Start Instrument training with 15 hrs XC PIC time?

1200AGL

1200AGL

Well-Known Member
I will have some free time coming up over the next few months and I have resolved to use it working toward my instrument rating.

While I have a little over 200 hrs TT now, I started flying gliders and learning aerobatics in a 8KCAB immediately after I passed the checkride. So I have spent most of that time tooling around in thermals within 15 miles of the airport or flying just far enough outside the Washington DC FRZ to go practice the Sportsman sequence and back. I've got 15 hrs XC PIC time and I haven't flown anything with a DG or AI in almost 2 years (the Super D seemed to win out over renting a C172).

I have been studying and should be able to knock out the written test by the end of Sept. I know I need 50 hrs XC PIC for the rating. As a CFI, what minimum XC time do you like to see for an instrument student walking in the door?

Thanks,
Paul
 
I'm not a CFI but I doubt that they care. It's actually better for you because you can overlap the other requirements in the XC time. With 200 TT, you'll probably do better than most instrument students, even if it takes a while to get used to only looking inside.
 
Do you want to do the remaining XC during your instrument training or go out exploring VFR and keep the XC separately from the IR? If you'd like them to overlap, you won't have any problems finding an instructor willing to do that (since that instructor benefits from the XC time towards the 500hrs of XC for the ATP).
 
mat said:
I'm not a CFI but I doubt that they care.
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CFI A&P said:
Do you want to do the remaining XC during your instrument training or go out exploring VFR and keep the XC separately from the IR? If you'd like them to overlap, you won't have any problems finding an instructor willing to do that (since that instructor benefits from the XC time towards the 500hrs of XC for the ATP).
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Thanks for those answers! Since funds are, uh, not unlimited, I am trying to map out a few solo VFR cross country flights to get current again in cross country planning, etc., and build just enough XC hours that I won't blow up any potential instructor's syllabus by requiring that every training flight have a >50 nm landing stop.

I've heard good things about Aviation Adventures and might go talk to them. GT Aviation at VKX seems busy every time I'm over there, so I may chat with them also. I don't have ready access to an IFR-certified airplane, so that limits my choices somewhat.

Paul
 
That works as you'll need the VFR flight planning for your Commercial anyway.

Look for other things you may want / need that you can double up. Our club has a Mooney that required a 10 hours checkout, I also needed a complex endorsement. I did 8.9 hours XC in the Mooney during my instrument, the the last 1.1 in the pattern. Ticked off XC for IFR long XC, Complex and got signed off for the Mooney at the same time.
 
jskibo said:
Look for other things you may want / need that you can double up.
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Yup. If I could only find an IFR-certified, complex, high-performance tailwheel airplane and do all the training at night, I'd be set. I'm trying to accumulate as much tailwheel time as I can because I want to tow gliders someday, and I'm told that's what the insurance company likes to see. It really seems silly, though, that tailwheel hours mean anything: it should be the number of tailwheel landings that count ;-)
 
1200AGL said:
Yup. If I could only find an IFR-certified, complex, high-performance tailwheel airplane and do all the training at night, I'd be set. I'm trying to accumulate as much tailwheel time as I can because I want to tow gliders someday, and I'm told that's what the insurance company likes to see. It really seems silly, though, that tailwheel hours mean anything: it should be the number of tailwheel landings that count ;-)
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:;)
 
I actually prefer it when they need more xtry time, not just selfishly for my own xtry time but for them. I've found that a lot of IR applicants are hesitant to actually use it once they get it because while they have repeatedly done 3 approaches back to back they usually have done 1 or 2 IFR xtries. The more IFR countries done will make it easier and more comfortable for the student.

I have an IR student who is currently building the xtry time on the IFR ones and we're doing his 2nd of 3 xtries this week tomorrow. He's really progressing well. So, to answer your question, it doesn't matter to me. It is much more beneficial to go dual IFR cross countries towards the 50hr req than to go 50nm VFR and back a dozen times.

CFI A&P said:
Do you want to do the remaining XC during your instrument training or go out exploring VFR and keep the XC separately from the IR? If you'd like them to overlap, you won't have any problems finding an instructor willing to do that (since that instructor benefits from the XC time towards the 500hrs of XC for the ATP).
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It's 200 for the R-ATP
 
Ajax said:
So, to answer your question, it doesn't matter to me. It is much more beneficial to go dual IFR cross countries towards the 50hr req than to go 50nm VFR and back a dozen times.
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This is good to know. Thanks.
 
I was under a similar situation back when I was working on my IR I think I had something like 25 hours of PIC XC when I started to get serious about the IR. We generally did a 50nm XC out to an approach, and then did approaches at a few airports on the way home. In a 2.0-2.5 flight I did a XC and 4 or 5 approaches usually.
 
I have about 90TT with 21 pic x/c and the 3hrs sim instrument time from my PPL. How long do you think it would take it get my IR CPL and ME add on if I flew twice a week.


Sent from my iPhone using Tapatalk
 
1200AGL said:
Yup. If I could only find an IFR-certified, complex, high-performance tailwheel airplane and do all the training at night, I'd be set. I'm trying to accumulate as much tailwheel time as I can because I want to tow gliders someday, and I'm told that's what the insurance company likes to see. It really seems silly, though, that tailwheel hours mean anything: it should be the number of tailwheel landings that count ;-)
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The insurance company only cared about tailwheel landings when I started towing in the Pawnee. I had 2.4 hours tailwheel time when I started towing gliders.
 
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