No Complex Required for Commercial or CFI checkride

I don't know as a student I hated this requirement but after I loved it. I'm still not sure what my stance is on this. It does save money and get people through faster, I understand. I still liked the rule, personally.
 
In 2016, the FAA proposed an amendment to 61.129(a) to remove the 10 hour complex requirement and substitute a complex or TAA or turbine requirement. The statement about the size and aging of the complex single fleet is the same as in the new Notice.

The regulatory change is stuck in a combination of issues including the government freeze/limits on new regulations. This is a much simpler first step toward something the FAA has said it wants to do.
 
While I think this will be beneficial for students the schools are still going to need the complex planes to get people through the 10 hours right? So they can’t scrap all their 172RGs they just might get used a little less as you don’t need them on CSEL checkride or CFI?
 
I was saving up money this winter to rent the Arrow to work on my CFI this spring. Now I’ll be doing it in the trusty C152 and saving a lot in the process.
 
MidlifeFlyer said:
In 2016, the FAA proposed an amendment to 61.129(a) to remove the 10 hour complex requirement and substitute a complex or TAA or turbine requirement. The statement about the size and aging of the complex single fleet is the same as in the new Notice.

The regulatory change is stuck in a combination of issues including the government freeze/limits on new regulations. This is a much simpler first step toward something the FAA has said it wants to do.
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Looks like this has passed? Now just a TAA, turbine, OR complex. No longer have to have the 10 hours?
FAA Publishes Final Rule on Aviation Training Devices; Pilot Certification, Training, and Pilot Schools; and Other Provisions - JasonBlair.net
 
AA34 said:
Looks like this has passed? Now just a TAA, turbine, OR complex. No longer have to have the 10 hours?
FAA Publishes Final Rule on Aviation Training Devices; Pilot Certification, Training, and Pilot Schools; and Other Provisions - JasonBlair.net
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Yes. The new rules are on a staggered effective date between July wu and December 24.

There is also a group specifically applicable to folks here - permitting logging SUC time inops which do not require an SIC, if the SIC is part of an FAA-APPROVED SIC development program incorporated into the carrier's OpSpecs. Those go into effect in November.

This is a quick bullet point summary of the significant changes.
o A CFI is no longer required to be present in order to log Instrument tasks for currency in a training device.
o Pilots may fulfill the complex training requirements for the commercial certificate in a Technicality Advanced Aircraft (TAA, defined in revised §61.1) instead of or along with a complex or turbine airplane.
o CFI who has a CFI-I but not a CFI-A can give instrument flight training (again).
o More training received by sport pilot trainees can be credited to private certificate requirements.
o Sport CFIs may give their sport pilot students training under the hood.
o Pilots in 135 operation will be able to log SIC time in some operations not requiring more than one pilot.

The full text of the rule changes and the FAA's explanation is available at https://www.gpo.gov/fdsys/pkg/FR-2018-06-27/pdf/2018-12800.pdf
 
MidlifeFlyer said:
Yes. The new rules are on a staggered effective date between July wu and December 24.

There is also a group specifically applicable to folks here - permitting logging SUC time inops which do not require an SIC, if the SIC is part of an FAA-APPROVED SIC development program incorporated into the carrier's OpSpecs. Those go into effect in November.

This is a quick bullet point summary of the significant changes.
o A CFI is no longer required to be present in order to log Instrument tasks for currency in a training device.
o Pilots may fulfill the complex training requirements for the commercial certificate in a Technicality Advanced Aircraft (TAA, defined in revised §61.1) instead of or along with a complex or turbine airplane.
o CFI who has a CFI-I but not a CFI-A can give instrument flight training (again).
o More training received by sport pilot trainees can be credited to private certificate requirements.
o Sport CFIs may give their sport pilot students training under the hood.
o Pilots in 135 operation will be able to log SIC time in some operations not requiring more than one pilot.

The full text of the rule changes and the FAA's explanation is available at https://www.gpo.gov/fdsys/pkg/FR-2018-06-27/pdf/2018-12800.pdf
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Thanks sir!!
 
Crop Duster said:
Always an awesome thing when standards become more rigorous. Well done.
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If the available tools to meet the standards are obsolete to the point of being dangerous, then how does that increase safety?

There are a lot of 172RGs and old Arrows that are 20 years past the time they should have been scraped. Remember this all came about because a relatively low time, and presumably well maintained PA-28R had a wing snap off.

CMEL pilots will still train in complex aircraft and 99% of CFIs spend virtually all their time in fixed gear airplanes (unless they are MEI).
 
I recently spoke to a friend who was about to train for his Multi Engine Sea rating. There are only a handful of guys that do that kind of training, and only about 30-40 suitable MES training aircraft still airworthy in the whole country (all of which are almost 50 years old).
 
USMCmech said:
I recently spoke to a friend who was about to train for his Multi Engine Sea rating. There are only a handful of guys that do that kind of training, and only about 30-40 suitable MES training aircraft still airworthy in the whole country (all of which are almost 50 years old).
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I'm working on fixing... almost all that.
 
Crop Duster said:
Always an awesome thing when standards become more rigorous. Well done.
In other news, the feds are considering reducing bank robbery to a misdemeanor charge in response to numerous citizen complaints of lack a of money.
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The realities of the aging and changing of the fleet aside, dealing with the buttons, dials, bells, whistles, and potential information overload of a TAA is arguably more complicated and subject to distractions and errors than moving a gear handle up and down and pushing a prop control forward fir landing.
 
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