Instrument and Commercial Concurrent?
Posted by NorCalV4X@reddit | flying | View on Reddit | 9 comments
Hello everyone
Thank you to everyone who commented on my previous post here. I ended up going with the majority opinion and am currently about 30% of the way through my instrument rating in a Skyhawk at Advantage Aviation. I have a couple more questions about the rest of my training pipeline and would welcome any advice you have.
Regarding when to do my multi-engine rating, one of the two instructors I have been working with recommends waiting until just before I hit the 1500-hour mark, since the airline interview questions are very heavily weighted toward multi-engine, and it would save me from having to re-study all the material. The other recommends doing it immediately after my single-engine commercial rating to open a wider range of employment opportunities beyond the CFI route. I am willing to go the CFI route, but am open to exploring other options.
My second question is whether to focus solely on the instrument rating and do the commercial rating afterward, or to do the instrument and commercial ratings concurrently. I fear trying to do the two concurrently, with back-to-back check rides, would be a case of information overload, especially given how long the Sheppard air IFR course has taken (I plan to take the written next week). However, my instructor raised the issue of my hand-flying skills potentially deteriorating with a lot of instrument-only flying, and stated that the DPE would be paying very close attention to that, as well as my performance on the instrument maneuvers. I would be more than happy to hear about any of your experiences.
mambosan@reddit
You can get some of your commercial requirements knocked out during IR training for sure. If you’re already over 250TT you could try and grind both but it’s going to be rough. If you’re under ~150TT I would focus on getting your instrument knocked out, then prep for commercial so when you hit 250TT you’re checkride ready
flyingron@reddit
Also, some 141 schools have approved combined instrument/commercial courses that specifically knock out some common time requirements.
ltcterry@reddit
Do you have TAA time? If not, use AMEL for the “complex” portion of 61.129 shortly before your initial Commercial checkride. Then finish add on right after.
Glad you’re willing to consider being an instructor - that’s the most common low time pilot job. Ignoring that sets up a limited future. It’s already going to be hard enough to find a job.
“Waiting until close to 1,500 because I’d have to study” is ridiculous. If you’re not rated you’d have to pass on any random chances that pop up.
“Luck is when opportunity meets preparation.” Make your own luck. Be prepared.
“I don’t want to study/prep for an interview” is a novel approach that will help others get a job.
NorCalV4X@reddit (OP)
To be fair to the instructor who had that opinion I believe that he was advocating for saving multi until right before I hit 1500 so that the section that would be most heavily weighted by the examiner would be extra fresh in my head.
Reputation_Many@reddit
You need to still be studying sheppardair. It updates often if you haven’t taken the test yet. It’s one of those things you do 2-3 weeks before written and then take the written. And follow the directions. Do not rely on it for oral.
I took my instrument and commercial a week apart. No issues. But that was when I was young and smarter. lol
Commercial is not hard at all to do, you’ve had 250 hours get that still. Should be fairly simple if you’ve had good instruction and practiced recently.
Instrument is a little more challenging. Especially if you didn’t do anything in a sim. I liked to fly at 2x initially and then 4x speed before flying in the airplane. This will make real life flying seem slow and relaxed vs high paced feeling.
Good luck.
CryptographerHuge682@reddit
From my POV MEP time is MEP time, I think that the more you can do the better
bluemustang02@reddit
No one is getting hired as a cfi right now, if it was hiring like crazy I’d say he’ll yeah get that shit done. Right now barely anyone is getting hired, take it as you can don’t overload yourself with the job market as it is.
LycomingO235@reddit
I wish I would have gotten my MEI sooner so I could have done more multi-engine instruction and built more multi time.
rFlyingTower@reddit
This is a copy of the original post body for posterity:
Hello everyone
Thank you to everyone who commented on my previous post here. I ended up going with the majority opinion and am currently about 30% of the way through my instrument rating in a Skyhawk at Advantage Aviation. I have a couple more questions about the rest of my training pipeline and would welcome any advice you have.
Regarding when to do my multi-engine rating, one of the two instructors I have been working with recommends waiting until just before I hit the 1500-hour mark, since the airline interview questions are very heavily weighted toward multi-engine, and it would save me from having to re-study all the material. The other recommends doing it immediately after my single-engine commercial rating to open a wider range of employment opportunities beyond the CFI route. I am willing to go the CFI route, but am open to exploring other options.
My second question is whether to focus solely on the instrument rating and do the commercial rating afterward, or to do the instrument and commercial ratings concurrently. I fear trying to do the two concurrently, with back-to-back check rides, would be a case of information overload, especially given how long the Sheppard air IFR course has taken (I plan to take the written next week). However, my instructor raised the issue of my hand-flying skills potentially deteriorating with a lot of instrument-only flying, and stated that the DPE would be paying very close attention to that, as well as my performance on the instrument maneuvers. I would be more than happy to hear about any of your experiences.
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