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My complex and high performance endorsement only took 1.1 hours in a 182RG. And I only had almost 200 hrs at time. It as basically like any other checkout in an aircraft except for prop control and learning how to pump the gear down.
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My flight school requires a minimum of 8 hours of instruction and 30 takeoffs and landings before being signed off for our Piper Arrows (PA-28R-200). A minimum of 8 flight hours and 30 takeoffs and landings are required.
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All of that time is to satisfy
insurance requirements. The
endorsement doesn't take close to that long. But the insurance company doesn't want anyone flying the plane with that little experience.
I'm glad I didn't get any of you guys to get just an
endorsement.
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14 CFR 61.31(e)(1) requires that I make sure the pilot is "proficient in the operation and systems" of the complex airplane.
I take that to mean the pilot should have a thorough understanding of all systems, as well as be able to fly the aircraft to Private Pilot standards. I also consider "proficient" to mean that they have good habits formed.
As far as the book knowledge of systems is concerned, a PA-28R-200 is significantly more complicated than a C-152, or even a C-172. I make sure the pilot knows how the squat switch works, what conditions set off the autoextender and why it matters, what conditions turn the hydraulic pump on and off, how the fuel system is set up, where the fuel pressure and flow meters are located and why it matters, how fuel injection works, hot/cold starting procedures, exactly how the MP gauge works and what it's measuring, the difference between a loadmeter and ammeter, normal electrical loads for day/night operation, where the battery and hydraulic reservoir/pump are located and why it matters, what a stabilator is and how it is different than an elevator, how the prop governor works, what is happening when the blades change pitch, and the list could go on. That is in addition to the usual checkout of memorizing V speeds, emergency procedures, etc.
Bottom line is, the systems checkout required by regulation needs to be more thorough than "This lever changes the RPM, here's how to bring the gear up and down, now let's go around the pattern a few times." I expect them to understand exactly why something works a certain way, not just know that if they do this, that will happen.
As for the flying, I don't know many 150 hour pilots that can hop in a plane with a different wing design, an extra 40 knots of airspeed, an extra 1000 pounds gross weight, and fly it to private pilot standards within one hour. The plane feels and acts totally different than a 152. It drops like a rock with a failed engine. Using manual flaps is a noticeable switch versus electric. Most people are completely overwhelmed by the number of things to do while flying around the pattern for the first 6 or 8 touch and goes. I make sure they have it drilled into them under what conditions they bring the gear up and when they check gear down/3 green (when first extending, during the prelanding checklist, and short final). I also want them thoroughly aware of what sort of performance for climbs and descents they can expect with gear up and gear down.
And I'm supposed to sign my name in somebody's logbook saying they are competent to carry their family safely into a 1500 foot long, high density altitude airport after flying with me for one hour? Because that's what the endorsement is saying. It's saying the pilot is
proficient. By my standards, I don't understand how somebody can make that transition in one hour. And I won't put my name to it.
Doing a standard FBO's insurance checkout for a new renter can be done in one hour because I just want to make sure the pilot has a good attitude towards safety, they use checklists, they can figure out the avionics, and they won't put themselves in a stall/spin situation (maybe it's a little more than this, but you know what I'm saying). A complex endorsement is different.
