CPL multi or single?
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CPL multi or single?
I am sorry if this has been discussed before but I couldn't find it. Is there any differences, advantages/disadvantages by doing the CPL single engine and then IR multi engine and ad multi to the CPL or is it better to do the CPL multi initially?
Cheers
Cheers
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single
just do it on a single and save yourself some money. also, its quite a jump to try and fly to the accuracy standards if you have not flown a multi before. possible but may take some extra time and hence money.
if have built your hours on a pa28, the arrow (for arguments sake) is not too much of a culture shock.
i don't think a prospective airline employer will care that you did your cpl on a multi.
if have built your hours on a pa28, the arrow (for arguments sake) is not too much of a culture shock.
i don't think a prospective airline employer will care that you did your cpl on a multi.
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Yes, Google can.
2nd response from typing "CPL Skill Test" into the box.
http://www.caa.co.uk/docs/33/SRG_FCL_03_A.PDF
2nd response from typing "CPL Skill Test" into the box.
http://www.caa.co.uk/docs/33/SRG_FCL_03_A.PDF
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Nick,
As to whether you wish to complete a single or multi CPL, it's down to a number of things, cash included.
I believe (although I could be corrected) that you need a valid MEP rating before starting a multi IR. This being accurate, the choice is between a singe CPL (25 hrs) followed by an MEP (8 hours), or combining the 2 as a Multi CPL (28 hours).
In simple terms this saves 5 hours of single engine time, but if only it were that simple.
I did a multi engine CPL and found that you need to be spot on with single work before transitioning to multi work, because if you can't navigate or fly with accuracy or on basic instruments, by that stage, the learning will be very expensive. Fixing errors flying a multi costs an eye watering amount of money.
I managed my CPL with 21 hours on the single and exactly 8 hours multi getting a first series pass. My failure on my first attempt was asymetric work unsurprisingly. I am however aware of colleagues who needed 50ish hours to complete their multi CPL.
The problem is nobody tries one course and then the other. It may simply come down to whether or not you prefer PFL's in a single or asymetric circuits, go-arounds and engine shut downs in a multi, because that is fundamentally the only difference between the two.
Regards,
Obs cop
As to whether you wish to complete a single or multi CPL, it's down to a number of things, cash included.
I believe (although I could be corrected) that you need a valid MEP rating before starting a multi IR. This being accurate, the choice is between a singe CPL (25 hrs) followed by an MEP (8 hours), or combining the 2 as a Multi CPL (28 hours).
In simple terms this saves 5 hours of single engine time, but if only it were that simple.
I did a multi engine CPL and found that you need to be spot on with single work before transitioning to multi work, because if you can't navigate or fly with accuracy or on basic instruments, by that stage, the learning will be very expensive. Fixing errors flying a multi costs an eye watering amount of money.
I managed my CPL with 21 hours on the single and exactly 8 hours multi getting a first series pass. My failure on my first attempt was asymetric work unsurprisingly. I am however aware of colleagues who needed 50ish hours to complete their multi CPL.
The problem is nobody tries one course and then the other. It may simply come down to whether or not you prefer PFL's in a single or asymetric circuits, go-arounds and engine shut downs in a multi, because that is fundamentally the only difference between the two.
Regards,
Obs cop
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I did the CPL on the multi but that was only because I had done the IR first.
I couldn't be bothered having to learn a heap more speeds and aircraft data. When I found out that you didn't have to muck about with PFL's and Glide approaches that was the matter settled.
I couldn't be bothered having to learn a heap more speeds and aircraft data. When I found out that you didn't have to muck about with PFL's and Glide approaches that was the matter settled.
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I have to agree with some of the above. Doing your CPL on a twin will be of no benefit in the long run. Things happen very quickly on the twin if you are not used to it so things like navigation and diversions are made slightly more difficult.
Think of the cost as well, which has already been mentioned, if you partial your test, or even fail it then an expensive day out turns into a very expensive day out. Ok if you have cash to burn of course.
I would hazzard a guess that most people want to do a multi CPL for the extra twin time, well to be honest an extra few hrs in a twin is not going to impress anyone who receives your CV. what's the difference between 40hrs on the twin and 45hrs? Absolutely nothing. Save your money and do it on a single.
D777
Think of the cost as well, which has already been mentioned, if you partial your test, or even fail it then an expensive day out turns into a very expensive day out. Ok if you have cash to burn of course.
