JAA CPL Multi engine pre-requisite
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JAA CPL Multi engine pre-requisite
Do you need to have a multi rating before starting the JAA CPL/ME course?
And does the multi CPL give you single engine CPL privileges as well?
And does the multi CPL give you single engine CPL privileges as well?
Join Date: Dec 2005
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Hi
No you don't need to have an MEP, you can do your CPL on a multi engine aircraft and you can do both the CPL bit and the MEP bit in one flight test.
If I recall correctly if you do a Multi CPL the training hours are a minimum of 27 hours, but I stand to be corrected on this.
The licence privilege does indeed cover you for SEP and MEP operations so long as both those class ratings are valid of course.
My test profile was along the lines of a departure, navigation to a pre-determined landmark similar to PPL stuff but more accurate in terms of altitude, heading and speed. Once we had reached our "destination" (comfirming it was the right place) I was diverted, again similar to PPL type diversion ie planned in the air. Along the way I was allowed to use the autopilot but shortly afterwards I was given a simulated engine failure which required the necessary touch drills and checks spoken out loud (as well as disconnecting the autopilot). Once the engine was secure I was asked to do a touch drill air start.
Once at the diversion point we did the air work. Stalls (3 types, fully developed with a recovery when told, approach stall, recovery on first sign, and landing stall, recovery on first sign), steep turns, some limited panel instrument work under the screens with a few recoveries from unusual attitudes, climb, descend, speed up, slow down, compass turns onto headings.
At this point I was asked to position fix, and once happy tracked to a VOR and picked up a couple of radials.
Return to the airfield for some circuits, flapless touch and go followed by simulated engine failure on go around, followed by an asymmetric (simulated) circuit to a low approach and go around followed by a further asymmetric circuit to land.
Everything was my responsibility including all radio work, with the exception of the instrument work under the screens when the examiner controlled the radio. I have heard of some tests where the examiner did a bit more of the radio.
Tea and doughnuts during the de-brief
A bit of a thread creep but hopefully you can compare the above with an SEP CPL experience to help with your decision.
Camel Toe
"Over Macho Grande?"
No you don't need to have an MEP, you can do your CPL on a multi engine aircraft and you can do both the CPL bit and the MEP bit in one flight test.
If I recall correctly if you do a Multi CPL the training hours are a minimum of 27 hours, but I stand to be corrected on this.
The licence privilege does indeed cover you for SEP and MEP operations so long as both those class ratings are valid of course.
My test profile was along the lines of a departure, navigation to a pre-determined landmark similar to PPL stuff but more accurate in terms of altitude, heading and speed. Once we had reached our "destination" (comfirming it was the right place) I was diverted, again similar to PPL type diversion ie planned in the air. Along the way I was allowed to use the autopilot but shortly afterwards I was given a simulated engine failure which required the necessary touch drills and checks spoken out loud (as well as disconnecting the autopilot). Once the engine was secure I was asked to do a touch drill air start.
Once at the diversion point we did the air work. Stalls (3 types, fully developed with a recovery when told, approach stall, recovery on first sign, and landing stall, recovery on first sign), steep turns, some limited panel instrument work under the screens with a few recoveries from unusual attitudes, climb, descend, speed up, slow down, compass turns onto headings.
At this point I was asked to position fix, and once happy tracked to a VOR and picked up a couple of radials.
Return to the airfield for some circuits, flapless touch and go followed by simulated engine failure on go around, followed by an asymmetric (simulated) circuit to a low approach and go around followed by a further asymmetric circuit to land.
Everything was my responsibility including all radio work, with the exception of the instrument work under the screens when the examiner controlled the radio. I have heard of some tests where the examiner did a bit more of the radio.
Tea and doughnuts during the de-brief
A bit of a thread creep but hopefully you can compare the above with an SEP CPL experience to help with your decision.
Camel Toe
"Over Macho Grande?"
