difete
New Member
I went to their Birmingham location and got the Multi-Commercial-Instrument addon. I write this in the forum to inform those who are interested in ALLATPS to know in detail how they operate.
This is a 4 day course, I was a little concerned about my abilities to learn to fly a multi in only 4 days and approx 8 hours before the checkride. But it all went smooth and the instruction was A++
First I live in Memphis, so a drive to Birmingham was 4 hours, and stayed at a Super 8 motel. The motel was not the best, but good enough for a 4 day stay.
The first day (2/07/03). The weather that day had low ceilings and was really rainy. My instructor did not feel confident enough to go flying because the freezing level was pretty low. Tops were forecast at 4000ft and a ceiling of 1000ft. So he just gave me 3-4 hours of ground, where we reviewed the Suplement they send you in advance of the start date, and all the performance charts for the airplane. Pretty much what they teach you, you will be asked in the Checkride oral exam, so its not a tough oral for the multi addon. That same day I met the examiner. He used to fly F-4 Phantoms, and now he is a Fedex captain flying the DC-10s. He was really friendly, and a very easy going person.
The second day (2/08/03) The weather was starting to break up, and once we were ready for takeoff, skies were scattered. We were flying a Piper Seminole year 2000, tail number N127AT. The controls and layout of the seminole are very intuitive, and easy to locate arround the cockpit. We took off and went to the practice area. Once we were in the air, all my concerns disaperared. An airplane is an airplane, no matter if its a multi or a single, once you fly it, you will know what I mean. I was also excited about the disapearance of the left turning tendencies like the ones you expirience in singles. I was excited to see a cruise speed of 140 KIAS and a climb of 1800-2000fpm. I also realized that it requires a more careful flying to stay ahead of the airplane, as speeds really get you going fast.
We practiced steep turns, and one thing to observe here is that the maneuvering speed (Va) for the seminole is 130KIAS, so any error on the steep turn will cause an almost instant 200 feet loss of altitude during the maneuver. This was the toughest maneuver for me. We also did power off and on stalls, and he pulled an engine out
, I did all the required cheks to feather it and and get best performance of the operating one, and all went smooth. It really wasn't that catastrophic to loose an engine, but the decrease in performance was really obvious.
Then we did the Vmc demo (not a very hard maneuver at all), followed by slow flight, and at the end we shot two ILS approaches, one with both engines, and another without one of the engines. That was cool, and I had a great time. The instructor said that was the format of the checkride, and we would be practicing this every day.
Day Three (2/09/03) we did three sessions of 2 hours each that day, it was exhousting, but after all that training, I felt confident on the airplane.
Day Four (2/10/03) Day of the checkride. The weather was not good again, but the examiner filed for us an IFR flightplan with boundaries on two radials of the Vulcan VOR and the airport for maneuvering and a block from 3000 to 6000ft. That was neat, I managed to log PIC multi in actaul IFR for the checkride!!
All went smooth, having the examiner on board was like having a friend in there, and I felt very confident on every maneuver except on steep turns. But all went well, and that day I became a Commercial Single and Multi Engine Instrument Pilot. Man!! that sounds glorious!!
Well I hope this helps you guys interested in ALLATPS get a glance of the Multi Engine addon course they offer. Email me if you guys have any questions. I want to thank all the people dedicated to these forums, they were very helpful in helping me decide which path to take to get my liscences.
For the record:
I visited Flight Safety and Panam Flight Academy, but they were very expensive. I decided to go the FBO route upto my commercial single engine instrument rating, and then do the 10 hour Multi addon. Now im saving to go get the Total CFI addon ALLATPS offer, im planning to go around March 3rd.
Well thats all folks!!
And remember that if I
could do this you can too!
QUOTE: There are old pilots, and there are bold pilots, but there are no old bold pilots!!
This is a 4 day course, I was a little concerned about my abilities to learn to fly a multi in only 4 days and approx 8 hours before the checkride. But it all went smooth and the instruction was A++
First I live in Memphis, so a drive to Birmingham was 4 hours, and stayed at a Super 8 motel. The motel was not the best, but good enough for a 4 day stay.
The first day (2/07/03). The weather that day had low ceilings and was really rainy. My instructor did not feel confident enough to go flying because the freezing level was pretty low. Tops were forecast at 4000ft and a ceiling of 1000ft. So he just gave me 3-4 hours of ground, where we reviewed the Suplement they send you in advance of the start date, and all the performance charts for the airplane. Pretty much what they teach you, you will be asked in the Checkride oral exam, so its not a tough oral for the multi addon. That same day I met the examiner. He used to fly F-4 Phantoms, and now he is a Fedex captain flying the DC-10s. He was really friendly, and a very easy going person.
The second day (2/08/03) The weather was starting to break up, and once we were ready for takeoff, skies were scattered. We were flying a Piper Seminole year 2000, tail number N127AT. The controls and layout of the seminole are very intuitive, and easy to locate arround the cockpit. We took off and went to the practice area. Once we were in the air, all my concerns disaperared. An airplane is an airplane, no matter if its a multi or a single, once you fly it, you will know what I mean. I was also excited about the disapearance of the left turning tendencies like the ones you expirience in singles. I was excited to see a cruise speed of 140 KIAS and a climb of 1800-2000fpm. I also realized that it requires a more careful flying to stay ahead of the airplane, as speeds really get you going fast.
We practiced steep turns, and one thing to observe here is that the maneuvering speed (Va) for the seminole is 130KIAS, so any error on the steep turn will cause an almost instant 200 feet loss of altitude during the maneuver. This was the toughest maneuver for me. We also did power off and on stalls, and he pulled an engine out
Day Three (2/09/03) we did three sessions of 2 hours each that day, it was exhousting, but after all that training, I felt confident on the airplane.
Day Four (2/10/03) Day of the checkride. The weather was not good again, but the examiner filed for us an IFR flightplan with boundaries on two radials of the Vulcan VOR and the airport for maneuvering and a block from 3000 to 6000ft. That was neat, I managed to log PIC multi in actaul IFR for the checkride!!
Well I hope this helps you guys interested in ALLATPS get a glance of the Multi Engine addon course they offer. Email me if you guys have any questions. I want to thank all the people dedicated to these forums, they were very helpful in helping me decide which path to take to get my liscences.
For the record:
I visited Flight Safety and Panam Flight Academy, but they were very expensive. I decided to go the FBO route upto my commercial single engine instrument rating, and then do the 10 hour Multi addon. Now im saving to go get the Total CFI addon ALLATPS offer, im planning to go around March 3rd.
And remember that if I
QUOTE: There are old pilots, and there are bold pilots, but there are no old bold pilots!!
