If you ladies and gents could please offer me any guidance as to what you think of my plan I would really appreciate it. I have 162 hours to date, and I am getting very close to taking my Instrument checkride. Suppose I have 175 hours by the time I get the ticket. That leaves me with 75 hours to go. Let's deduct 20 hours for the multi engine rating, and another 15 for complex time. This leaves me with 40 more hours to go. The FBO I train out of does not have either a complex or a multi engine craft. They do however, have a venerable 150 that goes for $76/hour. My plan is to buy block time and fly some cross country trips for 20 hours in the 150. After that I would train for the commercial maneuvers using one of their 172s. Then, I could get my multi-engine rating (at another FBO), followed by getting my complex time in a 172 RG (same place that has the multi) and commercial. Here is my dilemma. I feel like I should first get some complex time before building time in the 150. One of the CFIs advised that I should have prior experience in a complex prior to jumping right into a Piper Aztec. Besides, this would ease in the transition of training for the commercial in a 172 and then going back to the 172 RG and finishing up. Any suggestions are greatly appreciated...

 

I wouldn't overthink it a ton. Having at least your complex endorsement prior to jumping into the twin wouldn't be a bad idea though. I'm not sure what places will require for that, maybe 2-5hrs? After that, do it as cheaply as you can possibly do it. Also, why are you doing your multi prior to getting your commercial? I honestly think the cheapest way to go is get your COM-SEL, then do the COM/INST-MEL afterwards.

 

That is the order that I got mine in and I thought it flowed pretty well. Time building should be done in the cheapest airplane available. I am a huge fan of getting out on the road and away from the familiar trappings of a home field.

Also PP - I took 10 hrs to get my multi and that included about a 1.0 flying to/from the checkride and the checkride itself. The point being that I think you may be planning on to many hours to get your multi, especially if you are flying regulary.

USMCFLYR

 

EWfflyer and USMCFLYR, thank you very much! This makes so much sense. The whole idea behind obtaining my multi prior to getting my commercial is to build time. I would rather do it cheaply and on exploring new destinations on a 150 than spending over $200 an hour on a Aztec. Besides, I really can't afford to fly cross countries in a multi So yes, I will get my commercial single engine first, and then do the multi. Thanks again!

 

I'd get the Com. Multi first then you can take the Com Single in that little 150. That's the order I would have went in if I knew what I knew now.

 

While crusing around the country side is a fun way to build time, I used the following scheme to build my time. It's called the check as many squares as you can per flight hour program.

Fly at night
Fly under the hood
Fly instrument approaches
Fly to various airports

I did this with another CFI in simple IFR planes, complex planes and twins. We split the cost and flew after our last students. Even though you're not a CFI, you can still split the time with another pilot.

 

The night Sim/Act Instrument idea is another wonderful idea to do. It would definately show a level of commitment above what most other folks do out there. I wouldn't go too overboard with it though, as you might burn yourself out on it, but it'll be a good experience regardless.

 

I echo the flying at night part. I loved to fly at night (even now) and I probably had a disproportionate amount of night time to total time back when I started than the usual bear.

I probably jumped headlong into the actual instrument flying right after earning my rating a little quick looking back at it with a more experienced eye now; but since I did make it through unscathed I can call it good experience now. The cross countries in actual conditions to unfamiliar airports was a confidence builder. Even on my VFR corss countries I used Flight Following early on and it paid off later in my training when I had instructors comment on my rapport with ATC. Learning to fly out of controlled fields helped too obviously with my comfort level.

USMCFLYR

 

Thanks for the input gents. As of today I haven't had any actual IMC time so I am looking forward to getting some in the spring. I also fall into the lack of night flying category as of this date, and it is about time I get some night flying experience. Doing my long cross country tomorrow morning, time to get those approach plates ready. Take and thanks again for the responses.

 

If this is your long cross country for your commercial I'm fairly certain it needs to be done VFR not IFR.