I thought the whole point of "learner pilot" was to make a distinction between "student pilots," i.e., pilots who do not have any certificate other than a student pilot certificate, and other pilots who might be taking lessons for, e.g., an additional rating or certificate.
You'll get used to it. One thing I find helpful is to write down what you expect to hear. I use the "CRAFT" acronym; you can pretty reliably guess everything except the transponder code, and having it already written down means you're confirming and correcting rather than furiously copying.
The problem I have with that is that ATC actually works reasonably well. It’s not the part of the FAA that really needs fixing.
Adding to this:
An important thing to learn about that is to carefully review what you wrote down and make sure that it will be absolutely clear to you once you're flying it. I learned that lesson the hard way.
When getting vectors to final, they'll give you a heading to fly to intercept the final approach course when they clear you for the approach.
The standard phraseology for a controller giving the final vector to the final approach course on an instrument approach is
I can see the need for that - for CFIIs too.
I've had similar experiences flying with pilots to meet requirements and feeling I could have given them a list of tasks and taken a nap.I have enjoyed the diverse perspectives this topic brought forth. I may retain a few of you to hide some coal for me and turn it into diamonds.
Just to close the loop from my end, my learner pilot -- who does not hold an IR -- impressed me by being more current and competent than most of the IR pilots I have flown and done IPC work with recently. He diligently copied, read back, and flew a clearance out of the SF Bay up into Oregon IMC, and since he was new to PNW winters, we got to discuss the icing we would possibly (and ultimately, did) find ourselves in. Then, as previously briefed and planned, he asked ATC for an altitude change early and when he noticed his 5kt airspeed degradation and ice slowly forming on our leading edges -- then he hand-flew a tidy RNAV approach with a 20G42 crosswind at our destination.
...we ate lunch, contemplated a successful XC flight, and then did it all again in reverse.
I felt like the learner pilot -- as instructor. Because I had made incorrect assumptions about what we'd be doing with his insurance-mandated IR training requirements. I thought I'd be teaching how to not instantly graveyard spiral upon putting foggles on. I should be signing him off for a checkride instead.
He is quite far from needing the "learner pilot" crutch. Some of the 1500 hour guys I've flown with lately, however, would do well to have it on standby.
I was fortunate that my cfii is a check airman for a 141 school in his day job. He was very good at playing atc, and taught me to expect their next instruction. We'd be getting vectored to an approach and he'd ask me what the PTAC call would be. The turn is almost always a 30 degree intercept to final.
Is he currently working on his IR? Seems odd to have that skill set and not get it done, if only for the insurance discount. Also curious what you were flying . Sounds like it was an insurance required checkout?
I was fortunate that my cfii is a check airman for a 141 school in his day job. He was very good at playing atc, and taught me to expect their next instruction. We'd be getting vectored to an approach and he'd ask me what the PTAC call would be. The turn is almost always a 30 degree intercept to final.
He also taught me the "TLAR" acronym
I was wondering whether he was a PilotEdge simmer.
Impressive stuff. I hate youtube, but may need to start looking for some wheat in the chaff, the results spoke for themselves.
There is a significant amount of wheat there if you look for it. When I do transitions, particularly avionics transitions, I give my client a recommended playlist.Haha, I totally asked about it -- He has done a ton of safety piloting and a ton of youtube. No PilotEdge or simming.
