Best Option for Private Pilot to Multi Commercial Instrument Ratings

I am currently a ASEL private pilot and would like to get to Multi Commercial
Instument ASAP. I can dedicate full time to this and would like your opinions
on the best way to go about it.

There seem to be 2 schools of thought -
1- get my instrument and commercial in a Single Engine, then get my multi add
ons.
2- Get my multi first, then work on instrument and commercial in the multi.

I can understand the pro's and cons to both. Option 1 allows me to work on one
thing at a time since I am already comfortable in a single engine, however it
might be detrimental b/c I won't have any appreciatable multi time when I am
done. This will lead to problems with insurance rates if I am insurable at
all.
Option 2 on the other hand will be a more expensive option, and will require
learning a few new things at the same time, but will also build 150 or so hrs
in the multi when I have my ratings which will certainly help insurance
companies.

Additional info - I am currently at about 185 hrs. I am not looking to go to
the airlines, but rather I am looking to fly a Cessna 421 for my company.

Any suggestions?
thanks,
Mark

"Hudson Valley Amusement" wrote in message =
...
I am currently a ASEL private pilot and would like to get to Multi =
Commercial
Instument ASAP. I can dedicate full time to this and would like your =
opinions
on the best way to go about it.=20
=20
There seem to be 2 schools of thought -
1- get my instrument and commercial in a Single Engine, then get my =
multi add
ons. =20
2- Get my multi first, then work on instrument and commercial in the =
multi.
=20
I can understand the pro's and cons to both. Option 1 allows me to =
work on one
thing at a time since I am already comfortable in a single engine, =
however it
might be detrimental b/c I won't have any appreciatable multi time =
when I am
done. This will lead to problems with insurance rates if I am =
insurable at
all.
Option 2 on the other hand will be a more expensive option, and will =
require
learning a few new things at the same time, but will also build 150 or =
so hrs
in the multi when I have my ratings which will certainly help =
insurance
companies.
=20
Additional info - I am currently at about 185 hrs. I am not looking =
to go to
the airlines, but rather I am looking to fly a Cessna 421 for my =
company. =20
=20
Any suggestions?
thanks,
Mark

Instrument, Commercial, then Multi-Engine should be easiest.
You'll be challenged enough transitioning to the 421.
You wouldn't welcome the hassles of the other ratings at the same time.

Mark,
While you may be qualified in the FAA's eye's. The companies insurance
company will want you to have 500 hrs multi before they let you loose in
a twin for hire.
Michelle

Hudson Valley Amusement wrote:

I am currently a ASEL private pilot and would like to get to Multi Commercial
Instument ASAP. I can dedicate full time to this and would like your opinions
on the best way to go about it.

There seem to be 2 schools of thought -
1- get my instrument and commercial in a Single Engine, then get my multi add
ons.
2- Get my multi first, then work on instrument and commercial in the multi.

I can understand the pro's and cons to both. Option 1 allows me to work on one
thing at a time since I am already comfortable in a single engine, however it
might be detrimental b/c I won't have any appreciatable multi time when I am
done. This will lead to problems with insurance rates if I am insurable at
all.
Option 2 on the other hand will be a more expensive option, and will require
learning a few new things at the same time, but will also build 150 or so hrs
in the multi when I have my ratings which will certainly help insurance
companies.

Additional info - I am currently at about 185 hrs. I am not looking to go to
the airlines, but rather I am looking to fly a Cessna 421 for my company.

Any suggestions?
thanks,
Mark

Solo time is required for the commercial certificate, and there is no way in
the world that an insurance company will cover you in a twin without
hundreds of hours of twin time. Bad idea financially. Get the certificate
and rating in a single, then go for the MEL. Expect to be disappointed when
your company tells their insurer that they want to put you on their policy.
A 421 is a VERY demanding airplane (one of the few I have lost an engine in)
and a hangar queen.

Bob Gardner

"Hudson Valley Amusement" wrote in message
...
I am currently a ASEL private pilot and would like to get to Multi
Commercial
Instument ASAP. I can dedicate full time to this and would like your
opinions
on the best way to go about it.

There seem to be 2 schools of thought -
1- get my instrument and commercial in a Single Engine, then get my multi
add
ons.
2- Get my multi first, then work on instrument and commercial in the
multi.

