MidLife

The CPAT is just to teach you systems. The real exam is at the end of groundschool systems training. CPAT questions are just to ensure you were watching it and not reading a book while they stoned on in the background

It's to your benefit to absorb as much as you can

highflyer0685

Absorb as much as you can but also know that systems class is basically going through the entire Cpat from start to finish again.

60av8tor

Exactly. Not saying you shouldn't pay attention, but I wouldn't be killing myself on the home portion - unless you have serious difficulty retaining info. You will go through the entire CPAT again😒

MidLife

Everyone has told me doing a jet type rating - systems ground school is firehose drinking. I started the CPAT - didn't seem that bad - am I missing something. Being a 20 yr old design transport category plane, I would think the systems would be byzantine, if anything.

PDTFlyer

AQP training is very different from what I've done on the same plane back in 2006. The depth of knowledge we had to have back then was a fire hose. Didn't have that feeling in ground school this time around. Maybe I remember a lot of it from back then. I don't know. Just my .02


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Flynboat

Cpat does seem easy. Just remember you have to learn systems, limitations, flows and memory items. There is alot of stuff to learn in a short time. Use the time off that people complain about 2-4 weeks and learn as much as you can. The few weeks of systems and sim will fly by and will kick yourself if you dont study now. This will be number 6 and they all are fire hoses of information

Swearingin

Thanks for the replies and information everyone.
Looks like the kids won't be getting that all day visit to McD's after all.

60av8tor

Agree with PDTFlyer - PDT ground was extremely different than my last ground (same plane). Much less of the watch building that I am used to - and good riddance I say. IMO PDT wasn't much of a fire hose - maybe an industrial garden hose. I'm all about learning and knowing your aircraft, but I don't miss my days of "I'm a spark of electricity coming from the GPU, I just got hooked up to the aircraft, tell me the path I'm going to take" Shoot me now

As far as the systems, it is very relative to what you're used to I believe. My previous turbine/advanced a/c time is military RW, so an 'old' 145 seems new and the systems are very automated in comparison. Heck, I believe the hydraulic system is about 5 pages in the AOM. I don't think a fuel and hydraulic system get much simpler.

Also agree with Flynboat - its the whole package that added to the challenge for me. All my time - except about 1000 hours flying IFR single/multi pistons pt 91 corporate - has been in crewed aircraft, but not 121. That was a big mind shift for me. Who's saying what, doing what and when - and saying it correctly to the letter was extremely distracting to me at first. IMO, if you have to devote any mental energy to IFR procedures, you have a chance to dig yourself into a pretty big hole.

Again all just my opinion, but difficult/easy is such a relative thing to the individual that it is really hard to say. Some guys may have never heard of N1/N2 and may struggle with basic systems. Other guys (me) may have never flown planes in a 121 CRM environment, and be spitting out the V2 call as we're sailing through Vfs

jmm264

Hi everyone! I just put in my application through airlineapps.com last night. How long does it take to get a call or email?

PDTFlyer

Just PM me your name and I'll be happy to get the right people on it right away.


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