Multi-Engine or Twin for CPL Training.
The young pilot's initial post has been pretty much forgotten.
1. Finish your degree. It will serve you well whatever you do.
2. While you finish your degree there are many things you can do which will help. Not the least of these will be CPL theory and probably IREX. If you are keen, you can start on ATPL theory - especially the subjects that follow on well from CPL - MET, AIRLAW, etc. You might also do your dangerous goods course. These are best done while you still have the study habit.
3. CPL flying does not require retract time or twin time. You should be able to do a chunk of time in a C172 or Archer. I even think a C182 qualifies for the "complex aircraft" requirement. Do the cheap stuff first.
4. A twin rating without time on type is not worth much. Your first jobs are likely to be C182 / C210 or C206/7. I'd focus on being attractive to those employers. Forget the Partenavia, a CIFR rating would be better.
5. Hang around airports. Wash planes, whatever. Build your network.
1. Finish your degree. It will serve you well whatever you do.
2. While you finish your degree there are many things you can do which will help. Not the least of these will be CPL theory and probably IREX. If you are keen, you can start on ATPL theory - especially the subjects that follow on well from CPL - MET, AIRLAW, etc. You might also do your dangerous goods course. These are best done while you still have the study habit.
3. CPL flying does not require retract time or twin time. You should be able to do a chunk of time in a C172 or Archer. I even think a C182 qualifies for the "complex aircraft" requirement. Do the cheap stuff first.
4. A twin rating without time on type is not worth much. Your first jobs are likely to be C182 / C210 or C206/7. I'd focus on being attractive to those employers. Forget the Partenavia, a CIFR rating would be better.
5. Hang around airports. Wash planes, whatever. Build your network.
Akro beat me to it. Take heed of that advice, especially the bit about being willing to wash aeroplanes if that is the only aviation related work on offer. Once you are 'in' on the airfield, you may find a flying opportunity finds you. GA works very much on word of mouth.
As for the twin, if you get with a good company, chances are they will assist you in obtaining that rating when the time comes. Even if they can't because they don't operate twins (or are miserable pr!cks), if you must spend your own money, spend it on a twin more likely to be used commercially in your area. That could be a Baron, a 310 or shock, horror - an Islander.
Compypilot reckons cadets are the future, and to an extent he is right - although his wind-up about them being saviours of the industry and old captains is totally out of order and wrong. As is the notion that bashing around in the bush in GA bears no relevance to modern airline flying. Trust me, all flying - be it in a hang glider or aerobatic hot-rod - has relevance to what is still as much art as science. Captains Sullenberger, Haynes etc fell back on old ingrained skills that were not acquired in any simulator.
The main reason cadets are the future is more to do with airline economics and the authorities leaning towards a multi crew licence. Old captains get old by not killing themselves or the thousands of people who have flown/will fly with them. Compypilot should perhaps dwell on that. For his sake he'd better not ever share a cockpit or simulator with me, unless he seeks attitude adjustment therapy.....but I digress.
Good, degree-qualified self-improvers will always have a place in the airlines, especially pilots with management and training aspirations. If the raw material is sound, it should not matter whether the route is via a cadetship, or via a few years in GA.
As for the twin, if you get with a good company, chances are they will assist you in obtaining that rating when the time comes. Even if they can't because they don't operate twins (or are miserable pr!cks), if you must spend your own money, spend it on a twin more likely to be used commercially in your area. That could be a Baron, a 310 or shock, horror - an Islander.
Compypilot reckons cadets are the future, and to an extent he is right - although his wind-up about them being saviours of the industry and old captains is totally out of order and wrong. As is the notion that bashing around in the bush in GA bears no relevance to modern airline flying. Trust me, all flying - be it in a hang glider or aerobatic hot-rod - has relevance to what is still as much art as science. Captains Sullenberger, Haynes etc fell back on old ingrained skills that were not acquired in any simulator.
The main reason cadets are the future is more to do with airline economics and the authorities leaning towards a multi crew licence. Old captains get old by not killing themselves or the thousands of people who have flown/will fly with them. Compypilot should perhaps dwell on that. For his sake he'd better not ever share a cockpit or simulator with me, unless he seeks attitude adjustment therapy.....but I digress.
Good, degree-qualified self-improvers will always have a place in the airlines, especially pilots with management and training aspirations. If the raw material is sound, it should not matter whether the route is via a cadetship, or via a few years in GA.
Last edited by Mach E Avelli; 4th Jan 2014 at 03:21.
There can be no greater insult or threat than that by which one infers that they either hope they do, or for the other persons sake they don't, get to share a cockpit or simulator (or both) with one, as either all or some of their superior knowledge, experience, attitude or ideas will no doubt show up the incumbent and shame or embarrass them to the point that they must yield.
This type of insult always starts along the lines of 'So and so had better hope that he or*she never gets to sit next to me on a ... because they'll find themselves... etc'
But I digress.
Of course you could always just accuse someone of being bored on school holidays and tell them to go back to playing Flight sim
This type of insult always starts along the lines of 'So and so had better hope that he or*she never gets to sit next to me on a ... because they'll find themselves... etc'
But I digress.
Of course you could always just accuse someone of being bored on school holidays and tell them to go back to playing Flight sim
Compylot,
Interesting past time and hobby you have developed and I guess hats of for keeping it up for so long.
Does begger the question as to why, surely there are better things to do with your time. I can only conclude a lack of imagination coupled with a perverse personality and chronic boredom.
Interesting past time and hobby you have developed and I guess hats of for keeping it up for so long.
Does begger the question as to why, surely there are better things to do with your time. I can only conclude a lack of imagination coupled with a perverse personality and chronic boredom.
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There's an extremely highly rated school at YSBK which does its CPL training in twins. Is the experience of flying with said instructor worth the extra cost / hassle of getting a CPL in the twin?
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school at YSBK which does its CPL training in twins
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I did my CPL in the Seminole and the twin hours assisted me greatly in getting my second charter job because I didn't have to complete as much ICUS with the chief-pilot to meet their minimum requirements.
Man Bilong Balus long PNG
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ruddegar; I did the same thing but in a Seneca 1.
The Seminole is a far more pleasant a/c to fly.
The Seminole is a far more pleasant a/c to fly.
Multi
If your bare bone on your arse and eating noodles, then this advice may not be the best. If your not, or if you are prepared to drop back to the home brand noodles.
Do a Twin endorsement (apologies for the old jargon), do your Command hours towards the CPL in the twin. Effectively a multi engine command hour for the price difference between the solo twin rate and the solo single rate. All the dual back in the single. That's what you will be flying in your first job anyway so those 20 extra practice forced landings may one day result in a more positive outcome.
Do the flight test in a single and you end up with the identical quals. With the money you save over doing it ALL in the twin, you will be able to drop an egg into the noodles occasionally.
Do a Twin endorsement (apologies for the old jargon), do your Command hours towards the CPL in the twin. Effectively a multi engine command hour for the price difference between the solo twin rate and the solo single rate. All the dual back in the single. That's what you will be flying in your first job anyway so those 20 extra practice forced landings may one day result in a more positive outcome.
Do the flight test in a single and you end up with the identical quals. With the money you save over doing it ALL in the twin, you will be able to drop an egg into the noodles occasionally.
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said school doesn't have any CPL-test singles, so I'd need to cross-hire one somehow.
