Comm. SEL

W

worm19

Well-Known Member
just curious what everyone thinks as far as what plane to use when getting this accomplished. Is it better to just use the Arrow, or to split it with 2 different planes. I am more comfortable with the 172, however i have the choice of a 152, or a 172 plus the arrow. Which plane would be easier to do the maneuvers in? thanks for the imput
 
i would go for the 152... less power makes the maneuvers easier. I started my comm single in a cirrus sr22 - WAY to much power. I finished it in cirrus sr20, still alot of power, but so much easier
 
worm19 said:
just curious what everyone thinks as far as what plane to use when getting this accomplished. Is it better to just use the Arrow, or to split it with 2 different planes. I am more comfortable with the 172, however i have the choice of a 152, or a 172 plus the arrow. Which plane would be easier to do the maneuvers in? thanks for the imput
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I take it that you are doing your CSEL as your inital commercial rating.....so stick with the arrow. You have to perform the inital ride in a complex aircraft, so no point moving from plane to plane.
 
N422NM said:
I take it that you are doing your CSEL as your inital commercial rating.....so stick with the arrow. You have to perform the inital ride in a complex aircraft, so no point moving from plane to plane.
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i had some mexican food today... and i almost puked
 
From what i have gathered .. you dont have to take the inital in the complex. Most people i have known have used the 152 or 172 first then switch into the arrow for just the landings. usually 1.2 in the 172/152 then .8 in the Arrow
 
Although you can save a little bit of money doing it split, it is easier just to get proficient enough in the Arrow to do the manuevers. I much prefer the 172RG over the Arrow any day of the week, if you can find one.
 
My advice would be to just use the Arrow. It will only take you a few hours to get used to the airplane, and there is really no need to have to deal with the hassle of using two aircraft for the checkride. I didn't find the maneuvers to be too difficult in the Arrow, and the Power-off 180's are a breeze because the thing glides so poorly. Just chop the power and head to the runway basically. Whatever you decide...good luck!
 
I have a similar question, I want to get multi-engine Commercial rated, but own a 150. Since I don't want to do all of the required hours for the commercial in a multiengine, can I do the SE in the 150 Commercial checkride first, then demonstrate complex in the ME (for the multi-addon, so no hour requirement)? Can this be done in the same day? Can it also be done in a certain time period, such as the 150 one day and then the next day do the ME?
 
kevmor99 said:
I have a similar question, I want to get multi-engine Commercial rated, but own a 150. Since I don't want to do all of the required hours for the commercial in a multiengine, can I do the SE in the 150 Commercial checkride first, then demonstrate complex in the ME (for the multi-addon, so no hour requirement)? Can this be done in the same day? Can it also be done in a certain time period, such as the 150 one day and then the next day do the ME?
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For the Commercial (single or multi) you have to have 10 hours in a complex aircraft (61.129), so yes you would save a bundle by doing the majority of the hour requirements in your 150, then either do the multi comm as initial, (the multi would count as complex) or rent a complex single for 10-20 hours plus checkride.
 
Thats how I did it. I own a 172 and did my initial multi and my add-on in my 172. My only mistake was thinking the SEL was a gimme;)

-Jason
 
bdhill1979 said:
For the Commercial (single or multi) you have to have 10 hours in a complex aircraft (61.129), so yes you would save a bundle by doing the majority of the hour requirements in your 150, then either do the multi comm as initial, (the multi would count as complex) or rent a complex single for 10-20 hours plus checkride.
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I asked two examiner's this question, one said I could do it as you said above (using the ME to count as complex for the SE initial Commercial and using the non-complex 150), then the ME another day. I'll have to check with him again, but I'm guessing I wouldn't be issued the SEL Commercial until after the MEL checkride shortly after (next day probably).

The other examiner said I must use a complex SE for the Commercial SEL checkride, and it's impossible to do the above. Who is right? Is this written anywhere? I couldn't find it...
 
ElyJs said:
Thats how I did it. I own a 172 and did my initial multi and my add-on in my 172. My only mistake was thinking the SEL was a gimme;)

-Jason
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When you did the initial ME, didn't you have to meet all the hour requirements, such as the cross countries?
 
kevmor99 said:
I asked two examiner's this question, one said I could do it as you said above (using the ME to count as complex for the SE initial Commercial and using the non-complex 150), then the ME another day. I'll have to check with him again, but I'm guessing I wouldn't be issued the SEL Commercial until after the MEL checkride shortly after (next day probably).

The other examiner said I must use a complex SE for the Commercial SEL checkride, and it's impossible to do the above. Who is right? Is this written anywhere? I couldn't find it...
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Read carefully what bdhill said. He said "multi comm as initial, (the multi would count as complex)". He did his ME Commercial first, which eliminates the need for a complex for the SE add-on. You were wanting to get your SE Commercial first using only a non-complex single-engine airplane, but using a ME complex.
 
I called the Sacramento FSDO and asked the Operations Inpsector, he said I couldn't use a multiengine airplane to demonstrate complex on the SE test, but he didn't answer it clearly. He mostly said to do the multiengine first. Then he said I'd also need to use a high performance airplane (where is this?). He referred me to some checklist on the FAA site which doesn't tell me anything new, and wanted me to look at that instead of asking him further questions...

Here's the link:
http://www.faa.gov/about/office_org...fs/afs800/afs810/checklist/media/aero-exp.doc
 
kevmor99 said:
I called the Sacramento FSDO and asked the Operations Inpsector, he said I couldn't use a multiengine airplane to demonstrate complex on the SE test, but he didn't answer it clearly. He mostly said to do the multiengine first. Then he said I'd also need to use a high performance airplane (where is this?). He referred me to some checklist on the FAA site which doesn't tell me anything new, and wanted me to look at that instead of asking him further questions...

Here's the link:
http://www.faa.gov/about/office_org...fs/afs800/afs810/checklist/media/aero-exp.doc
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You don't need a high performance airplane for anything. The link just details the regulations regarding the training requirements for the certificates and ratings, nothing about this issue.

To be honest, Inspectors aren't always the best source for correct information, but in this case, their beliefs (right or wrong) are important because the FSDO will limit what your Examiner can do, unless he's willing to argue the point all the way to OK City.

Personally, I'd be leery of trusting your Examiner who says using the ME for the SE rating is Ok, since so far the weight of evidence is against him.
 
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