Good day! I'm new to this forum, and joined primarily because I wanted opinions on when it is best for a pilot to do their multi engine rating. The multi instructor at my training centre (who has also been my primary throughout my training) understands how I learn perfectly, but he will be leaving the school soon. Beggars can't be choosers, but I was really hoping he would see me through my night rating, CPL and multi. Which brought me to question whether he could at least give me my ratings before he left. I want to approach him armed with information if this is even a possibility for me but if it isn't, I'll just hold my tongue and hope for the next best instructor to come along Here's an overview of my situation to give you an idea of where I'm at:

I started out in the IATPL in Feb. Because of (somewhat unreasonably) high standards and my inability to effectively multi task in the cockpit, my first solo was delayed by 80 hours. I don't really need anyone to question this as I still have a hard time admitting my hours, and time and time again I told my instructor to say something if he ever thought I didn't have what it takes to become a pilot but he decided to push and so did I. Once I got to my solo though, everything just fell into place and within 5 weeks I completed all other components of my training. I'm now in my review for the flight test, having written and passed my written exam back in April.

To be clear, I don't think I became a prodigy overnight. I just think that I finally overcame the initial technical barrier and that I'm now an average student hoping to continue at a steady pace.

I understand that a big reason people probably wait till after their CPL to do their multi is because the experience the time building gives you as a pilot. Apart from that however, is there another advantage/disadvantage I'm not aware of?

Cheers,

I did my MIFR after my CPL, back in the 'old days' when you needed ?100PIC? before you could do your IFR. It was hard work, and I struggled a little. Fast forward two years, and 700ish more hours, and my renewal was a breeze - the plane flew easily, engine management was 2nd nature, and I could devote more brainpower to the IFR.
IIRC, 'The Colonel' (one of the past posters on here) likened it to computer processing: just after your PPL/CPL, you are still devoting a fair amount of 'CPU time' to keeping it wings level, and pointing forward, once you've got a bunch more experience, there's less CPU needed to fly, and more that can be spent on working the IFR processes.

I wouldn't get hung up on your instructor - I'd say it's probably better that you have two or three throughout your learning career - then you get an independent look at your progress (or lack thereof )

I focused on CPL time building, night XC time, and getting comfortable with the single engine until I was flight tested. Once flight tested I spent the rest of the 50 hours flying floats, doing multi engine and IFR training. Finished with a CPL, MIFR and Seaplane rating with 200 hours on the dot.

I agree with what North Shore is saying about multiple instructors. It's a great idea to learn from multiple people so you can become your own pilot, not a direct copy of one single instructor.

Are you still in the Integrated program? The reason I ask is because I am quite familiar with them and there are training milestones that must be met to progress through the training. These are TC approved training curriculums which means they need to be followed. If you solo'd at 80 hours, that is quite a bit outside the limits in any iATPL program I have ever seen. I would start to question the motives of the FTU as Integrated programs tend to be quite a lot more expensive than a traditional program and retaining a student who is not meeting the milestones could be done solely for financial reasons. If you are still in the program, it may be advisable to consider a traditional training track and you could end up saving quite a bit of money.

I went through an iATPL program and I was no further ahead at 200 hours than if I had completed a regular training program at the same school. Until Canadian operators recognize the true value of the Integrated training programs, the contacts that you make during your training are a lot more important than being able to write the SAMRA and SARON early.

Just my 2c.

Bill