What order should I do my ratings?
06-08-2009, 07:27 PM
#11
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Joined APC: Apr 2007
Posts: 606
Originally Posted by ufgatorpilot
I did mine the same way, and I can't remember whether there was a VFR restriction on the AMEL. I think there would have to be a restriction.
06-09-2009, 01:09 AM
#12
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Joined APC: Jan 2006
Position: Spartan
Posts: 3,652
Originally Posted by esa17
A Private multi is pretty much a waste of money. The best two ways to save money on flight training are to study your six off and then stop trying to reinvent the wing!
There is no benefit to getting the private multi since you can't rent one. Sure you can log multi-pic but thats not going to get you anywhere until you've got much more total time.
With the economy being in the crapper and boatloads of qualified and experienced pilots on the streets you would do best to just take your time. When hiring does resume, you won't be the first call. You won't be the second call, you probably won't even see a job in the first hiring round.
My two easiest checkrides were my commercial multi and then my MEI, don't sweat them unless you're a hack.
One thing I've noticed as an MEI is people all have the same problem when they step up to a twin: speed calibration. When you're a 172 pilot the world gets a lot smaller when you step up to a twin. Spend about 20 hours in a Mooney or Bonanza and that won't be a problem since those singles fly at comperable speeds to most twins.
Lots of people have tried to find a "cheaper better way" to flight train. The only ways to do it are to be born right or to think right. There is no easy way to do this. If there were Gulfstream Academy wouldn't be in such hot water right now.
Here is how I did mine:
PVT (50hrs)
IFR (110 hrs)
COM (300 hrs)
Multi-COM (350)
CFI (500 hrs)
CFII (600)
MEI (1100)
Next week I'll pass my ATP minimums and the checkride is already scheduled for the first week in July. To date I've flow nearly 1500 hours in 30 different aircraft types (not models). Network, study, and strive to be "better" than the next guy, not faster.
There is no benefit to getting the private multi since you can't rent one. Sure you can log multi-pic but thats not going to get you anywhere until you've got much more total time.
With the economy being in the crapper and boatloads of qualified and experienced pilots on the streets you would do best to just take your time. When hiring does resume, you won't be the first call. You won't be the second call, you probably won't even see a job in the first hiring round.
My two easiest checkrides were my commercial multi and then my MEI, don't sweat them unless you're a hack.
One thing I've noticed as an MEI is people all have the same problem when they step up to a twin: speed calibration. When you're a 172 pilot the world gets a lot smaller when you step up to a twin. Spend about 20 hours in a Mooney or Bonanza and that won't be a problem since those singles fly at comperable speeds to most twins.
Lots of people have tried to find a "cheaper better way" to flight train. The only ways to do it are to be born right or to think right. There is no easy way to do this. If there were Gulfstream Academy wouldn't be in such hot water right now.
Here is how I did mine:
PVT (50hrs)
IFR (110 hrs)
COM (300 hrs)
Multi-COM (350)
CFI (500 hrs)
CFII (600)
MEI (1100)
Next week I'll pass my ATP minimums and the checkride is already scheduled for the first week in July. To date I've flow nearly 1500 hours in 30 different aircraft types (not models). Network, study, and strive to be "better" than the next guy, not faster.
06-09-2009, 05:45 AM
#13
Drinkin' coffee...
Joined APC: Sep 2007
Position: P-p-piiilatusss
Posts: 680
This is what I told my new student the other day that is going down this career path:
Private SEL
Instrument SEL
Commercial SEL
CFI SEL
STOP!
Get a job and start instructing! You may have bought yourself X amount of time in a twin however your first job will (should) be teaching someone how to land in a Cessna 152. The key I feel, is to start getting paid to fly ASAP. Then as time moves on you'll be come a more proficient pilot and be better suited to get the Multi-COmmercial. Plus if you work for a flight school with a twin they will more than likely give you a discount on the flight time!
Thennnnn after about 100 hrs of dual given go on ahead and get the CFII and if the need arises, your MEI. No matter how good you are, you are not good enough that your first student you ever have should be an instrument or a multi-engine student. Learn how to teach. If you cannot be effective teaching stalls in the 152 then how on earth are you going to teach Vmc demo's or night time circling approaches? Going this route will ensure that you give your student the best experience and that you do not get yourself in over your head.
People may argue that having all of your instructor ratings at first makes you more marketable and flexible to fly more. That's great but I do not believe that you will be teaching to your full potential with out gaining some basic experience first.
Private SEL
Instrument SEL
Commercial SEL
CFI SEL
STOP!
