Dual AC for comm rating?

[macfly]

I have the the the option of using 2 AC for the comm single engine practical. One being a DA-20 for most of the manuvers and the other being a 182RG for the T_O and landing portion. The reasoning being that the 182 is 50 bucks more an hour and that could save me some coin. The downside is learning 2 AC, the knowlege of 2 systems and possibly irritating an examner having to swap out airplanes.

Is this common practice using 2 AC? My gut tells me to learn all the manuvers in the 182 and pay the extra cash. Get comforable with 1 AC and stick with it.

 

[gkrangers]

You could do the commercial multi intial, which takes care of the complex, and then just do the single addon maneuvers in the DA20.

 

[MauleSkinner]

If it were me, I'd go with two airplanes...cost being the least of my reasons.

First, as a commercial pilot, you probably need to get used to being fairly familiar with multiple airplanes. Granted, this isn't the norm, but for 10 years I took 3 135 checkrides and several more orals a year to keep up with the different types that I was flying on a daily basis.

Second, as you learn the two airplanes, you can ask yourself why something is different in one vs the other...procedures, systems, etc., and get a much better idea of what you're doing and why.

Good luck!

David

 

[macfly]

hmmm,great idea...

So thats why our 1 seminole is booked up solid...man o man, I cringe at the thought of the hourly rate in multis.

 

[paulsalem]

I did it for my inital CFI. 172 and a bonanza

 

[Amish RakeFight]

I took my commerical SEL checkride in two different planes. I did the maneuvers in a PA28 and the takeoffs & landings in a M20C. One thing I remember was that the Piper was MUCH easier to fly and handle after wrestling with the higher powered Mooney after a few hours. I actually thought I flew the Piper better after getting some time in the M20C.

At the time, this was the only complex available at the school and so I had really no other choice. The mooney was quite expensive and really wasn't the most suitable to execute the series of stalls and other maneuvers requried for the rating. The cost was also a big factor as well.

It's fairly common for commerical applicants to use two different airplanes and I really don't think the examiner will care much.

Another option is to learn the mechanics to all of the maneuvers in the DA-20 and then perfect or transfer them into the 182 with some small adjustments.

Exposing yourself to different planes would be an asset and provide you with more experience.

 

[MauleSkinner]

Exposing yourself to different planes would be an asset and provide you with more experience.

yeah, but if you get caught...

 

[UndauntedFlyer]

There is no problem in doing the Commercial check ride in two single engine airplanes. But first you should check with the examiner. He/she may say that that will take a good bid of extra time and he may charge more money. I know of some examiners that do charge extra. But with that in mind, the examiner certainly can not object.

The oral is supposed to just cover the complex airplane but usually something comes up regarding both airplanes.

Getting the initial Commercial in a twin is also another way of doing this with the eventual ASEL add-on. The only big problem here is that with the re-write of Part 61 a few years ago, the initial AMEL commercial now requires 30 hours of multiengine time to qualify. That's big money.

 

[Amish RakeFight]

yeah, but if you get caught...

I left myself open to that!

 

[UndauntedFlyer]

Getting the initial Commercial in a twin is also another way of doing this with the eventual ASEL add-on.

And in this case, the ASEL add-on can be done in a non-complex airplane such as a C-172.