shyampatel94
Pre-takeoff checklist
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Shyam Patel
What do you guys think that the best aircraft is for ifr training and commercial training?
What do you guys think that the best aircraft is for ifr training and commercial training?
One that looks like this up front
What do you guys think that the best aircraft is for ifr training and commercial training?
Hull insurance with Comanches can be pricey due to spare parts issues. Do some checking before you commit to one, although I've heard the Comanche owners group has a good deal. Also, there's no reason to feed a 250HP engine during this training when you can do everything with a 180HP engine, so I wouldn't even consider a 250 Comanche.If you're looking to buy, train, and flip I'd suggest a Piper Comanche 180 or 250. They can be had for very low prices, meet the necessary requirements, and shouldn't be too difficult to sell when you're done.
Hull insurance with Comanches can be pricey due to spare parts issues. Do some checking before you commit to one, although I've heard the Comanche owners group has a good deal. Also, there's no reason to feed a 250HP engine during this training when you can do everything with a 180HP engine, so I wouldn't even consider a 250 Comanche.
Nevertheless, I'll stick with my original recommendation if you're buying something just for this training.
Hull insurance with Comanches can be pricey due to spare parts issues. Do some checking before you commit to one, although I've heard the Comanche owners group has a good deal. Also, there's no reason to feed a 250HP engine during this training when you can do everything with a 180HP engine, so I wouldn't even consider a 250 Comanche.
Nevertheless, I'll stick with my original recommendation if you're buying something just for this training.
That's over twice what I pay for my Tiger, and my Tiger's hull value isn't less than half what your Comanche's is.I got a quote for 5 partners on a 260. 4 partners had little or no retract time, and each were 190 total hours or less. Quote was 2,200.
Six cylinders still cost more to operated than four.You slow down a Bonanza to Arrow speeds and you use less fuel than the Arrow.
When you've given a couple thousand hours of instrument training, let us know if you still feel that way.While going slow at the onset of training may be good, getting things rolling towards the end helps one prepare for the interview King Air sim check.
Buying two airplanes wasn't one of the OP's stated options.But really why not do the IR in a cheap 150 or 172, then do the 10 hours for commercial in an Arrow or similar?
The cheapest possible
If you're doing both in the same plane, it would probably be the lowest level, easiest-to-fly complex plane you can find. Things which come to mind are the Piper Arrow, Beech Sierra, and Cessna 172RG Cutlass. And, funny thing -- those are the planes you'll find at flight schools conducting such training. What you don't want are large engines (cost), complexity (just adds to the problems), or speed (helps your brain stay ahead of the plane).
Faster, yes. Less money, no. Same engine burns the same gas per hour, and Mooneys have some maintenance issues (especially fuel tank sealing). Parts are easier to come by for Pipers, too. You'll also be fighting that PC system when trying to do the commercial maneuvers. As an IR/CP training platform, I'd recommend any of the three I mentioned over a Mooney.Mooney C model can be had pretty cheap and is a great IFR platform that's pretty frugal on gas. Faster than the cheapest Arrow for less money.
That's over twice what I pay for my Tiger, and my Tiger's hull value isn't less than half what your Comanche's is.
Rates for 200-hour pilots with 15 in type or an AYA PFP check aren't a whole lot higher. But if you compare like hull value/similar pilot rates for an Arrow versus a 260 Comanche, I think you'll find the Arrow comes in a lot cheaper.You also have what, 9000 hrs and over a thousand 'in type'. No point comparing premiums with a group of >200 pilots without complex experience.
Mooney C model can be had pretty cheap and is a great IFR platform that's pretty frugal on gas. Faster than the cheapest Arrow for less money.
Rates for 200-hour pilots with 15 in type or an AYA PFP check aren't a whole lot higher.
I would stick with 180hp aircraft. Yes, a 250hp Comanche will not burn much fuel while you are loafing around during instrument training, still it is more than a 180hp version. I did some of my instrument training in a 260C, the nice thing is that if you are in a low traffic environment, you can get one more approache done per hour than in the Archer that I used for the rest of the training. As the requirents for IR training are based on hours, not number of approaches, that doesn't do much for you.
The downside of old complex aircraft like Bonanzas and Comanches is that they are harder to sell than a common trainer type like an Arrow. The problem with Arrows (if there is one) is that many of the cheaper ones have been beaten to death as trainers already. Not that many around that have been pampered by a single owner.
There is a '58 180hp Comanche on Controller asking 37k. Doesn't have a IFR GPS but a SL30, a KY97A, a GTX327 and and 640smoh. Without an ADF, DME or IFR GPS and a single NAV you are quite limited in what you can do for your IR training. The upside is that you will be good at the two kinds of approaches (timed VOR and ILS/LOC) that you CAN do and the examiner would only be able to test you on those either. If all you want is the piece of paper, that is ok, if you do your IR to actually learn contemporary instrument flying, you want an IFR GPS of some stripe.