Multi-Enginge Rating vs Multi-Engine Commercial

[ComplexHiAv8r]

Ok, question in 61.127 related to doing the CMEL first. (sorry for length)

3(i) Ten hours of instrument training using a view-limiting device including attitude instrument flying, partial panel skills, recovery from unusual flight attitudes, and intercepting and tracking navigational systems. Five hours of the 10 hours required on instrument training must be in a multiengine airplane;

So this states only 5 of the 10 needed in ME (used for reference for next item)

(4) 10 hours of solo flight time in a multiengine airplane or 10 hours of flight time performing the duties of pilot in command in a multiengine airplane with an authorized instructor (either of which may be credited towards the flight time requirement in paragraph (b)(2) of this section), on the areas of operation listed in §61.127(b)(2) of this part that includes at least— (i) One cross-country flight of not less than 300 nautical miles total distance with landings at a minimum of three points, one of which is a straight-line distance of at least 250 nautical miles from the original departure point. However, if this requirement is being met in Hawaii, the longest segment need only have a straight-line distance of at least 150 nautical miles; and
(ii) 5 hours in night VFR conditions with 10 takeoffs and 10 landings (with each landing involving a flight with a traffic pattern) at an airport with an operating control tower.

Does the XC have to be in ME? in 3iii and 3iv you have the daylight and nitetime XC of 2+ hours. I have heard both ways from CFI related to this item.

Thanks

 

[Brian Z]

Ok, question in 61.127 related to doing the CMEL first. (sorry for length)


So this states only 5 of the 10 needed in ME (used for reference for next item)




Does the XC have to be in ME? in 3iii and 3iv you have the daylight and nitetime XC of 2+ hours. I have heard both ways from CFI related to this item.

Thanks

If it is your initial commercial than yes it has to be in a multi.

 

[ComplexHiAv8r]

If it is your initial commercial than yes it has to be in a multi.

Thanks, if I was doing CSEL first does it have to be in complex aircraft??

 

[Brian Z]

Take a look at 61.129. I would say no IF you have the required 10 hours of training in a complex aircraft. All the other subparts just say "single enginge".

 

[Xiph]

From what you are all saying, it sounds like once I get my Private and my instrument, I could go straight to the ME-Commercial (once I did some time building)

Another question, does a Commercial ME also let you fly Single Engine planes commercially?

Thanks

You don't even have to wait to get your instrument. You could do Private-Private Multi-Instrument (in a Multi)-Commercial Multi. The advantage to this would be that all your instrument and commercial training would be loggable as multi PIC, which, if you want to go to the airlines, is useful. You'll also get more total multi time out of it as well. The downside is that since it's a multi, you'll spend a fair amount more doing it (which is why it's not the common route).

And if you chose to do it that way, you would have to get a commercial single add-on if you wanted the ability to fly a single engine plane commercially (i.e. to instruct in a single).

 

[Joepilot84]

Thanks, if I was doing CSEL first does it have to be in complex aircraft??

You can split the check ride into a fixed gear part (for maneuvers) and a complex single (for the pattern work and power off 180) check the PTS it will outline this for you. Thats the way I usually set it up for students. Check with the examiner though, some have specific ways of doing things, but Ive never seen one that was opposed to swapping airplanes during the check.

 

[Joepilot84]

You don't even have to wait to get your instrument. You could do Private-Private Multi-Instrument (in a Multi)-Commercial Multi. The advantage to this would be that all your instrument and commercial training would be loggable as multi PIC, which, if you want to go to the airlines, is useful. You'll also get more total multi time out of it as well. The downside is that since it's a multi, you'll spend a fair amount more doing it (which is why it's not the common route).

And if you chose to do it that way, you would have to get a commercial single add-on if you wanted the ability to fly a single engine plane commercially (i.e. to instruct in a single).

This is how ATP structures it.