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StraightnLevel
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Go fly for a while and figure out what you need.
StraightnLevel:
Nevermind. Was hoping for intelligent responses....guess not.
It’s equally useful to continue in a basic trainer. Learn the principles, get the rating, and then jump into a “complex” aircraft and gain proficiency with instrument procedures.That makes sense. In your experience, would it be helpful to do the IR flight portion in a complex plane, or is it equally useful to continue in a basic trainer, i.e. Cherokee?
Alot depends on what you intend to do with you PPL and how big a budget you have. I was advised that you shouldn't rush into an IFR rating without having some practical VFR stick time first. How much is up to you. I don't agree that you can get an IFR rating in a couple of hours and a signature. That doesn't make sense. But I admit there are accelerated training programs that are relatively fast and cost effective. If you plan on a lot of flying and making frequent trips on time in marginal weather, then an instrument rating rating is a must. But remember using that rating in IMC is a higher risk endeavor, and requires more costly maintenance and more routine flying and practice time. It all depends on what you intend to do.I'm within a couple of weeks of my PPL checkride, so I'm starting to think about the follow-on work. For my goals, I know that I will need to add on instrument and complex, likely high performance, possibly multi and/or pressurized (depends on the plane I end up buying).
What should I take into consideration regarding the order of getting the "add-on" certs and endorsements? Is there a good reason to try to do them in a certain order, parallel certain parts, or is it all just putting in time sequentially? Is there any reason to not get all of the above just for the sake of knowing as much as possible from a safety standpoint?
Any thoughts and input would be appreciated - thanks in advance.
I don't agree that you can get an IFR rating in a couple of hours and a signature. That doesn't make sense.
Figure out what airplane will work, buy it, and start working on your instrument rating concurrently with whatever endorsements are necessary. If you’re not going to fly between your properties without instrument training, take your instructor along and make those trips instrument training. If you’re staying a while, either airline the instructor back and forth, or let him take the airplane back and forth.I have properties in 3 different states and family in two more. Distances are such that I don't feel comfortable with the idea of traveling these without IFR training.
Similarly, a basic PA28 or C172 isn't going to work for these distances, so I probably will end up buying some combination of complex, multi, high performance. Since there's no point in buying something I can't fly legally, I need to get the certs/endorsements first, i.e., now. Then I will buy a XC machine and use that plane to build time.
Training budget is effectively irrelevant. I don't want to waste money, but I'm far more concerned about wasting time. I'll gladly pay more to get it done faster.
Get your IFR. Insurance is going to required 10-25 hours in type so might as well get complex/multi in the airplane you buy.
1) How do I buy a plane and fly it home if I'm not certified/endorsed to fly it?
Wastes time? Yeah, sure.As I said above, checkride is already scheduled. Waiting until then to plan next steps is like waiting to cross the runway threshhold before starting your descent. Sure you can wait, but it just wastes time.
1) get an instructor. You don’t seem to think that flying without one is a good idea anyway.Good thought. This raises a couple of questions.
1) How do I buy a plane and fly it home if I'm not certified/endorsed to fly it?
2) I've read statements that some multis are not well suited for training. While training in my own plane makes a lot of sense from a learning perspective, does it work if it's just not a good training platform?
If you are considering a Multi that you can't do your rating in than you are looking at planes that a low time pilot should not be flying.2) I've read statements that some multis are not well suited for training. While training in my own plane makes a lot of sense from a learning perspective, does it work if it's just not a good training platform?
Flying without a plan is a waste and a travesty huh? Mmmm k.Life.
Every single day that goes by leaves me one less day to live. Wasting even one is a travesty.
FIFY.Flyingwithout a planis a waste and a travesty huh? Mmmm k.
Nothing is wasted if you're enjoying the journey.Life.
Every single day that goes by leaves me one less day to live. Wasting even one is a travesty.
Nothing is wasted if you're enjoying the journey.
It can be done, and very safely - but not in a restricted timeline. With appropriate decision-making skills, it is relatively easy, even, to fly long-distance cross-country entirely VFR. However, there will be weather delays.Thanks - this is helpful.
Honestly, I am very apprehensive about flying any significant distance cross-country without the instrument training. It just seems like it would be tempting fate.
If you have good ADM the worst fate you'll be tempting on a VFR XC is encountering occasional inconvenience and delays.Thanks - this is helpful.
Honestly, I am very apprehensive about flying any significant distance cross-country without the instrument training. It just seems like it would be tempting fate.
You know you need 50 hours of XC time to get an instrument rating right?Thanks - this is helpful.
Honestly, I am very apprehensive about flying any significant distance cross-country without the instrument training. It just seems like it would be tempting fate.
Honestly, I am very apprehensive about flying any significant distance cross-country without the instrument training. It just seems like it would be tempting fate.
Looking at my personal goals, flying between any two of my three residences is 800+ nm. That's not something I am going to attempt without IR training, a solid plan, and near-perfect weather for the first trip. I know that it can be done VFR, but I want to be prepared for whatever circumstances may arise. Until I'm ready for those trips, my training will not be complete.
That all depends on how much time you have. I’m way out of currency with IFR and my light sport isn’t equipped anyway. But I enjoy long trips…without a time table. Having good weather skills and a sense of one’s limitations is the important thing…after lots of time to wait out any event.Honestly, I am very apprehensive about flying any significant distance cross-country without the instrument training. It just seems like it would be tempting fate.
That was kind of what I did, too. My part 61 flight school has a retractable 182 that nobody ever rents because it's $50/hr more than the 172. I did some quick math and discovered there's a break-even point where the additional speed makes the R182 a better deal for travel (lower cost per mile,) so I jumped into complex/HP training for ~10 hours and had this plane available for overnight trips, usually at a moment's notice, and without depriving any primary students of their trainer. I ended up building about 30 hours PIC XC time in that one before starting Instrument.I’m probably different…after getting my private certificate, I wanted the option to go places in something more capable than a 172. My FBO had a 182 and an Arrow, so I spent a few Buck and got the endorsements for both…wasn’t more than maybe 10-12 hours for both. Then I did my instrument rating - the first part in the simulator and the rest in the 172. After my instrument rating, I focused on what plane to buy and ended up a Bonanza owner…haven’t regretted it for a moment.
Outside of FIKI, RADAR-equipped airplanes, I don’t think my as-scheduled IFR trips have had a higher percentage than my as-scheduled VFR trips.I have pretty much 4 cornered the continental US in VFR only aircraft, largely on a schedule. What you will find if you’re honest with yourself is that not having an instrument rating or a VFR only aircraft is not the limiter you think it is as a fresh private pilot.
Well, there was also that uncomfortable conversation about peeing into the hydraulic fluid reservoir...Spoiler - you’ll really just be swinging gear up and down and learning about a constant speed propeller
…or flying long enough for engine heat to warm up the hydraulic fluid so the gear retracts fully.Well, there was also that uncomfortable conversation about peeing into the hydraulic fluid reservoir..