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MEI or Go Home?
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BoilerUP
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- Joined
- Nov 11, 2003
- Posts
- 5,311
Psl
You must have misunderstood the intent (and more importantly, the attitude) of my post.
I didn't say instructing in a multi-engine airplane was easy. I said the checkride was easy, and the two are very different and not mutually exclusive. When I said the checkride was a "joke", I was referring to the required knowledge and flying skills per the PTS for the practical test. The skills required to pass that checkride are not difficult to learn or acquire, and THAT was the point of my post. Anybody can learn to recite VMC items from rote memory or how to draw VMC/stall diagrams, or how to do a steep turn from the right seat or even deal with an egine failure. The skills and knowledge required by the PTS does not a good multi instructor make.
I am fully aware of the hazards of instructing in a twin; my school lost a twin a few years back and the three people onboard were killed. Throughout my training (multi-COM and MEI), heading and airspeed and basic airplane control on a single engine were emphasized a TON. Every time I read a news article about a light twin (or even a King Air or MU2) VMCing it sends a chill down my spine. I don't want that next article to be about me, my friends or colleagues, and certainly not a former student.
On my MEI ride, the DPE demonstrated just how fast a basic light twin on a single engine can roll over on its back if you screw up by stepping on the wrong pedal. He did it from a very safe altitude, and having more than 5000 multi dual given, he knew how to do it just right to scare the jeebus out of me. Half of the oral was about Part 23 vs. Part 25 single engine climb performance and the judgement a multi-engine pilot has to make if they lose an engine at various points in the T/O and climb (after rotation, gear down, gear up, altitude to clean up and come back around, temp and pressure altitude, etc). That decisionmaking process is the most important, yet most difficult, thing to impress on a multi-engine student.
I appreciate your concern, and I even though I first read your post to be criticism, I soon realized you were just trying to keep me humble. Please rest assured I am fully aware of the risks of flying multi-engine airplanes, and safety is the most important thing I teach, regardless of airplane. I realize I am young and have alot to learn about both flying and instructing, but take my word for it when I say I am neither cocky nor a know-it-all 500 hour wonder. There are posters on this board that would attest to that.
Once again, thank you for your concerns - they are duly noted. I do not want to be a statistic any more than you don't want me to!
Regards,
BoilerUP
You must have misunderstood the intent (and more importantly, the attitude) of my post.
I didn't say instructing in a multi-engine airplane was easy. I said the checkride was easy, and the two are very different and not mutually exclusive. When I said the checkride was a "joke", I was referring to the required knowledge and flying skills per the PTS for the practical test. The skills required to pass that checkride are not difficult to learn or acquire, and THAT was the point of my post. Anybody can learn to recite VMC items from rote memory or how to draw VMC/stall diagrams, or how to do a steep turn from the right seat or even deal with an egine failure. The skills and knowledge required by the PTS does not a good multi instructor make.
I am fully aware of the hazards of instructing in a twin; my school lost a twin a few years back and the three people onboard were killed. Throughout my training (multi-COM and MEI), heading and airspeed and basic airplane control on a single engine were emphasized a TON. Every time I read a news article about a light twin (or even a King Air or MU2) VMCing it sends a chill down my spine. I don't want that next article to be about me, my friends or colleagues, and certainly not a former student.
On my MEI ride, the DPE demonstrated just how fast a basic light twin on a single engine can roll over on its back if you screw up by stepping on the wrong pedal. He did it from a very safe altitude, and having more than 5000 multi dual given, he knew how to do it just right to scare the jeebus out of me. Half of the oral was about Part 23 vs. Part 25 single engine climb performance and the judgement a multi-engine pilot has to make if they lose an engine at various points in the T/O and climb (after rotation, gear down, gear up, altitude to clean up and come back around, temp and pressure altitude, etc). That decisionmaking process is the most important, yet most difficult, thing to impress on a multi-engine student.
I appreciate your concern, and I even though I first read your post to be criticism, I soon realized you were just trying to keep me humble. Please rest assured I am fully aware of the risks of flying multi-engine airplanes, and safety is the most important thing I teach, regardless of airplane. I realize I am young and have alot to learn about both flying and instructing, but take my word for it when I say I am neither cocky nor a know-it-all 500 hour wonder. There are posters on this board that would attest to that.
