CPL/IR - MEP vs SEP
Why do it if it's not fun?
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CPL/IR - MEP vs SEP
Having completed the PPL, exams and hour-building (I haven't yet, but I'm very close), the next thing to do is to get a multi-engine CPL/IR. It seems to me that there are two basic ways of doing this (no doubt with numerous variations):[list=1][*]Do a multi-engine CPL and IR[*]Do a single-engine CPL and IR, then convert them to multi-engine[/list=1]
What would be the difference between these two methods? A few questions I can think of to start with:
Thanks!
FFF
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What would be the difference between these two methods? A few questions I can think of to start with:
- What is the minimum number of hours for each license/rating, and therefore what is the total for each route?
- What is a reasonable cost for each route?
- Are there any differences in the privileges of the resulting licenses and ratings? E.g. does doing all the tests on a multi-engine restrict what you can do in a single-engine in any way?
- Any obscure regulatory problems? E.g. if I were to consider getting an FAA IR and converting it, would the same choice still exist, with the same implications?
Thanks!
FFF
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Might as well do them both on the MEP as you are going to have to do it sometime so why not do it now. Also once you hae the MEP rating you can then do the CPL/IR priviledges on a SEP anyway. All the integrated schools do it this way and for a reason as you get the CPL to get used to the plane and then use the skills of handling in the IR. That is what the big boys look for so why not start as you mean to go on, i,e. on the MEP.
Plus and the most important bit - flying a MEP is very good fun and for most people more enjoyable cos it is more complex. I felt pretty good when I did an Asymmetric NDB cos you know you have completed a challenge and you are good enough.
Flying is meant for enjoyment.
Plus and the most important bit - flying a MEP is very good fun and for most people more enjoyable cos it is more complex. I felt pretty good when I did an Asymmetric NDB cos you know you have completed a challenge and you are good enough.
Flying is meant for enjoyment.
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FFF
I’m afraid I cannot provide any opinions on this one way or another, being as I am in exactly the same position as you. Funnily enough I was planning to make a similar query to your own shortly. One of my concerns was that I would assume that such a route makes the CPL skills test more difficult, since I would presume it would also include elements exclusive to twin operations i.e. asymmetric flight and as a result may lead to a need for even more additional CPL training than would normally be anticipated.
There is also the possibility that you will be more likely to fail the test as a result I assume. You hear a lot of talk on these pages about the need for modular guys to maintain a record of first time passes in flight tests and if there is truth in this (which makes sense) then it might be preferential to “protect the downside” and make things as simple for yourself as possible.
That said it does seem like common sense to roll the 2 into one from a financial point of view.
I would also be interested in hearing others opinions on this. The only remark I found unusual in your post was your understanding that most people chose option 1. I would have thought far more people actually go for option 2, but perhaps I am wrong.
I’m afraid I cannot provide any opinions on this one way or another, being as I am in exactly the same position as you. Funnily enough I was planning to make a similar query to your own shortly. One of my concerns was that I would assume that such a route makes the CPL skills test more difficult, since I would presume it would also include elements exclusive to twin operations i.e. asymmetric flight and as a result may lead to a need for even more additional CPL training than would normally be anticipated.
There is also the possibility that you will be more likely to fail the test as a result I assume. You hear a lot of talk on these pages about the need for modular guys to maintain a record of first time passes in flight tests and if there is truth in this (which makes sense) then it might be preferential to “protect the downside” and make things as simple for yourself as possible.
That said it does seem like common sense to roll the 2 into one from a financial point of view.
I would also be interested in hearing others opinions on this. The only remark I found unusual in your post was your understanding that most people chose option 1. I would have thought far more people actually go for option 2, but perhaps I am wrong.
Why do it if it's not fun?
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Cricketer,
You've given good reasons why most people go for the first route.
Everything you've said is true. Especially the last bit: "Flying is meant for enjoyment." Can't agree more. It seems that you and I have a different idea of enjoyment though... not that that's a problem, of course! I've only got 5 hours of MEP time, but it was probably the most boring 5 hours I've spent in the air so far. Don't get me wrong - it was far more enjoyable than almost anything I've ever done on the ground (a few very important exceptions noted) - but I'd much rather be buzzing around the sky in something which is going to respond when I move the controls. 
Of course, we all like different things, which is one of the things which makes flying so great....
Can anyone answer any of my specific questions, though?
(Oh, the counter-argument, for doing the training on SEP first, is the issue of how you're going to use the license. I own a share in a SEP. Large numbers of us will work as instructors, flying SEPs, before moving onto bigger things. I really can't see me ever flying a multi-engined aircraft except for training, until I'm at the stage where I'm close to being offered a job flying a multi-engined aircraft. And MEP IR annual renewals are, from what I've heard, not something to be enjoyed - especially if you're not current!
)
FFF
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You've given good reasons why most people go for the first route.
Everything you've said is true. Especially the last bit: "Flying is meant for enjoyment." Can't agree more. It seems that you and I have a different idea of enjoyment though... not that that's a problem, of course! I've only got 5 hours of MEP time, but it was probably the most boring 5 hours I've spent in the air so far. Don't get me wrong - it was far more enjoyable than almost anything I've ever done on the ground (a few very important exceptions noted
) - but I'd much rather be buzzing around the sky in something which is going to respond when I move the controls. Of course, we all like different things, which is one of the things which makes flying so great....Can anyone answer any of my specific questions, though?
(Oh, the counter-argument, for doing the training on SEP first, is the issue of how you're going to use the license. I own a share in a SEP. Large numbers of us will work as instructors, flying SEPs, before moving onto bigger things. I really can't see me ever flying a multi-engined aircraft except for training, until I'm at the stage where I'm close to being offered a job flying a multi-engined aircraft. And MEP IR annual renewals are, from what I've heard, not something to be enjoyed - especially if you're not current!
)FFF
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I stand to be corrected, but my understanding is that if you do the IR on a SEP, you will need to do it again with the CAA examiner on the MEP.
I calculate that the cost of EACH test on an MEP is in the region of £1000 - 1500, allowing for the CAA fee and aircraft hire, approach fees etc etc. You really don't want to redo them many times.......
S
I calculate that the cost of EACH test on an MEP is in the region of £1000 - 1500, allowing for the CAA fee and aircraft hire, approach fees etc etc. You really don't want to redo them many times.......
S
