Complex Endorsement

Slugger

Slugger

Well-Known Member
How many hours does it take on average and is it really worth getting? I'm thinking about getting it just in case I wanna use it, but is it really worth it for a PPL?
 
You're going to need it if you're looking to do commercial, so it definitely can't hurt.

My CFI said I was ready to be signed off at around 4 hours, but I needed 10 hours complex to solo the airplane for insurance requirements. Because of the insurance requirement, I didn't get it until I logged the 10 hours complex.
 
Slugger said:
How many hours does it take on average and is it really worth getting? I'm thinking about getting it just in case I wanna use it, but is it really worth it for a PPL?
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You need it for the CPL. You don't need anything other than a CFI's signature, but what really matters is how many hours the FBO's insurance company will require you to have.

There is no good reason to do it other than getting the C-ASEL. Even then, it probably makes more sense to do it in a twin.
 
N519AT said:
My CFI said I was ready to be signed off at around 4 hours, but I needed 10 hours complex to solo the airplane for insurance requirements. Because of the insurance requirement, I didn't get it until I logged the 10 hours complex.
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That is crap. You can be signed off for the endorsement and just not rent it.

My taildragger was in a dual-only aircraft (no rentals). Same thing, a signoff to solo an aircraft we won't let you solo.
 
drunkenbeagle said:
You need it for the CPL. You don't need anything other than a CFI's signature, but what really matters is how many hours the FBO's insurance company will require you to have.

There is no good reason to do it other than getting the C-ASEL. Even then, it probably makes more sense to do it in a twin.
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Wouldn't have to have it for the commercial checkride. You could get the DPE to agree to be the PIC for the portion of the flight in the complex airplane. However, its unlikely to find a DPE to do so.

I got mine in 4 hours, in a Aviat Husky. Lots of fun.
 
KSCessnaDriver said:
You could get the DPE to agree to be the PIC for the portion of the flight in the complex airplane. However, its unlikely to find a DPE to do so.
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I was assuming you would just get the C-AMEL first in that case. After that, you can do the C-ASEL in a 152.

I did mine as the X/C legs for my instrument. I would suggest most people do it that way.
 
That is crap. You can be signed off for the endorsement and just not rent it.

My taildragger was in a dual-only aircraft (no rentals). Same thing, a signoff to solo an aircraft we won't let you solo.
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Yeah it is. Insurance is the name of the game anymore though.

KSCessnaDriver said:
I got mine in 4 hours, in a Aviat Husky. Lots of fun.
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Isn't that fixed gear? Or did you do it in an Amphib?
 
Are you on a career track?
If you have a complex aircraft that you want to fly, I would do it, but if not I'd just wait for the commercial. As said.

If you are not planning to getting the commercial, I would say do it. Never stop learning. It's not very long and it can be really fun.
 
Douglas said:
Are you on a career track?
If you have a complex aircraft that you want to fly, I would do it, but if not I'd just wait for the commercial. As said.

If you are not planning to getting the commercial, I would say do it. Never stop learning. It's not very long and it can be really fun.
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I'm on the "eh, if I get the hours in my spare time and the field opens up after college" track.
 
Slugger said:
I'm on the "eh, if I get the hours in my spare time and the field opens up after college" track.
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At 60 hours, there is no point. Most insurance will require 125 at a bare minimum. And there really aren't that many complex singles out there to rent anyway.

On the other hand, if you are getting another rating (instrument), do some of it complex to knock of the endorsement.

In my mind it is a pointless rating and I think the FAA should just get rid of it.
 
It'll probably take between 3.5-10 hours depending on experience/ability. It all depends on what you want to do with flying. Obviously, if flying is a profession you want to pursue get it, although I'd wait until you work on your commercial. If you have the possibility of flying a complex for cheap sooner, get it now. But, if you're just tooling around in airplanes for now, I'd probably hold off until you need it. I'd say the tailwheel is a lot more fun for the money if it's a hobby.

It sure can't hurt to get it. But, unless you have unlimited financial resources, I'd probably pursue other types of flying until you get more hours under your belt.
 
As someone else mentioned hold off until you go for your CPL and get it in the multi for your CMEL. Do note though, you will have to also satisfy the multi-engine requirements if you want to go for your CMEL as the initial but this route will give you more multi-time if you can afford it.
 
Roger said:
You could use the same logic for the multiengine rating or the ATP.
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I already had RG, constant speed prop, flap equipped time before doing the complex. What magically changes when you have all 3 at the same time? Nothing. A complex airplane flies no differently than a non-complex one. It would make more sense to me to have a flap endorsement, an RG endorsement, etc.

Multi engine aircraft do fly quite differently.

And PPL/Comm/ATP don't specify WHAT you can fly, they specify HOW, so not really the same thing there.
 
Complex endorsement is very important. Even more important are the school's and how quick CFI's sign off those endorsements. Nothing bugs me more than somebody who will endorse somebody after an hour.
 
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