, I flew better than the day before, but because of a missunderstanding on my part (Duh), I did not have the procedures memorized and this put the pressure on, I won't go into details, lets just say I was already beginning to have my doubts.
Day 3) We spent first part of day working on manuevers as I needed the extra practice. I had finaly memorized the manuvers and could recite them on the ground for the most part, when in the aircraft however, It was a little different,but I could tell that I would be ok for the check ride the next day. Tom pointed out that I just need to slow myself down and this made all the difference. The second flight of the day was to test my instrument skills. At this point I have to say that although I was current, I was not proficent and it showed. At this point I got very frustrated with myself and after we landed I was seriously considering forgoing the checkride. Tom and I discussed my options and after the pep talk, Tom agreed to meet me at 6:30 AM for my last flight in an attempt to get me up to speed (thanks Tom).
Day 4) We meet at 6:30 am and do one last flight shooting aproaches. This helped alot and I was able to feel good about doing the checkride at 8:30. After we landed we head back to finish my paperwork, Tom signs me off and its over to the checkride I go. After the oral portion (which was no problem at all) we fly, engine failure on takeoff roll, no problem. Short feild take off and landing, no problem. Engine failure after takeoff,single engine landing, no problem. The Seminole is very easy to land, most of my hours are in Cessnas but I was able to grease the seminole on with ease almost right from the start! We went to the practice area next and the onlt manuever I was not really happy with was my steep turns, they were in pts standards, but I'm a perfectionist and well lets just say, they weren't perfect. everything else went fine. Of course I made a few mistakes, but for only having 8.3 hours in the aircraft, what do you expect. It was now time to do the approach. We shot the ILS 26R into Chino and with the grace of God, along with serious concentration, I was able to nail the approach all the way down to a beautifull touch and go landing. After the takeoff, my examiner took over and brought us back to RAL. I landed, taxied back, parked and it was all over. I'm now Comm/SEL/MEL/Instrument rated, thanks to ATP's program.
I want to thank everyone at ATP for getting me through this program. Tom and the rest of the guys at Riverside are doing a great job and I really appreciate thier help. If you are thinking of going to ATP, do it, you won't be sorry. Just make sure you read the supplement and memorize the procedures as this will be the only way to get through it. Bottom line, ATP delivers what they advertise as long as you do your homework.
