I've got all my requirements complete for commercial checkride except the complex time and the checkride itself. I had spoke to Ryan Seaplanes in Florida last year and they said that they could do a combined ASEL/ASES training and checkride since their Husky is on amphibs and counts as complex. Essentially you show up with all requirements except complex done, and then you build complex while learning to fly the Husky, and then your checkride counts as both Commercial ASES/ASEL.

Does anyone know anywhere else that offers ASES training in an amphib, or even better, one that has experience with combined training like this? My only hesitation with Ryan is that I'd rather do it somewhere other than Florida and it seems like they can't be the only ones out there but I'm having a hard time finding somewhere else.

I'm not hard set on the amphib checkride path, but it seems more interesting than renting an Arrow for 10 hours at the local airport, and cheaper than doing ASEL and ASES separate.

Thanks for any info

-Asa

I just did my SES training and checkride in a Husky on amphibs through Northwoods Aviaition in Cadillac, MI. I'm happy with the training I got and the price was competitive with what my research showed. My instructor did his initial solo and private pilot checkride in their cub on straight floats. You'd have to talk to them about combining the commercial training, but I bet they would

Asa,

First, a straight float airplane with a controllable prop and wing flaps meets the criteria for "complex" in FAAs definition. You could do the comm SES in straight floats, then do the comm SEL in any plane. You only have to do complex checkride once.

More options, and maybe cheaper.

MTV

Lakeshore Aviation in Manitiwoc, WI, uses an XP on amphibs for their seaplane training, if you think you need to do it on amphibs. Here's their website: http://www.lakeshoreaviation.com/seapla ... index.html But I have to say, I was disappointed in their communication skills. I tried 2 years in a row to line up a couple of days, before, during, or after Airventure, and finally gave up.

On the other hand, when I took my SES training with Seattle Seaplanes 3 years ago this month, they were very receptive, helpful, and we arranged a schedule that met our vacation plans--we had a 3 week vacation, but we were driving and had a trawler rented for a week. Essentially we had a half week of driving at either end, with the trawler week in the middle. So I was able to split my SES training, some before and some after the trawler week. It worked out really well, and although I would never claim to be an expert seaplane pilot afterwards, it was an amazingly fun time, great training with very competent instructors, and I passed a commercial SES add-on checkride. Their trainer is a 64 172E with the same Avcon engine conversion I have, a 180hp Lycoming with a CS prop--there was no learning curve with the airplane, since it's so much like mine, which you've seen. Their website: http://www.seattleseaplanes.com/

So I second Mike's advice, get your commercial with someone like Seattle Seaplanes who has an airplane with straight floats, a CS prop, and flaps, then get the comm SEL as an add-on in your own airplane (or a 172, or whatever).

Cary

Thanks for the replies. Mike's suggestion opens lots of options including doing the SEL ride in my 180.

Northwoods (recommended by Fredy) is super affordable with their amphib husky costing about what many straight floated cubs cost per hour.

I'm keeping my options open for a bit and am always welcome to more recommendations. Has anyone here ever done a SEL add-on to commercial SES? Just curious what that might look like.

Thanks
-asa

Not per se, but mine was sort of the reverse of that. I've had my commercial for 43 years (40 at the time), so of course when I filled out the application, I did it for a commercial SES add-on. While I didn't have to do any of the commercial maneuvers, the DPE held me to commercial standards--some of which I did really well, like altitude and heading holding, spot landing, and emergencies, and some of which I was weak at, specifically some of the VFR chart symbology. It wasn't a perfect ride by any means, but good enough to pass, with both of us agreeing it was "a bit rough".

You might give a call to Yvette at Seattle Seaplanes. She obtained her private SES first, there. I know that she now has her commercial, but I'm not sure whether she first went off and got her private SEL add-on. She's a really nice gal, and I'm sure she'd be happy to talk with you.

Cary

mtv wrote:Asa,

First, a straight float airplane with a controllable prop and wing flaps meets the criteria for "complex" in FAAs definition. You could do the comm SES in straight floats, then do the comm SEL in any plane. You only have to do complex checkride once.

More options, and maybe cheaper.

MTV

Mike,
I was looking in the FARs, and it seems like there could potentially be a catch to this depending on how the examiner interprets it.

14 CFR 61.129 (a)(3)(ii) states:

(ii) 10 hours of training in an airplane that has a retractable landing gear, flaps, and a controllable pitch propeller, or is turbine-powered, or for an applicant seeking a single-engine seaplane rating, 10 hours of training in a seaplane that has flaps and a controllable pitch propeller;

This makes it sound like that you must satisfy this for ASEL with retractable gear, but only for ASES can you use the floatplane version of complex (no retractable gear required). IF it had just said "10 hours in a complex plane" then it would clearly allow use of a floatplane for both ratings.

Due to the recommendation of someone else in this thread, I've got a week reserved in a Husky on amphibs which should definitely cover all the bases. But I'm curious if this wording in the FARs affects anything.

-asa

asa wrote:

mtv wrote:Asa,

First, a straight float airplane with a controllable prop and wing flaps meets the criteria for "complex" in FAAs definition. You could do the comm SES in straight floats, then do the comm SEL in any plane. You only have to do complex checkride once.

More options, and maybe cheaper.

MTV

Mike,
I was looking in the FARs, and it seems like there could potentially be a catch to this depending on how the examiner interprets it.

14 CFR 61.129 (a)(3)(ii) states:

(ii) 10 hours of training in an airplane that has a retractable landing gear, flaps, and a controllable pitch propeller, or is turbine-powered, or for an applicant seeking a single-engine seaplane rating, 10 hours of training in a seaplane that has flaps and a controllable pitch propeller;

This makes it sound like that you must satisfy this for ASEL with retractable gear, but only for ASES can you use the floatplane version of complex (no retractable gear required). IF it had just said "10 hours in a complex plane" then it would clearly allow use of a floatplane for both ratings.

Due to the recommendation of someone else in this thread, I've got a week reserved in a Husky on amphibs which should definitely cover all the bases. But I'm curious if this wording in the FARs affects anything.

-asa

asa,

Yes, this is the experience requirement. And, you'll have to meet that. An amphib Husky should work fine.

MTV