It looks like I am going to finally get the MEI sometime this next year.
Any of you folks have ideas as to where I should go? I am willing to dedicate a week to it no problem.
I am also thinking that I would like to fly something a bit better than the Apaches previously used for ratings, or at least do a couple of hours in something that is quick and needs serious attention.
I am glad for your input!
Thanks
I don't know where you've been me lad, but I see you won first Prize!
I believe Aero-Tech in Anchorage has an Aztec they rent and do MEI stuff in.
Take a sun break, and go to Arizona. Several outfits there. I did the MEI at All ATPs, one of the quickie outfits. They use Seminoles, well equipped, all in great condition. They got it done in three days, easily. They are on the former Williams AFB, now Williams Gateway airport.
Some years ago, I did my ME Commercial add on with an outfit in Tucson, in a Twin Comanche. Fun airplane, and makes you work at SE stuff.
The Seminole was a really nice, gentle airplane, though.
MTV
Gorge Winds in TTD Troutdale, OR has a short nose 310.
I'll bite,
What is a short nose 310? how much?
Thanks
George
I don't know where you've been me lad, but I see you won first Prize!
Stick with the Apache........it's a great multi trainer.......and NO not for the reasons most people think, lack of power.........Just about all piston engine airplanes lack performance when you loose one. You loose 50% of power, but about 70-80% of your performance.......by the way, be ready to explain why this is, for you MEI oral. The Apache makes a good trainer because of it's systems......it has one of the most complex fuel system for a light twin, plus a hydraulic system that many light twins don't.......if the Apache you're flying is similar to the ones I've taught in, you only have one hydraulic pump on one engine....loose that engine and you've lost your hydraulic pump and you're workload has just increased. A good understanding of this airplane will help you appreciate the importance of a thorough understanding of systems in other aircraft. I've taught in many different multi engine airplanes and nothing wrong with the Apache. Look for a good, experienced instructor and be very careful when you start instructing in multi engine airplanes..........they'll bite you faster then you can imagine. We had a very inexperienced, newly rated MEI that had received instruction from a somewhat inexperienced MEI, legal but very low time MEI, and what happened was the newly rated MEI allowed the student to switch the fuel selectors to main on one engine, and off to the other........when they tried to go around........another mistake accrued, they ended up doing a Vmc roll and contacted the ground in a nearly verticle attitude.......student died, instructor survived with serious burns and injuries, airplane total destroyed. Check and double and triple check what the student has done........and when near the ground, never let your left hand leave the area of the throttle quadrant. Instructing can be very rewarding, and all has some risk to it.....however mistakes in multi engine instructing can be very misgiving. Good luck on your MEI.........and again, get a good instructor..........tough to come by, but well worth it.
Brian
The above is sound advice. Most of the Apache's I have come across even in the early '80's when I instructed have been converted to dual Hyd. pumps. Everything you get from an Apache you earn.
Don't do the quick route. Take your time and learn it right. I agree with those above that twin instructing can be dangerous business if you are not on top of the game. I gave it up because I was just not doing enough of it. I'm comfortable flying them, but no longer feel that I am doing it enough to instruct in them. Every twin is different - this is a reason the DE's have to certify every year in every twin they do checkrides in. It bears keeping in mind.
Have fun!
sj
"Often Mistaken, but Never in Doubt"
------------------------------------------
Brian,
Do you want to teach me?
I know it is a big step down from a cub to a twin, but...
My Multi-Apache with Geronimo kit; ATP Multi land/Sea -Apache AMPHIBIOUS
Full power, off the end of the runway, down the contour as you clean her up.....Just like home!
Great info about instruction. Any more advise?
I don't know where you've been me lad, but I see you won first Prize!
I did my multi and multi instrument training in a seneca III with manual waste gates. Was decent for training.
I did some time in a islander as well. Its a great plane, loud vibrates , a little heavy on roll and backward fuel system (mains are the tip tanks) and funny landing gear(trialing link), but VMC is below stall speed (VMC demo ends with a stall because of the huge rudder) and it will get off in 200 ft empty and 600 feet with 2000 lbs on board. Lots of fun
Actually the Islander is shock strut with additonal rear support...
My fist twin time was in one, on a WX run...
When I was smashing baggage, I hated them, 2,000lb of fish boxes per trip....
I don't know where you've been me lad, but I see you won first Prize!
I did mine in a 310 with Bill Amorde, out of Superior, WI. He was the best instructor I’ve ever had and did a great job of grinding my ego right into the ground. I’ve never been “almost dead”so many times then in that airplane but I’m now comfortable on one engine in the crud. I’m not overly impressed with the quickie schools. Granted you’ll have the piece of paper when you’re done but staying alive is a bigger concern of mine then a plastic present from the Government.