I can understand the pro's and cons to both. Option 1 allows me to work
on one
thing at a time since I am already comfortable in a single engine, however
it
might be detrimental b/c I won't have any appreciatable multi time when I
am
done. This will lead to problems with insurance rates if I am insurable
at
all.
Option 2 on the other hand will be a more expensive option, and will
require
learning a few new things at the same time, but will also build 150 or so
hrs
in the multi when I have my ratings which will certainly help insurance
companies.

Additional info - I am currently at about 185 hrs. I am not looking to
go to
the airlines, but rather I am looking to fly a Cessna 421 for my company.

Any suggestions?
thanks,
Mark

"Bob Gardner" writes:

Solo time is required for the commercial certificate, and there is
no way in the world that an insurance company will cover you in a
twin without hundreds of hours of twin time. [...]

This is simply not correct. Insurance will be of course more
expensive than for a c172, but on the smaller twins and private use,
is indeed available. Through a Canadian broker, Lloyd's started
covering me with just 70 hours on type (pa23-250). I gather from
other posts that, despite speculation of the cognoscenti, the actual
USA situation is not much worse.

- FChE

"Frank Ch. Eigler" wrote in message
...

"Bob Gardner" writes:

Solo time is required for the commercial certificate, and there is
no way in the world that an insurance company will cover you in a
twin without hundreds of hours of twin time. [...]

This is simply not correct. Insurance will be of course more
expensive than for a c172, but on the smaller twins and private use,
is indeed available. Through a Canadian broker, Lloyd's started
covering me with just 70 hours on type (pa23-250). I gather from
other posts that, despite speculation of the cognoscenti, the actual
USA situation is not much worse.

A 421 has more in common with a B-17 than it does with an Aztec. Think of it
as a twin turboprop without any of the systems automation. The major
attraction is that you can buy a lot of performance for pretty short money
up front, particularly a year or so back when the wing spar AD was hanging
over everyone's head. But you'll probably pay it all back out in operating
costs eventually. At least if you buy a Cheyenne or MU-2 you get the comfort
of turbine reliability, all the more so considering how little you want to
lose an engine in a 421.

-cwk.

"Bob Gardner" writes:

Solo time is required for the commercial certificate, and there is no way in
the world that an insurance company will cover you in a twin without
hundreds of hours of twin time.

Fortunately there are insurance companies outside Mr. Gardner's world. I got
insured with ~60 hours of MEL and have just over 500 now. The place where I
did my MEL training would rent a multi to anyone who got their certificate
there.

Ask someone who knows about insurance. It's gotten tougher but the last
time I looked (for my wife) it was still possible.

--kyler

Solo time is required for the commercial certificate

This is obviously and grossly incorrect.

14CFR61.129(b) For an airplane multiengine rating.
(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

there is no way in
the world that an insurance company will cover you in a twin without
hundreds of hours of twin time

This is also incorrect. Just recently (about a year ago) someone I
know bought a Twin Comanche to train in. He had NO multi time and NO
instrument rating. The insurance company required that he get the
private or commercial multi prior to solo, 20 hours of dual prior to
solo (all training towards private/commercial counted), and 10 hours
solo prior to carrying passengers. Just about any other twin would
have been easier to insure.

Michael

"Michael" wrote in message
ups.com...


there is no way in
the world that an insurance company will cover you in a twin without
hundreds of hours of twin time

This is also incorrect. Just recently (about a year ago) someone I
know bought a Twin Comanche to train in.
snip
Just about any other twin would
have been easier to insure.

It's one thing to say "you can't get insured in a twin unless you're Chuck
Yeager" which seems to be the conventional wisdom these days, but the OP is
talking about a 421, which is rather a bit more plane than a twinkie or even
a Baron.

C Kingsbury wrote:
It's one thing to say "you can't get insured in a twin unless you're
Chuck
Yeager" which seems to be the conventional wisdom these days, but the
OP is
talking about a 421, which is rather a bit more plane than a twinkie
or even
a Baron.

Yes, it is. I was referring to planes that someone might actually
train or build time in - C-310's, Barons, Aztecs. The 421 is in a
completely different class. You have to go to FlightSafety (or
equivalent) AFTER you get your multi to get checked out.

Michael