What order should I get my ratings in?

Slugger

Slugger

Well-Known Member
Well, I'm not sure if I am going to go to college for aviation. I probably won't (I'll probably go for ATC).

Anyways, which order is better to get these ratings?
PPL-Multi-Instrument
PPL-Instrument-Multi

I have looked around on a couple websites (like the ATP school, just to get an idea) and they didn't really say. I'll probably be able to make enough money for my multi right when I get my PPL (around October). It'd take me awhile to get enough money ($8,000?) to get my instrument rating.

Thanks.
 
Private Single
Instrument Single
Commercial Multi Instrument /Single Add on


You could do Private Single and then towards the end add on your multi, or just start RIGHT into the multi, (not advised though)- Learning curve to hop right into a twin with no experience is pretty tough.
 
BTAcola said:
Private Single
Instrument Single
Commercial Multi Instrument /Single Add on


You could do Private Single and then towards the end add on your multi, or just start RIGHT into the multi, (not advised though)- Learning curve to hop right into a twin with no experience is pretty tough.
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I meant get the Private-single first, then Private-Multi, then Instrument-Multi or Private-single, then Private Instrument single, then Private Instrument-Multi. I probably won't be getting the commercial anytime soon if I don't go to college for flying.
 
Slugger said:
I meant get the Private-single first, then Private-Multi, then Instrument-Multi or Private-single, then Private Instrument single, then Private Instrument-Multi. I probably won't be getting the commercial anytime soon if I don't go to college for flying.
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Id still then just get your Private Single first.. then Instrument Single second, then do a private Multi/Instrument add on after that, that would probably be the easiest/most efficient way..

just my .04
 
BTAcola said:
Id still then just get your Private Single first.. then Instrument Single second, then do a private Multi/Instrument add on after that, that would probably be the easiest/most efficient way..

just my .04
Click to expand...

Private-Single, Instrument, Private-Multi Add-on
 
Slugger said:
Well, I'm not sure if I am going to go to college for aviation. I probably won't (I'll probably go for ATC).

Anyways, which order is better to get these ratings?
PPL-Multi-Instrument
PPL-Instrument-Multi

I have looked around on a couple websites (like the ATP school, just to get an idea) and they didn't really say. I'll probably be able to make enough money for my multi right when I get my PPL (around October). It'd take me awhile to get enough money ($8,000?) to get my instrument rating.

Thanks.
Click to expand...

There are legal, cost effective corners you can cut here. Doing the instrument rating in a twin might not be to your best interest though. If you're out for multi PIC it'll help, but he extra cost in the many, many hours it takes to get an IFR rating can add up. Ask yourself why you're paying for all the extra multi time, and consider the benefit.

One trick you can use is to avoid flying complex single engine airplanes. Most twins meet the definition of a complex airplane so extra time logged in a retract gear single might not be necessary. That'll help you save a few bucks in your commercial license requirements.
 
Slugger said:
I meant get the Private-single first, then Private-Multi, then Instrument-Multi or Private-single, then Private Instrument single, then Private Instrument-Multi. I probably won't be getting the commercial anytime soon if I don't go to college for flying.
Click to expand...

Remember, your instrument rating doesn't depend on what class you license is on. You only do one instrument checkride regardless of multi or single. There is no reason to get the multi rating unless you know you have enough money to spend to get to the 250tt requirement for commercial. Otherwise the normal route is to do your multi rating before youre getting your commercial.
 
Private Single
Instrument Airplane
Commercial Multi (when you can meet PPL MEL standards, do the PPL-MEL Add-on checkride with a single engine instrument approach to get Instrument priv. on your MEL)
Commercial Single add-on

MEI Initial Instructor
CFI/CFII.
 
I was under the impression it was easier (quicker and cheaper) to get a multi add on after completing Comm. Is that not true?
 
ladder360 said:
I was under the impression it was easier (quicker and cheaper) to get a multi add on after completing Comm. Is that not true?
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Not entirely. The complex airplane requirement for commercial pilot can be overlapped with multi-engine time. Who says you can't fly a twin to meet your complex time requirement for a commercial? You can. So go start your multiflying and bypass the single commercial. Get a multicommercial first and get the single as an add-on.

Works well. I did it.
 
Question about "add ons". Primarily, what they are.

