Advantage of training on old MEP
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Advantage of training on old MEP
Hello,
Anyone can notice that most schools are switching to modern Diamond Aircraft for their professional training, up to the DA42.
Previously, people used to fly on what I will call "old MEP" aircraft, that is to say be58, pa30, pa44, pa34, or even c310...
Some schools choose to train their cadets on old MEP aircraft. For example, the French ENAC voluntarily keeps many Beech Baron 58 for their national students. Which is very expensive (I'm told they cost anywhere between 800 and 1k per hour)
I am wondering what the advantages of this expensive choice would be. I'm convinced that there are many but not sure exactly which and maybe missing some of them so hence my question.
Will our skills as a pilot be better if trained with a Baron than compared with a DA42 ? If so, which, why, and by how much ?
Would you say it is worth the extra cost ? I'm told the CPL ME IR (in a private school) would go up 15k, from 35k to 50k. (By the way, which is basically the price of a CPL ME IR at L3)
Note : these aircraft can have (or not) EFIS instrumentation, contrarily to the DA42 which is all G1000.
After having flown both EFIS and analog I'm pretty convinced that analog instrumentation can be very unprecise so it's harder to fly. Plus it requires more attention, for instance in an NDB approach where the RMI indication cannot be shown directly on the HSI.
A simple eADI and eHSI can solve this problem.
Thank you
Anyone can notice that most schools are switching to modern Diamond Aircraft for their professional training, up to the DA42.
Previously, people used to fly on what I will call "old MEP" aircraft, that is to say be58, pa30, pa44, pa34, or even c310...
Some schools choose to train their cadets on old MEP aircraft. For example, the French ENAC voluntarily keeps many Beech Baron 58 for their national students. Which is very expensive (I'm told they cost anywhere between 800 and 1k per hour)
I am wondering what the advantages of this expensive choice would be. I'm convinced that there are many but not sure exactly which and maybe missing some of them so hence my question.
Will our skills as a pilot be better if trained with a Baron than compared with a DA42 ? If so, which, why, and by how much ?
Would you say it is worth the extra cost ? I'm told the CPL ME IR (in a private school) would go up 15k, from 35k to 50k. (By the way, which is basically the price of a CPL ME IR at L3)
Note : these aircraft can have (or not) EFIS instrumentation, contrarily to the DA42 which is all G1000.
After having flown both EFIS and analog I'm pretty convinced that analog instrumentation can be very unprecise so it's harder to fly. Plus it requires more attention, for instance in an NDB approach where the RMI indication cannot be shown directly on the HSI.
A simple eADI and eHSI can solve this problem.
Thank you
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Yes, I do find that interesting, especially as the manufacturers have told certain schools that the hours they are flying are taking them into uncharted territory with regard to maintenance and supply issues (I believe the aircraft was designed for short trips with golf clubs in the back). On a personal note, I'm all for glass cockpit, but the G1000 is awful and certainly not intuitive. Given that choice, I would prefer steam driven instruments....
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Avionics aside, the only difference I see is the numbers of levers you have to work with.
Training on a DA42 does not mean you can't fly a Baron or a Seneca. A couple of hours with an instructor and you are good to go. A King Air, which is a turboprop aircraft, requires a type rating and turbines are easier to manage than piston engines anyway.
Your skills will depend on your attitude. Are you a trainable person? Yes? Then you won't have issues.
Lufthansa use DA42 and for the latter stages of training a Citation.
Training on a DA42 does not mean you can't fly a Baron or a Seneca. A couple of hours with an instructor and you are good to go. A King Air, which is a turboprop aircraft, requires a type rating and turbines are easier to manage than piston engines anyway.
Your skills will depend on your attitude. Are you a trainable person? Yes? Then you won't have issues.
Lufthansa use DA42 and for the latter stages of training a Citation.
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There are also differences with the number of systems you have to manage.
On a Baron you have a fuel powered heater that can burn if you forget to properly feed it with enough air. You also have boots deicing that you need to use at a specific time in order for it to work.
You also have much more power, so this brings both advantages (you can easily climb n-1) but also disadvantages (you can more easily exceed vne)..
This kind of dangers make the baron a bit more worrying that a diamond aircraft.
On a Baron you have a fuel powered heater that can burn if you forget to properly feed it with enough air. You also have boots deicing that you need to use at a specific time in order for it to work.
You also have much more power, so this brings both advantages (you can easily climb n-1) but also disadvantages (you can more easily exceed vne)..
This kind of dangers make the baron a bit more worrying that a diamond aircraft.
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I don't know the Baron, I did my multi-engine training on a P2006T, which is a pure trainer. I really don't see the benefits in using an expensive Baron especially considering the more complicated systems. The aim of multi-engine rating program consists of 6 hours and the aim is to familiarise the trainer with asymmetric thrust flying. Something similar with the Multi-Engine IR program: the aim is to fly the procedures correctly in normal and OEI conditions. The handling of such systems just increase the workload with no benefit that can be taken from it during initial multi-engine and IR training.
Another reason why the Baron is not used in Europe is that of Eurocontrol navigation fees. The Baron has a MTOW exceeding 2 tonnes and it burns expensive Avgas fuel. Definitely a no go for most schools.
This is why the DA42 and P2006T are succeeding in the training industry: they're light and they burn cheap Jet-A1 or Mogas. Piper is also working on a diesel version of the Seminole.
Another reason why the Baron is not used in Europe is that of Eurocontrol navigation fees. The Baron has a MTOW exceeding 2 tonnes and it burns expensive Avgas fuel. Definitely a no go for most schools.
This is why the DA42 and P2006T are succeeding in the training industry: they're light and they burn cheap Jet-A1 or Mogas. Piper is also working on a diesel version of the Seminole.