Get a job and start instructing! You may have bought yourself X amount of time in a twin however your first job will (should) be teaching someone how to land in a Cessna 152. The key I feel, is to start getting paid to fly ASAP. Then as time moves on you'll be come a more proficient pilot and be better suited to get the Multi-COmmercial. Plus if you work for a flight school with a twin they will more than likely give you a discount on the flight time!
Thennnnn after about 100 hrs of dual given go on ahead and get the CFII and if the need arises, your MEI. No matter how good you are, you are not good enough that your first student you ever have should be an instrument or a multi-engine student. Learn how to teach. If you cannot be effective teaching stalls in the 152 then how on earth are you going to teach Vmc demo's or night time circling approaches? Going this route will ensure that you give your student the best experience and that you do not get yourself in over your head.
People may argue that having all of your instructor ratings at first makes you more marketable and flexible to fly more. That's great but I do not believe that you will be teaching to your full potential with out gaining some basic experience first.
06-09-2009, 06:02 AM
#14
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Joined APC: May 2006
Position: 737 CA
Posts: 2,575
I went the cheap way. I had no choice.
Private: SEL (C-152)
Instrument: SEL (C-152)
Commercial: SEL (C-152/C-172RG)
Multi engine: (1964 C-310) I had to demonstrate instrument approaches to fly a multi in IFR conditions.
CFI: (C-152/C-172RG)
CFII: (PA-28-160)
MEI: (Seneca I)
ATP: (Seneca II)
SES: (Piper Cub) Just for fun!
If you get a private MEL, will anyone let you rent the plane? Insurance mins can be pretty restrictive.
Private: SEL (C-152)
Instrument: SEL (C-152)
Commercial: SEL (C-152/C-172RG)
Multi engine: (1964 C-310) I had to demonstrate instrument approaches to fly a multi in IFR conditions.
CFI: (C-152/C-172RG)
CFII: (PA-28-160)
MEI: (Seneca I)
ATP: (Seneca II)
SES: (Piper Cub) Just for fun!
If you get a private MEL, will anyone let you rent the plane? Insurance mins can be pretty restrictive.
06-09-2009, 12:10 PM
#15
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Joined APC: Jan 2009
Posts: 341
Originally Posted by ryan1234
Maybe there was on yours 
Can someone teach me how to multi-quote?
06-09-2009, 03:06 PM
#16
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Joined APC: Jun 2008
Posts: 273
Originally Posted by Slice
The benefit to the private ME is you log all PIC if you get your IFR in a multi. Otherwise, if you're gonna get your instrument in a single, I agree.
06-09-2009, 07:42 PM
#17
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Joined APC: Jun 2008
Position: USAF
Posts: 1,398
Originally Posted by ufgatorpilot
Now that I think about it, there definitely was a restriction on mine and there should have been one on yours too if you did your instrument check in a single engine airplane.
Can someone teach me how to multi-quote?
Can someone teach me how to multi-quote?
Someone did say a while ago that the FAA stopped or started doing the VFR restrictions (I forget which)
Just click the +quote sign to add to... and then when you're down to the last person you want to quote click the "quote" - it should show all of the quotes - I could be wrong (of couse that seldom happens
)
06-10-2009, 01:51 PM
#18
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Joined APC: Apr 2007
Position: B744 FO
Posts: 375
I got Comm-Multi and Comm-Glider and added Comm-Single last. (That was of course before the requirement to do a X-C in class was added to the regs).
I would strongly recommend getting a glider rating and flying them a bit to build time and get some great experience (e.g. all landings are forced-landings, and often into short fields and non-pavement areas) that will help greatly your overall skills as an aviator, especially as prep for the CFI-A certificate.
I would strongly recommend getting a glider rating and flying them a bit to build time and get some great experience (e.g. all landings are forced-landings, and often into short fields and non-pavement areas) that will help greatly your overall skills as an aviator, especially as prep for the CFI-A certificate.
Last edited by 727gm; 06-10-2009 at 06:32 PM.
06-10-2009, 02:09 PM
#19
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Joined APC: Jan 2006
Position: Spartan
Posts: 3,652
Originally Posted by esa17
It doesn't matter if you have 300 multi if you only have 450 TT. The fact is there are plenty of pilots on the streets with thousands of both and they will get the jobs first. Why spend the huge amount of money on that multi time when you can wait, get your MEI, and get paid to do it?
06-10-2009, 07:12 PM
#20
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Joined APC: Jan 2009
Posts: 341
Originally Posted by ryan1234
Just click the +quote sign to add to... and then when you're down to the last person you want to quote click the "quote" - it should show all of the quotes - I could be wrong (of couse that seldom happens)
)
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