Hi performance endorsment?
 

Can you get your high performance and complex endorsment in a twin and it work on a single?

I only have my ppl right now but am wondering about this. The twin at my school is a Beechcraft BE-76 Duchess and I am looking at getting my ME now and then do my instrument training in the twin. While it would be about $4000 more than a single I think in the long run getting all that ME time would be better. Is this a good plan?

I've never seen a Dutchess with more than 180hp per side. They don't qualify as high performance. There are some turbo seminoles out there, so I could be wrong about a 76 with higher horsepower.

But yes, the endorsements work on both.

So I will at least get the complex with the twin that will work for the single?

How many hours is it for the endorsment? Is it a set number or just till the instructor signs you off? They have a new 182 down there that I could do the hi performance in. Would like to get them both at the same time though.

Couldn't find in the FARs if there's a requirement but I'm sure it's just getting ground and flight instruction in a high performance aircraft and having the instructor endorse your logbook. An hour requirement will come up if the company you want to rent said high performance aircraft from has an insurance requirement.

There is no time limit on getting either endorsment, just your instructor signing off saying you are capable.

High performance and complex endorsements are not category and class specific. If you wanted to get both at the same time, you would have to find an airplane that is BOTH high performance and complex, such as a C182RG, C210, C310, PA32R-301, BE36A, etc...

Better yet, find a DC3 and get your hp, complex and tailwheel all at the same time!:D

There is no specific time requirement for the endorsements. You just have to log ground and flight instruction and receive the endorsements from your CFI.

Some of the Seneca turbos have IO-360's in them and are not high performance as they have 200 hp a side. Seminoles were specifically designed as trainers, so are not high performance either. It's silly when you think about it because both airplanes are faster than many high performance singles. I always thought the designation should be based on speed, not power.

My high performance checkout consisted of zero ground time with two trips around the pattern. On the first trip my instructor goes, come on give her some gas. On the second trip I did a little better and he goes, yeehaw here's your signoff. Evidently he wasn't a big fan of it either.

Yeah, it's not a big deal. A little more right rudder in a single. My biggest problem with somebody going from a 172 to a 182 was always that they thought they needed to fly final much faster because it was a heavier airplane, they took too much power out on final and had trouble with the 182 being nose heavy.

The high-perf endorsement to me is more ground based info, mainly about the differences of operating that bigger engine, use of cowl-flaps if available, turbocharger operation, etc... Then we go fly for maybe .5 and give the sign-off. I've only done one of these, but I do tend to discuss with lower time guys the importance of the above subjects with that bigger plane.