single engine complex "differences training"

[Miserlou]

Sounds like the Check-out Scandal again!

I suggest finding a school or club and finding the oldest/most experienced instructor there or at least a mature one who does have another job. That way you can be fairly sure that the guy is'nt there for the hours.

[FlyingForFun]

Or is it the "paperwork exercise" which is impossible? That is a whole different matter.

Sorry - yes, it's the paperwork which I was describing as "impossible", not the flying, which ought to be very simple.

FFF
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[Keef]

I did my "complex" signoff long before the rules required one - but the club wasn't about to let me off into the blue yonder in a 140 knot C177RG, when up to then I'd been flying Rallyes, C152s, and PA28-140s - none of which came close to 100 knots.

I had about two hours with the CFI, of which maybe 15 minutes was about gear, prop and cowl flaps. The rest was learning to stay ahead of a much faster aeroplane.

I could see the sense in that. I can't see anyone who's used to the speed of the "complex" type needing more than an hour at most to learn the wheels and prop bit.

[In Disguise]

Am I Legal?

Forgive my rather shady pseudonym-posting on this topic. I was pretty sure this one had been asked before.

Opinions please: I hold an ME-IR & FI(A), working both commercially and instructing, however have no complex-single 'differences' sign off in my logbook. My reading of LASORS was:

Lasors Section F, General Information, Page 7
Where Differences Training on a particular feature has been completed within the MEP class, these differences may be covered, for SEP aeroplanes, by Familiarisation.

...implying that 'familiarisation training' is sufficient. On the same page, this was defined as follows:

Familiarisation Training merely requires the aquisition of additional knowledge, relevant to the new type or variant. This may be achieved with the assistance of an instructor, another pilot experienced on type, or by self study.

I have been flying complex singles (wobbly props/retractable) AND instructing on them on this basis of having completed 'familiarisation training'.

Now I would say that I am legal, but some of the reading above disturbs me...is there a chance I am operating outside of the straight-and-Arrow? Anybody else have views on this?

[Whopity]

LASORs has no legal status and at times can be wrong. When JAR-FCL was introduced it referred to differences training for: VP Prop, Retractable Undercarriage, Turbo/Super charger; and Pressurisation with Tailwheel being added later.

Both AL5 and AL7 no longer mention any of these differences. The List of aircraft types also disappeared from JAR-FCL and can be found on the JAA website.

The ANO makes no reference to differences training except for SSEA Class ratings on an NPPL. It would appear that there is no legal requirement for these differences which once required a sign off by a FI!

Differences between variants for ME aircraft are covered in JAR-FCL and last for two years.