The International Cessna^® 170 Association

Hi guys,

I need some advice. I need to get my multi-engine commercial certificate by the end of January and I need to know the most efficient and cost effective method to do this. Presently I am a PP single engine land and sea. I meet all of the prerequisites for commercial and multi.

Would it be more advantageous to get my commercial certificate in a single and then go get a multi engine rating and fly the multi check ride to commercial standards or would it just be best to go ahead and do everything in the multi engine airplane?

Please opinions wanted.

Hello. I'm a part-time professional CFI, and I like these kinds of "cases" because I like to see people advance in aviation. I'm going to start by begging the question, because your motivations can really change the answer.

WHY do you need a commercial multi by January? Do you just need the ticket for a job, or do you actually want TRAINING? These things really matter.

If you just need the certificate, there are any number of "ticket factories" that will reach that goal in minimum time and at a fixed price. Their training meets the Practical Test Standard (PTS) -- BARELY. The PTS minimums are just that: minimums. They're the equivalent to a D- grade. If that's good enough, then a ticket factory may be an option.

If you want real training where you'll be proficient upon completion, then you'll want to look to a different type of flight school. These are typically more expensive, but you'll find it worth the money in terms of dollar invested versus actual learning gained. This type of training is often found in smaller flight schools with personalized training. Its the style I model my own practice after.

With all that said, and not knowing your motivations, I think your best bet would be getting a commercial SEL, with an MEL as an add-on. Often the linchpin is finding a complex SEL airplane in which to take the practical test. Multi time is considerably more expensive, and that may be your most cost-effective method. However, if you need multi hours for a job, then perhaps getting your Private Multi followed by the Commercial may be a better option. Your initial commercial could be in an SES, if the water isn't too hard where you live, like it is right now in Alaska. Retractable water rudders (plus flaps and prop) make many SES airplanes qualify as "complex."

You may also want to consider adding flight instructor certificate(s) immediately following the commercial. The practical tests are very much the same, only from the opposite seat in the aircraft. The body of knowledge is considerably higher (meaning the oral for initial CFI is often very difficult), but the flight proficiency is not much different.

Clear as mud? I hope this helps. You asked for opinions ... most of us know what opinions are like; we've all got one and they all stink!
-Scott

Do you need Commercial SEL and MEL, or just the MEL? If both, then do the Commercial work in a SEL aircraft, then add the Multi. If you don't foresee doing any flying for hire in single-engine, then maybe it'd be quickest to go straight for the Multi.

The multi-engine rating will be the easiest rating you ever earned, but it costs the most per hour to obtain. I'd recommend you obtain your commercial single-engine, then take the commercial multi-check ride.

gahorn wrote:The multi-engine rating will be the easiest rating you ever earned, but it costs the most per hour to obtain. I'd recommend you obtain your commercial single-engine, then take the commercial multi-check ride.

That's the way I did it....Got my multi in a B-55 Barron.....didn't realy learn to fly multi until a friend in a Apache with two 150's took me up......Brad

Some thoughts on this subject:

In order to earn a Commercial Pilot Certificate in an airplane, one must do that first check ride in an airplane with retractable gear. There are a lot of professional pilots out there who fly multiengine airplanes and have no Commercial, single engine privileges. A person could spend the money to obtain a Commercial ticket with single engine privileges and pay for a number of hours of retractable gear to do it...and then take the training for the multi-engine rating in a twin with retractable gear.

Some pilots have preferred to prove their knowledge of retractable gear operations, normal and emergency and their knowledge of retractable gear systems using a light twin engine airplane and then follow up by taking the training for and the testing for the single engine privileges on the Commercial Certificate in a light single engine, plain vanilla, fixed gear, fixed pitch prop, low horsepower inexpensive airplane for a combined package that is a whole lot less expensive than earning the single and then the multiengine ratings.

On the other side of the coin, I've heard some argue that having the skills and knowledge built in the single engine airplane complies better with the "building blocks of knowledge" theory. I've personally put a number of folks through with the less expensive multi-engine Commercial first and seen it work out very well. A student of an instructor student of mine accomplished his first Commercial ticket in a PA31-350 followed by training and checking for the single privileges in a Cessna 182.

It is interesting to add up the costs of training and checking in the single first versus the multi-engine first.

Peace!

As I recall, many years ago my daughter salvaged her expiring ATP written exam by taking her flight check, at my suggestion, in aC-150 and passed it.
I used to kid her about being Captain of a C-150.

blueldr wrote:As I recall, many years ago my daughter salvaged her expiring ATP written exam by taking her flight check, at my suggestion, in aC-150 and passed it.
I used to kid her about being Captain of a C-150.

Hey! That's a higher rating than a C-130 ain't it??? (WE must REALLY be good!)

Thanks for all the addvice. I will let you all know the motivation at a latter date.

Bill Hart wrote:Thanks for all the addvice. I will let you all know the motivation at a latter date.

Wanna bet that I already know?

This advice is probably too late but you did not mention if you have an instrument rating. If you get a commercial SEL or MEL without instrument, you will be limited to 50 miles and day commercial priviledges if I remember correctly. I don't have my book with me tonight but I remember that there is at least some requirement for instrument time in excess of 3 hours to qualify you for commercial. It would be really smart to compare the part 61 commercial flight training and experience requirements to what you already have. You should get with a knowledgable/reliable CFI who can look at your logbook and help you figure out the best plan. Also, I have noticed that ATP (large flight school) has advertised really low rates for multi training recently, probably due to economy. Yes, some might call them a factory but they have a pretty good reputation and after all it is a license to learn. Good luck.