Once again, thank you for your concerns - they are duly noted. I do not want to be a statistic any more than you don't want me to!
Regards,
BoilerUP
BoilerUP:
I didn't confuse the distinction between the difficulty of the checkride and the 'challenges of teaching' ... now I am convinced you didn't either.
Your DPE did you a favor. When I was training MEIs in Cessna 310s and BE55/58 we spent 85 % of the time just talking about the items you mentioned in your post. I give insurance company checks in CE-300/400 series, BE55/58 and it astounds me how many people don't believe they loose 70-85% of their climb performance when a motor quits.
If the DPE did not ask you to demonstrate an instrument approach single engine under the hood from the right seat ... ask him/her (or someone you trust) to go out with you and do exactly that ... While the DPE was not obligated per the PTS to do it ... you might benefit from having a chat with him/her to get an idea of the workload involved for a new MEI.
You will be busy ... very busy ... and acutely aware just how dangerous a lack of attention can be.
It's a challenge ... because you have to let the student make mistakes so they can learn ... the trick is to know just how far to let them go before you get 'challenged'.
Best of luck ... enjoy your new rating ...
I didn't confuse the distinction between the difficulty of the checkride and the 'challenges of teaching' ... now I am convinced you didn't either.
Your DPE did you a favor. When I was training MEIs in Cessna 310s and BE55/58 we spent 85 % of the time just talking about the items you mentioned in your post. I give insurance company checks in CE-300/400 series, BE55/58 and it astounds me how many people don't believe they loose 70-85% of their climb performance when a motor quits.
If the DPE did not ask you to demonstrate an instrument approach single engine under the hood from the right seat ... ask him/her (or someone you trust) to go out with you and do exactly that ... While the DPE was not obligated per the PTS to do it ... you might benefit from having a chat with him/her to get an idea of the workload involved for a new MEI.
You will be busy ... very busy ... and acutely aware just how dangerous a lack of attention can be.
It's a challenge ... because you have to let the student make mistakes so they can learn ... the trick is to know just how far to let them go before you get 'challenged'.
Best of luck ... enjoy your new rating ...
HMR
I Live by the River.
- Joined
- Dec 18, 2001
- Posts
- 1,048
Mini-
Get the MEI. I took the gamble and got my CFI, CFII, and MEI with no break inbetween. About one month later I got my first multi student. Once I got her finished she told a friend who told a friend who told a friend... 12 months later I had given 500 Dual in the Duchess.
PS-When do you find time to study? You have 814 posts since April. That's over 100 per month!
Get the MEI. I took the gamble and got my CFI, CFII, and MEI with no break inbetween. About one month later I got my first multi student. Once I got her finished she told a friend who told a friend who told a friend... 12 months later I had given 500 Dual in the Duchess.
PS-When do you find time to study? You have 814 posts since April. That's over 100 per month!
aviation is my #2 in my life right now...only my wife is higher...which is a change from a year ago when she was number one and golf was number two...but anyway...HMR said:
I'm sure a good percentage of my posts are dumbass remarks that have no meaning whatsoever...I'm a smartass by nature...
Plus if I'm not talking about flying, posting about flying, or thinking about flying...I'm reading about flying...trying to learn as much as I can in as short of a period of time as possible...
I like to think there are shortcuts to everything...you just have to decide if the shortcuts are worth working your balls off to get to...IMO...I think this one is worth it...
Hopefully any knowledge I pick up now, I can use in the future...so that's how it becomes a shortcut...
My favorites are Weather Flying and of course all of those FAA Books like Instrument Flying Handbook and Pilots Handbook of Aeronautical Knowledge (I'm reading it for like the fifth time right now)...of course the oral exam guides and PTSssss...
so...I do get to do quite a bit of studying...and I also "use" this board to learn too (although I am learning to use a filter on some of what I read on here
).Anywho...thanks for the input...I guess I never thought about it that way...
if I don't have it and a multi student walks in, I have no chance of getting that time...if I do have it...then at least I have a chance to get that student...
Take care
-mini
PS I don't sleep a lot either
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