Multi-engine training

[bigD]

Does the thought of a 4 hour Multi-Comm (and I'm assuming instrument) pilot scare anyone besides me?

I dunno about you guys, but I didn't start feeling at home in the Duchess until at least 10 hours. I know there's a wide range of student skill out there, but crap - 4 hours doesn't seem like a lot of time.

I guess the insurance companies agree with me.

 

[bobbysamd]

Low multi training time

I agree, but just a comment. I had an instructor friend at Riddle who did not have his multi. Of course, he wanted into Riddle's gold mine of multi time. So, he went to Sheble's one weekend and came home with his multi. He might have flown four hours max in their Duchess, including checkride. It was a means to an end and very smart, because Riddle upgraded him to MEI on its nickel. So, he got the additional multi training he needed and time in the airplane without having to pay for it. He had to sign a training contract.

Another old aviation adage: Get your ratings on the other guy's nickel.

 

[bigD]

Oh I agree completely Bobby. If I were in your buddy's position, I would have done exactly the same thing. It wasn't my intent to attack anyone who gets their ticket via one of these schools - I was just looking of my situation and thinking, "Man, at 4 hours, I was just finishing my VFR maneuvers and single engine pattern work, let alone all the IFR work." =)

Amazing. And I'd think a Travel Air is more airplane than a Duchess, at least in the sense that it's quite a bit older.

 

[bobbysamd]

Traveler

Sure, it's more airplane. I had a student who had one of his own, although he flew the Riddle Seminoles for his flight courses.

 

[jetdriven]

clyde fredrickson is the instructor and don scott is the examiner. I got my multi and my MEI there. great school. Reality check here, you arent going to build multi time renting twins. it isnt going to happen at 140-250$ per hour.. So just get the rating as cheaply as possible then build it by instructing or riding along with others.
if you fail the ride you get an hour in the travelair again for free, plus the checkride is half for the retake, which makes it out to be 125$. they want you to pass, i had a guy when i did my mei he had 200tt and ZERO multi. passed 1st try. the hampton inn gives you a 40$ room, team up with another guy and you split the room and each get 100$ off the rating. get the rating for the 1000$, dont fall into the trap of 190$ multi time and a hungry instructor who's favorite line is "one more flight and I'll sign you off". BTW i taught two guys in our b55 baron and they got their ratings in less than 5 hours each. it can be done..

 

[bobbysamd]

Multi training

Contrary to popular belief, a multiengine rating isn't that difficult to earn, as long as you apply yourself. The rating is primarily procedures. The general flying is the same as for a single-engine airplane; you just treat the two throttles, prop controls and mixtures as one. The single-engine stuff takes practice after you get past the initial experience of losing one.

There IS some studying involved, to learn the airplane's systems. Spending time in the airplane doing dry time is a great way to help get the procedures down.

I taught my first multi students at Riddle and most seemed to need 15 to 20 hours to be ready for their practicals. I thought that was the norm to earn a multiengine rating. Then, I taught in the same airplane at FSI. Their Private Multi course was ten hours. I didn't believe it could be done in that time, but my students did it. I sincerely believe the difference was that my FSI students applied themselves and did hours of dry time. They had the procedures down and just needed to perfect them in flight. So, it can be done in little time. I'd point out that this was for a Private Multi VFR-only rating.

Good luck with your training.

 

[o2deprived]

Piper Apache Time

Looking into buying a Piper Apache to build some time in and wondered what the airlines would think of the time. The Apache is 150-160 hp per side so it wouldnt qualify for high performance time. Would the lack of high performance be a potential problem when looking for a regional position in the future? Thanks ahead of time.

 

[bigD]

From reading a bunch of the other posts here - I get the impression that multi time is multi time, and the difference between PIC in an Apache won't be that much different than that of a "High Perfomance" twin such as, say, a Seneca.

Maybe there's a difference if you're comparing an Apache to a 402 or something, but for the lighter twins, I doubt it.

 

[bobbysamd]

Apache time

I don't see why it would not qualify as high-performance time. Isn't a high performance aircraft one with more than 200 hp? See FAR 61.31(f). Therefore, your Apache with two engines of 150 hp a side would be 300 hp. That notwithstanding, multi time, for the most part, is multi time and would not be a problem.

Perhaps if you are primarily a Cessna Skymaster driver the commuters may not be overly thrilled with centerline thrust multi. You will have no problem whatsoever, though, if your multi mounts at least one engine per wing.

Hope that helps. Good luck with building your hours.

 

[o2deprived]

multi

Unfortunately the way the reg. reads the airplane must have an engine of more than 200 hp to be high performance. Even though the combined is over that figure there is still no engine in excess of 200 hp on the plane so therefore not high performance. Although the general feeling that I am getting is that I would be given essentially the same credit for Apache time as I would something like a Seneca or the Aztec that I have time in already. Sounds like something I may be able to do. Thanks for the input.

 

[bobbysamd]

"Low performance" twins



This is a new one to me. Seminoles have 180 hp per side. I know of plenty of folks who got all their multi in Seminoles whom the regionals picked up. Except for about 50 hours in B55 Barons, all my time was in Seminoles during the time I interviewed for regional jobs. In my very first interview, the Chief Pilot or whoever he was was very interested in the Seminole emergency gear extension procedure. Moreover, I prepared plenty of airline apps in my time and do not recall one with a time grid that differentiated between single, high-performance single, multi, or high-performance multi. I did encounter one or two that distinguished turbine time from recip. I recall one app, perhaps the United form, that set off centerline thrust from otherwise. Obviously, for the military pilots to whom it was primarily intended.

Bottom line: The airlines want PIC multi. They will analyze how you built the time when it comes time to submit your logbooks. You will have an advantage if you built the time flying for pay. You will have added advantages if a portion was in actual and in scheduled ops.

Once again, best of luck with building the time.