How fast did you go for endorsements and IFR after your PPL?

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drotto

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drotto
I have almost completed my PPL, and was wondering how long people generally wait to get further endorsements or the big one their IFR or Multi engine. I plan on getting my HP and complex right away because I have a plane available for my use (or at least I think I do), that will require those two items. My CFI wants to do the HP, complex, and start the IFR all at the same time in that plane, right away. I am not sure I have the time or money to complete IFR at this time, but he says that is ok because even if you do not complete the IFR it will count towards hours, and will make you a better pilot. So, I do think I will go that way.

Now that that long winded thing is out of the way. How long did other people wait before getting more stuff?
 
I waited a few days before I started looking into it.
 
2 months. First trip I attempted to do I was weathered out, and started on my IR. Didn't bother with any endorsements for 3 years - because I wasn't going to be flying any retract/tailwheel/HP planes.
 
Personally, I'd get the endorsements as you need them. If you aren't going to be flying any plane requiring one in the near future there is little reason to get them.

Additional ratings can come as you want them. If you know you're eventually going to get your instrument rating you can start working on the requirements as you have time and money. There is a lot you can do on the instrument rating without an instructor, which will keep your costs down if that is a concern.
 
Get IFR first (unless you need endorsements to fly the aircraft you'll be using).

Taking the multi ride without your IFR rating would be non-sensical.
 
Got my PPL right before I went out to college in Arizona. Stayed out there for a year, then came back to NY and got my IR. Built time for my Commercial and got it about 6 months later. Currently working on my CFI.
 
Got my PPL one summer. Got Complex endorsement the following spring - club required 125TT before getting signed-off in the 177RG. Did my HP endorsement a year or two after that because the guy I was working for had a 182 that he did my BFR in and we did the HP endorsement along the way. Started IR the summer after PPL summer but didn't finish it up until 5-6 years later.

As others have mentioned - endorsements were an 'as they come' kind of thing. Since most complex/HP rentals will have checkout and/or time-in-type requirements, the appropriate endorsements can usually be done along the way so you are essentially killing two birds with the same hour of paying to fly.
 
I need the HP and complex to fly the plane I have available to me. So those are more or less a must for me.
 
I got the HP soon after PPL, our flying club had a 182. I started my instrument immediately after the first Gastons. On that trip home, I got into some doo doo and sweated bullets the whole way home.

Got the complex when we bought the Mooney.
 
HP is trivial, particularly on a 182. Go for it right away. Learn how to stay ahead of the airplane.

Complex takes some new habits, but it won't require more than 5 hours, and probably would be much less. I did mine in 3, with a very thorough checkout. Not much need to wait here. The only thing you have to get beyond HP is not to leave the gear up (and it's a big one).

The operational difference between a 182 and a 172RG is the gear handle. That's it. They have all the same equipment aside from that, and a possible injected/carbureted engine difference (depending on year). Well, and the 172RG can handle higher RPM (but that's what green arcs are for, and there are small differences there among different 182 models).

IR will obviously take longer.
 
I've had my pilot's license for 4 years, and still haven't gotten my Instrument Rating yet.

I would suggest trying to get another pilot (not an instructor because they'll charge you) to ride with you and build some hood time, not only for the hours, but a little recreational hood time with a friend can actually help you get used to hood-flying when the instructor begins to ride with you.
 
Get another pilot to fly with you for the hundred dollar Hamburg. Fly under the hood, always use those social flights to your advantage. Time under the hood may help you if you get stuck above a deck.
 
I had my tailwheel endorsment the same time as my solo.

After my PPL, about one week and I did my single engine sea, a couple weeks later my high performance and complex for the seaplane I was renting.

Didn't do my IFR till I had like 150hrs or something.


Get some cross countries and time under your belt before going down the IFR path.


Multi isn't a big deal, do it when you think you're in a position to use it.
 
DMD3. said:
I would suggest trying to get another pilot (not an instructor because they'll charge you) to ride with you and build some hood time, not only for the hours, but a little recreational hood time with a friend can actually help you get used to hood-flying when the instructor begins to ride with you.
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I would be careful with this suggestion. The pilot might develop bad habits that are tough to break once they actually start training with a CFI.
 
36 years after my PPL until my IR :)

'Course, that was because I quit flying for 34 years after getting my PPL due to family commitments and a new wife who would get airsick. Amazingly, she outgrew that problem, and once our son was grown and on his own, I started flying again. Since we wanted to be able to take extended trips, my wife encouraged me to get the IR. She's a keeper ;)
 
Passed the PP ride in 2001. Got the high performance and complex endorsements the following summer (2002). Our club's insurance requires 100 hour TT before solo in the Arrow, along with 10 hours dual if you don't have previous time in make and model. I hit the 10 hours dual at the same time as 100 hours TT purely by accident. Did the high performance in the club's 182. IR came along 10 years after the PP.
 
I completed my complex and high performance endorsements seven months after getting my PPL. Was useful for flying longer trips in less time. Doing IFR now a year later. Have some fun for a while before the instrument training I'm glad that I did.
 
I've had my PPL for a year and will probably do my IFR in 2016. I agree with a few others - get some XC time under your belt...enjoy flying for a bit and then get to work on the IFR. That's just my .02. If your mission requires you to be able to fly when weather is a bit inclement and ceilings are low/overcast then by all means...move right on to the IFR. For me, I've had to cancel a few trips and a few others I decided not to take or used other transportation being overly cautious...but that's the way it goes.

I think one thing to take into consideration is how often are you going to fly IFR once you get the ticket? If you aren't flying much in general and go get IFR so fast then you potentially could be wasting time/money. IFR requires practice - and a lot more of it if you move right on to it after PPL with such low time overalll...especially AFTER you get the rating. One can't expect as a low-time PPL/IFR pilot to just not fly for 3-4 months and then go file IFR and fly in the soup and shoot approaches with 500'/3 mile vis.

High Performance isn't a big deal. I started flying a Cherokee 235 I bought into on my 3rd lesson. My CFI called the HP the " more right rudder" sign-off. :)
 
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IFR if you are planning to actually get to places at least once or twice a week. Other than that the lack of currency can kill you when flying in actual imc. If you are only looking for recreational flying and going to the next door airport diner then i would stay vfr and fly only when the weather permits. Endorsements you get on the way as needed, e.i. checkouts.
 
I did not need endorsements for HP, retract or taildragger.
Those requirements came into being almost 20yrs later.
 
The day after I got my PPL I was under the hood. Planned on going commercial, but mostly money and the Marine Corps got in the way. Stopped at IA.
 
I'm waiting for money to fall from the sky before i train for IFR. Given the heavy winter fog and coastal fog during the summer, the IR would help.
 
Any flight training you get is good for you. That said, I believe that at least 30 or 40 hours of some cross country flying, just getting stick time and work on holding good steady heading and altitude before starting the other training is a good thing. You will need 50 hours cross country anyway, so this will get you set up for that requirement so that you don't find yourself with a sharp flying edge for an IR or Commercial checkride and then have to log some cross country before the ride and risk losing your sharp edge.

My $0.02,
 
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