Say you take your comm ride in a multi. Is there actually another ride you must take in a single to get a CSEL? Or do they just "add it on"...:confused:
 
I personaly think the best way is:
Private SEL
-build about 15 hrs cross country PIC
Instrument
-build to about 220 hours (use some of the sim requirements if you can)
Private multi (optional)
Comm MEL
MEI initial while its still fresh
Comm Single
CFI/CFII

This is only if you are going straight through all the ratings. In the time buliding phases find people who need some safety pilots, go on a dream trip with three friends willing to split the cost, or what ever you can do to not spend too much.

The one downside to this is that you will have to do all of the commercial cross country, night and instrument time requirements in a twin ($$$$). If you want it as cheap as possible, do your commercial single first and skip the Multi private all together. Having said that, if you do the Multi as an add-on, when you are done you will have like 10-15 hours of multi, and may not meet insurance requirements to instruct in or rent a twin to get more multi time. If you do your comm multi first you will have more like 25 hours of multi and have a little better start. The other caveat to this plan is that if you are not going to get all of your CFI ratings relatively quickly behind each other, do the CFI single first, as an MEI is almost useless by itsself. Finally, find a good flight school to work for with a twin that is used and build up that multi time.
 
Holocene said:
Question about "add ons". Primarily, what they are.

Say you take your comm ride in a multi. Is there actually another ride you must take in a single to get a CSEL? Or do they just "add it on"...:confused:
Click to expand...

The "intital" rides are whatever you take for the first version of your Private, Commercial, ATP, CFI. The add ons are any other ratings you put on that same level certificate. To answer your question, Yes you have to take another checkride, but you don't have to perform anything that was demonstrated in a previous checkride for that same certificate (cross country planning, commercial pilot regulations, etc...) It comes down to basically an aircraft systems and aerodynamics (multi) oral and what ever maneuvers are unique to that rating and aircraft. (there is a chart in the PTS) They are generally shorter and easier checkrides than the initial. (especially with the CFI) You also don't have to meet the time requirements for an add on rating to the same level certificate. For example, if you have a commercial single engine land rating you don't have to redo the night time, instrument time, and cross country requirements that are spelled out as required for the multi commercial rating, you just have to pass the checkride, and the same would apply if you did your multi first, but also in this instance you don;t have to demonstrate "complex proficiency" because you already did it in a twin, so you could do the checkride in a 172 instead of an arrow or similar. Same with the CFI, if your initial is a Multi, your single can be in a "non-complex" aircraft. I hope all of this made sense, if you are confused by any of it, let me know, and I can clarify.
 
This is my opinion:

1. Student
2. Private
3. Instrument
4. Single Commercial
5. Multi Add on.

The reason I like this way is because you do not have to do any cross country time in the Multi Engine and that is the most expensive aircraft time you can buy.

You are also going to need that single commercial in order to get your CFI and CFII later. It's better just to get the single commercial out of the way before you get too far along.

It's damn embarrassing (and harmful to your career) to wait and to fail your single commercial check ride when you already have 4500 hours!

Joe
 
I am about to take my instrument written and I am debating what path to take, MEL Comm or SEL Comm.

For the Comm rating I need 3 XC, 1 day VFR 2 hour 100nm leg, 1 night VFR same requirements. Also the 300nm, 3 points, 1 leg 250nm+ XC. For these there is no complex/high performance requirement.

Is it 2 hours OR 100nm leg or both? Say for instance I flew a C150 100nm away, it took 1.6 to get there. Hung out for the day, took off at night, flew back 100nm again but with a stiff head wind and it took 2.1. Can I count them both, one as the Day VFR the other as the night VFR or does only the night VFR count?

Also, if I get my MEL Comm first, I can take the SEL add on in a Cub for all they care since I have proven proficient in a complex aircraft in the MEL Comm ride?
 
Matt13C said:
Is it 2 hours OR 100nm leg or both? Say for instance I flew a C150 100nm away, it took 1.6 to get there. Hung out for the day, took off at night, flew back 100nm again but with a stiff head wind and it took 2.1. Can I count them both, one as the Day VFR the other as the night VFR or does only the night VFR count?
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2 hours and 100nm (i.e. both). But you will be doing it with a CFI, they will make sure it is long enough. There and back is the standard way to do it.

If you plan on being a CFI, you might as well do the C-ASEL first.
 
drunkenbeagle said:
2 hours and 100nm (i.e. both). But you will be doing it with a CFI, they will make sure it is long enough. There and back is the standard way to do it.

If you plan on being a CFI, you might as well do the C-ASEL first.
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It is not required to have a CFI with you is it?
 
Don't listen to these guys, sign up with Gulfstream International, go from no time to pimping the duce in a B1900 in just a few months. Thats the real way to do it.
 
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