I would hazzard a guess that most people want to do a multi CPL for the extra twin time, well to be honest an extra few hrs in a twin is not going to impress anyone who receives your CV. what's the difference between 40hrs on the twin and 45hrs? Absolutely nothing. Save your money and do it on a single.
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obs
I believe (although I could be corrected) that you need a valid MEP rating before starting a multi IR.
Apparently it cut down some CPL IF time. Or something like that, not sure of the details.
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James you shouldn't have been able to do that.
You need the MEP test cert in your hand you just don't need it issued.
Once you have the IR which will be a 55 hour course you only have to do a 15 hour CPL course.
I think it cost me only 350 quid extra to do it on the twin years ago with LFS.
There is an extended CPL course where you do a combined CPL and MEP.
From my experence after the IR the only thing which is extra compared to the IR was the visual nav. Which you can make life easy on by just flying everwhere at 120knts. All the other exercises are just a repeat of what you have done already apart from the engine failure which you look out the window instead of at the instruments.
You need the MEP test cert in your hand you just don't need it issued.
Once you have the IR which will be a 55 hour course you only have to do a 15 hour CPL course.
I think it cost me only 350 quid extra to do it on the twin years ago with LFS.
There is an extended CPL course where you do a combined CPL and MEP.
From my experence after the IR the only thing which is extra compared to the IR was the visual nav. Which you can make life easy on by just flying everwhere at 120knts. All the other exercises are just a repeat of what you have done already apart from the engine failure which you look out the window instead of at the instruments.
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Mad jock
The rules may have changed since i did it, which was in 2003.
It was Bristol FS with the CAA examiner based there, who was fully aware of the training programme. He actually tested me on the IR and then 2 hours later took me up for the MEP test.
Is there something in lasors on that, just thought it was a 170A needed before test.
It was Bristol FS with the CAA examiner based there, who was fully aware of the training programme. He actually tested me on the IR and then 2 hours later took me up for the MEP test.
Is there something in lasors on that, just thought it was a 170A needed before test.
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I did my multi IR test, then a combined multi CPL and MEP test.
This was in 2006! It was definitely possible, but the point was even though the test was a pass it had to be logged as Dual.
This was in 2006! It was definitely possible, but the point was even though the test was a pass it had to be logged as Dual.
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Why not do your Multi Engine rating whilst hour building then do your CPL when you have enough PIC hours. You will surely have overcome most of the initial issues with aircraft handling and familiarity with twin procedures by this point.
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Thanks everyone for your responses/advice. I am actually doing a conversion so I already have some multi experience. I was just wondering if there was a difference between doing the CPL single or multi. I have decided to do it single.
I have it pretty much nailed down between either Bristol or Stapleford, suggestions? (I may start a Thread on this)
Cheers
I have it pretty much nailed down between either Bristol or Stapleford, suggestions? (I may start a Thread on this)
Cheers
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Nasib is still there - and he is still the man for the IR's
With regards to Bristol, the guys I went thru the course with did:
1st - MEP
2nd - IR - Then do IR test
3rd to 10hrs in the arrow then 5 hrs in the seneca and then combine the CPL/MEP tests and I believe it was cost effective for the guys who chose that option.
The majority I believe didnt do it for the extra multi hours tho Deano777, they did it cause they were ****ting themselves when it came to PFL's so chose to go in the senecas
With regards to Bristol, the guys I went thru the course with did:
1st - MEP
2nd - IR - Then do IR test
3rd to 10hrs in the arrow then 5 hrs in the seneca and then combine the CPL/MEP tests and I believe it was cost effective for the guys who chose that option.
The majority I believe didnt do it for the extra multi hours tho Deano777, they did it cause they were ****ting themselves when it came to PFL's so chose to go in the senecas
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Ive talked to Bristol and they told me they only do it single and that there is no difference. It will also safe me some money. I think I am going to go with Bristol. If anyone knows of some advantages of doing it multi or any experience with Bristol concerning conversions please let me know.
Cheers
Cheers
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So you *haven't* decided then?
Did you get any good tips from the link that ayush sent - or work out the differences in the exercises required (as listed in the Standard Doc)?
Having read that Standards Document - how can you agree with Bristol that it makes no difference?
Did you get any good tips from the link that ayush sent - or work out the differences in the exercises required (as listed in the Standard Doc)?
Having read that Standards Document - how can you agree with Bristol that it makes no difference?