The validity of Commercial ASEL First

[ktulu34535]

In my training I've done Private ASEL, Instrument ASEL, Commercial ASEL, Commercial, MEL.

The reason for this sequence of course is because thats how Riddle wants it done.

I was wondering what the validity of doing your ratings in this manner is?

Would it not make more sense (for the amount of money) to do Private MEL, Instrument MEL, and then go back and add the ASEL licenses/ratings.

You would have a ton more hours PIC of a multi and you can always go back and the single engine ratings/licenses so you can instruct single engine.

Or does this violate a fundamental principle of training, the building block theory that obviously in the beggining stages of training an SE airplane is going to be easier for the student. And that if the student was introduced to multi first he/she would be so lost that the extra PIC time would be meaningless.

Any opinions...

 

[tarp]

You answered your own question.

Simple airplanes are simple, complex airplanes are (you know) complex.

Let's say you are the child of a United Airlines 747 Captain. As we all know that person made $300K a year (or using Sen. McCain's math $600K/year). Your dad has a whole slew of contacts from the Lear Jet FO position you are going to hold right up to pushing your resume through to United HR.

I would think that you (as a priviledged person) would want that multi rating as soon as possible. Dad's got the money. So train as a Private ME and go from there.

To everyone else, this just ain't that practical. Our local Seminole goes for $165 (rental not including instructor). There's a flying club that rents a C-152 for $50/tach hour. For the normal Joe, that's three C-152 hours for every twin hour. Nice slow, simple hours.

PS, you can insert "child of investment banker", "child of real estate mogul", "child of dot.com success" -- the United captain worked well because he had (past tense) a lot of money and had aviation contacts to make my parable work.

 

[sydeseet]

One word: Insurance.

To obtain a private license (ASEL or AMEL) requires a certain amount of solo time, no news there. There isn't an insurance company in the world, or a competent mentally facilitated CFI for that matter, who will allow someone with 15-20 hours to solo in a Seminole, or Duchess, or whatever. To accomplish such a feat would require a tremendous amount of dual instruction (probably to the tune of 100+ hours, just a guess) that would be counter-intuitive to a reasonable progression of training, experience, and ability. A school such as Riddle is not going to alter a time honored system of success to offer a little more ME time.

The answer you gave yourself is also very accurate - the building block system isn't a theory, it's a fact. I did my ASEL private, then a ME add-on, followed by my IFR training in the twin. This allowed me to get the ME PIC time you mentioned, the value of which (all 20 hours more or so) is still in question.

 

[ktulu34535]

responses

Well thanks for the input, it's not something I was seriosly encouraging in anyone, just a thought that occured to me.

It would be wierd to see a new student pilot flying a seminole solo, or any other multi engine planes solo.

On a side note I'm looking to get a taste of real twin time instead of the docile seminole to get my MEI. What would you all reccomend for a real multi, I can get a Geronimo for 120 / hour for 15 hours.

 

[rltoma]

Re: responses

On a side note I'm looking to get a taste of real twin time instead of the docile seminole to get my MEI. What would you all reccomend for a real multi, I can get a Geronimo for 120 / hour for 15 hours. [/B]

If you can get a Geronimo for 120 an hr (hopefully wet?) i'd go for it!

 

[chillflylow]

apache

Try 5M0 they have an apache at a good price.. The instructor will let you see how far it will go.... a real performer..good luck