What impact does MEP Rating have on multi-IR validity?

[Gin Slinger]

Whilst I understand and fully subscribe to the rational behind keeping one's IR current, can anyone shed any light on why it might be necessary to keep the MEP Rating current?

I very much doubt that when employment comes it will entail flying a PA-34 et al, and my bank manager has no desire for me to do at my own expense.

Does the status of your MEP Rating have any impact on your multi-IR, assuming you're using it to fly a multi-crew aircraft?

[5150]

I very much doubt that when employment comes it will entail flying a PA-34 et al

Had to laugh at that! Several of my friend's I trained with are flying Seneca's for their 1st job...!

Getting back to your Q - I'd recommend keeping everything current, as employers will prefer this when comparing CV's.

Unless you plan to renew your IR on an approved sim, or single-engined aircraft, you may as well renew your MEP in the same flight.

Does the status of your MEP Rating have any impact on your multi-IR

Yes, everything. The 'Multi' part of your Multi-IR refers to the Multi rating, so assuming your MEP has lapsed, you won't be legal to fly Multi Engined Piston aircraft, despite having a valid IR rating.

However, if you're talking flying multi-engined type rated aircraft (eg turboprop/fan etc), then your MEP rating has nothing to do with this and you can let it lapse.

[flyer75]

5150,

Hi there,

Which Airlines do your friends fly for using Senecas?
Do they require to be current on type like the major ones do..?
Im struggling to get a job with a JAA ATPL 2600TT(200TTmulti turbine)
Id fly anything anywhere...

Flyer75

[Gin Slinger]

5150:Had to laugh at that! Why? If we're talking air taxi work in a PA-34, we're probably talking Single Pilot IFR, in which case 700 hours are required under JAR OPS, which I don't have. QED!

Don't get me wrong, I'd love to zip in and out of small airfields VFR at the controls of a Seneca, but to be honest, I feel it's unlikely.

Other than that small peeve, thank you for the advice.

[5150]

Understood - very hard to identify sarcasm via the written word.

I was assuming you were expecting a jet job straight from training........

That said - they're not on public transport ops, all low-hrs pilots, so there's nothing stopping you from qualifying for that.

[GARDENER]

5150-You quoted:I was assuming you were expecting a jet job straight from training........

Fact being you are more likely to get an airline jet job straight from training(UK) in "legal" terms as there is of course the 700hr requirement for SP-IFR. I am not saying jobs are abundant for recent qualifiers-however the possibility is there.

[5150]

You're missing the point here Gardener.

I was referring originally to Gin Slinger coming across as someone 'expecting' to walk into a jet job on low hours/straight from training. We later discovered that this was not the case (see my 2nd post).

Regarding the 700 hr rule, I'm well aware of it. That said, there are some operators (Air Taxi/Night Freight) who operate MEP's with pilots having less than 700 hours. It is at the discression of the operator (AOC type) and insurers, but it has happened.

The jobs are out there - people just need to look a little bit harder.............

I wasn't the only one who got the wrong end of the stick! You seem to have done so even after my second post!