Personal opinion as usual.
Lippy
Basically all of them except the R model which has an extended nose for baggage. Gorge winds 310Q is $265 per hour. I have rented 172's from them previously. I am toying with the idea of getting me CFI and MEI from them. Here is there web-site: http://www.gorgewindsinc.com/aircraft.htmlOriginally Posted by aktango58
yup, you are correct... it was shock strut, just seemed to be long travel so rotation and touchdown decompression and compression made it feel odd.
Seemed like a flying dump truck at the time, but its one i think back about now and enjoyed.
Interesting comments about the "quickie" ratings. As noted, my MEI (not my multi engine RATING) and CFII took three days. That outfit didn't have a sim, and we flew a little over 16 hours during that three days. I flew with a young, very professional instructor, who knew the airplane well. I was sent a POH and training materials well in advance, and was expected to have that basically committed to memory when I arrived. I had recently completed an extensive IPC, and very current in flying. The examiner was a high time captain for a major airline, and he wasn't particularly kind.
I did drive him nuts fussing over the landing gear. He asked after why I'd checked the gear position four times on every approach. My response was that most of my retract time was in amphibians....He said "Oh" and off I went.
You can do these things "quickly" and proficiently, or you can stretch the same amount of training out over a month. Which is better?? I think IF you come prepared, the "Quickie" outfits can provide good training, and are efficient. Now, there are "Quickie" outfits, and there are "Quickie" outfits. This outfit had nearly new airplanes, well maintained, the planes and my instructor were basically available the whole time I was there, NO waiting around. I spent ten hours a day either flying or reviewing course materials, then studied at night as well as my pre preparation. As noted, I was told up front that I needed to have ALL checklists, procedures memorized prior to arrival, and be very familiar with the POH, the aircraft's systems, etc. I was, and it went well.
That's my story, and I'm sticking to it. I will say that the Seminole is one of the easier light twins to fly on one, though, which is why it is so popular in that role.
MTV
I did my COMM ME, and even my CFI at an "accelerated" school in AZ (Sheble). That said, I had been flying quite awhile and went there prepared for the check ride. I will say however, the instruction I received was from very experienced CFIs who were extremely professional and sharp. No 300 hour time builders that I came across. The downside; there's not really any time to learn the rating in detail, so you have to have devoted some quality prep time in advance if you plan to use the certificate any time soon. Like any completed rating, if you take the check-ride and don't get near a twin for 6 months you'll have to pay for some additional dual to get back up to speed.
I've told my students who have asked about accelerated training that I would send someone with some experience to knock out rating in 10 days that would otherwise take 6 months at the local flight school. However, I wouldn't recommend that type of training for somebody trying to grasp the basics.
I must be a slow learner. When doing my instrument I was completely fried after 2 hours of dual. Complete unmitigated intellectual mush. (Check ride at 41 hours and change spread over about a month) The single commercial was a breeze but the multi was a little more challenging. After 2 hours in the 310 with the instructor constantly pulling levers, and flipping switches, and perpetually screwing with the plane I was ready to call it a day. I judged when we were done by when the sweat had “melted” through to my sweatshirt. The multi was completed within a week never flying over 2 hours a day.
I believe I took the check ride after 7 hours or so in the twin. Less then 10 hours including the check ride.
Give me a book I can read it through right to the end and cite passages. The guys that can do 6 hours of dual in a day and honestly comprehend all the concepts, maneuvers, checklists and procedures certainly have me trumped.
Personal opinion and experience,
Lippy
Lippy,
The difference is that when I did that gig in AZ, I was USED to flying 5 to 6 hours a day at work pretty commonly, some days longer. As Stearmann says, that type training works for someone who's basically just finishing up something, and has a good foundation, is used to flying a lot, etc.
I can tell you that three two hour launches a day, doing approach after approach, most with one caged, does tend to tire you out.
I'm not Norwegian, but that might also help...
MTV
Mike,
I agree that help with you. Me...I am like Lippy. Any training I have done, after about 2 hours I am fried. My mind is mush and I'm mentally drained and soaked with sweat. But give me an hour break or so and I can go again. But I have noticed my "alert" time gets less and less as the day passes.
Keith
Good grief Keith you’re opening up yourself to a PILE of criticism in that statement!
Mike- I’ll forgive you for not being Norwegian and not liking the staple of the food groups... Lutefisk. Pronounced Leuuudughfiskt.
Larz "Svenjamin" Larson
Next he'll be peddling Auqavit here...
MTV
Posting Permissions
Reply With Quote
Bookmarks