How much...

imatworkallday

imatworkallday

Well-Known Member
...time do you think a guy needs for an IPC? :dunno:

I have a student who has not flowen instruments in years. I think late '90s was the last time:eek:. He is trying to get his company to pay for his recurrency and needs a reasonable quote (btw he works for an avionics company and does the field repairs, so there is a distinct posibility that he could get the approval).

We have a nice G1000 sim and then 3 G1000 172s. I plan on doing most of the training in the sim until he gets comfortable/proficient, and then move to the aircraft. Where we will do some local approaches and then a realtivly short x/c somewhere. So any estimates and/or advice will be GREATLY appreciated!!!!!!
 
Depends on the first simulator session and his study habits, probably 5-15 hours between sim and plane.

I would say three sim sessions and three flights depending again on proficiency.
 
bLizZuE said:
Depends on the first simulator session and his study habits, probably 5-15 hours between sim and plane.

I would say three sim sessions and three flights depending again on proficiency.
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Yeah I was kinda think that too. I am flying with the guy tomorrow, so maybe I can get a better gauge. Thanks! Keep em coming!:rawk:
 
Late 90's to now sounds like starting pretty much from scratch to me. Transitioning into a G1000 while everything is functioning is easy, fail some stuff, not so much.

I would plan on closer to 25-30 hours before he got a signature, but a whole lot of that can be done in the sim.
 
I would say that unless his company really loves him, there is no way they will pay for how much training that will be required to knock off twenty years of rust...not to mention needing to teach an old dog a new trick.

I would say a very very minimum of 10 hours.
 
Have the company pay for a block amount, beyond that make the student responsible.

Having you set the limit is nothing short of asking for trouble: "But you said it would only take 7 hours of training!"....and so on.

Having the company pay for a block will motivate the student because his wallet is on the line.

The best things for him to do are study his tail off and get a G1000 training DVD from Garmin or Sportys.
 
Douglas said:
I would say that unless his company really loves him, there is no way they will pay for how much training that will be required to knock off twenty years of rust...not to mention needing to teach an old dog a new trick.

I would say a very very minimum of 10 hours.
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Late '90s = 20 years? :crazy: :P
 
esa17 said:
Have the company pay for a block amount, beyond that make the student responsible.

Having you set the limit is nothing short of asking for trouble: "But you said it would only take 7 hours of training!"....and so on.

Having the company pay for a block will motivate the student because his wallet is on the line.

The best things for him to do are study his tail off and get a G1000 training DVD from Garmin or Sportys.
Click to expand...

Very true. I hadn't considered that.
 
I don't think anyone can answer the question without flying at least one flight with the fella first.

20 years is a lot of rust to knock off, including but not exclusive to new airspace, technological advancements (GPS/WAAS), new chart stuff because of that technology and new IAPs and regulations.

All of that is book work though. What it comes down to is having the student do all that on his own time and do the flying with you. That;'ll knowck a lot of time off of the cost.
 
I'm flying with him tomorrow as my safety pilot. I may bit the financial bullet and see how he handles some BAI and talk him through my approaches.
 
imatworkallday said:
I'm flying with him tomorrow as my safety pilot. I may bit the financial bullet and see how he handles some BAI and talk him through my approaches.
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No.

Never, ever, apologize for making a living.

If you're going to do ANYTHING just let him observe what is going on.
 
esa17 said:
No.

Never, ever, apologize for making a living.

If you're going to do ANYTHING just let him observe what is going on.
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That may be a better idea anyway. It can start his instrument juices flowing without giving me any grey hairs or burning my cash!
 
moxiepilot said:
I don't think anyone can answer the question without flying at least one flight with the fella first.
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Agreed.

The ground can be done by self-study. A simple method is to take the instrument knowledge test from one of the free sites cold to get an idea where the weaknesses lie. Completely new material is obvious, but there will probably be other areas where lack of use means lack of knolwdge.

For the flying, one thing I will strongly recommend is an IFR cross country to an unfamiliar airport. For example, I fly out of KAPA, a busy towered airport under the Denver Class B with lots of radar vectors. I like to do the cross country to an airport that is far enough away that there will be some "own nav" and, an approach that is below radar coverage, and where the pilot will need to pick up a clearance (maybe even a void time clearance) in some other way. Even without creating tough situations, the unusual is often enough to show weakness that both you and the student want to see.
 
MidlifeFlyer said:
Agreed.

The ground can be done by self-study. A simple method is to take the instrument knowledge test from one of the free sites cold to get an idea where the weaknesses lie. Completely new material is obvious, but there will probably be other areas where lack of use means lack of knolwdge.

For the flying, one thing I will strongly recommend is an IFR cross country to an unfamiliar airport. For example, I fly out of KAPA, a busy towered airport under the Denver Class B with lots of radar vectors. I like to do the cross country to an airport that is far enough away that there will be some "own nav" and, an approach that is below radar coverage, and where the pilot will need to pick up a clearance (maybe even a void time clearance) in some other way. Even without creating tough situations, the unusual is often enough to show weakness that both you and the student want to see.
Click to expand...

:rawk: Y'all a wealth of help and information! I'm at KPIE under the Tampa bravo. There is lots of good experience here. I am thinking a x/c to KORL may be in order. What I'm thinking is something like a diagnostic sim session starting with some BAI, navigation, and an IAP or two. Something like an 1-1.5 hrs. Any thought or inputs here?
 
MidlifeFlyer said:
Agreed.

The ground can be done by self-study. A simple method is to take the instrument knowledge test from one of the free sites cold to get an idea where the weaknesses lie. Completely new material is obvious, but there will probably be other areas where lack of use means lack of knolwdge.

For the flying, one thing I will strongly recommend is an IFR cross country to an unfamiliar airport. For example, I fly out of KAPA, a busy towered airport under the Denver Class B with lots of radar vectors. I like to do the cross country to an airport that is far enough away that there will be some "own nav" and, an approach that is below radar coverage, and where the pilot will need to pick up a clearance (maybe even a void time clearance) in some other way. Even without creating tough situations, the unusual is often enough to show weakness that both you and the student want to see.
Click to expand...

Other good resources:
http://www.faasafety.gov/gslac/ALC/course_catalog.aspx
Obviously have them take the Instrument Proficiency Check Review Guide. Know Your NOTAMs and TFRs and Special Use Airspace may help as well.
http://www.aopa.org/asf/online_courses/
IFR Regulations, Single Pilot IFR, all of the approach courses plus the pneumatic course are good. AOPA also has some good quizzes (each about 10 questions).
http://www.aopa.org/asf/asfquiz/prevquizzes.cfm
All of these resources will give certificates or results that you can keep for your records.
 
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