Starting up training after a 7 year lapse?

[lematex]

Hi Everyone!

I'm new here although I've been involved with aviation for a long time, almost 10 years! I have my PPL and 75 hours TT. I've been a gate agent and flight attendant... I had it all! lol but all the non-revving caught up to me... I was working through instrument training but got too behind and didn't finish it. Now I realize I should've kept going with my flight training and original dream to be a pilot and I think I'm a lot more motivated this time around.

So now it's been 7 years since my last logbook entry. I'm getting started with researching FBOs near me and trying to figure out my plan.

My question is: After I get my medical, what is typical for someone who has their PPL but is not current to get back to flight training? I'm guessing I'd refamiliarize with an instructor, do I need to do another PPL checkride if I'm going to be training for IFR and everything else I need?

I took out my old books and I'm going review... I also have the Sporty's IFR DVDs to watch when I'm ready for that.

Thanks for reading! Fly safe...

 

[Hacker15e]

There are lots of "rusty pilots" out there with tickets and years out of currency. You have nothing to worry about getting back into the saddle, plenty of folks do it. I had a nearly two-year period where I didn't fly, either, and it was a relatively simple re-entry into the flying world.

Your certificate never expires, so you don't need to take another checkride to get your PPL privileges back. Go get a medical, and then set up for a Flight Review with the CFI of your choice.

Here's the relevant Advisory Circular on currency and recency:
http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_61-98C.pdf

 

[drunkenbeagle]

My question is: After I get my medical, what is typical for someone who has their PPL but is not current to get back to flight training? I'm guessing I'd refamiliarize with an instructor, do I need to do another PPL checkride if I'm going to be training for IFR and everything else I need?

Not much, just get a new medical. You'll need a flight review to act as PIC. But if the goal is to finish your instrument rating - well, you won't need to act PIC anyway until the instrument checkride. (You don't need the medical until then either, really. But get it out of the way now). I would just find a CFI-I and start working on the instrument training, and have them sign off the flight review whenever they think you are ready for that.

 

[lematex]

Thanks for the responses. I'll be reading all the stuff to get caught up again. It's coming back to me!

I've been thinking a lot about how I should go about getting my ratings. I do want them as fast as possible so I've been considering ATP; many people say ATP is for someone who has some experience with flying, they know the industry and know this is really what they want -- this is very much me. But I'm not really liking what I read about ATP flight schools. I like how the financial part seems easier with ATP but I'm probably going to have to just bite the bullet and take out a loan regardless of where I train. I also like the accelerated pace. What I don't want is for this to be an ongoing 5 year process of training and juggling work, waiting for paychecks, being slowed down by not having money to pay for it, etc. What I'm weary about is that it's an hour drive to the nearest ATP without traffic. There are other FBOs that are 30 minutes in the same direction, probably cheaper but might take longer to get my ratings. But at ATP I can do my instrument rating in a multi engine aircraft to get more multi-engine time -- but is it worth it?

It seems a little ridiculous to not fly for 7 years and then go jump right back into training on a multi-engine aircraft, but It looks like I need 5 additional hours to meet ATP's minimum for instrument anyways, which might be a good opportunity to get proficient again.

Should I be worried about not getting my instrument in a multi-engine aircraft? If it doesn't matter either way then maybe I should do the instrument somewhere with more experienced instructors (because I also want to feel confident in what I learn, especially in IFR) and consider ATP for my commerical and beyond. What would you all do?

Thanks again!

 

[Ash Williams]

IMO, you will get the multi time instructing. The little bit extra you would get if you did the instrument stuff in a twin isn't really gonna matter much in the long run. (I couldn't even tell ya how much multi time I have right now within 50 hours) But might definitely hurt your wallet in the short term. Would it be nice if money were no object? Perhaps. Worth it? Hmmmm... 50 hours (or whatever it is) extra multi time when you're working as an MEI down the road will go by in the blink of an eye.

So... do the IFR ticket at the FBO vs. ATP after not flying for a while? That's a tough call. But I'm more inclined to say that it would be better to start a new rating at ATP with a little more recent flying time. Would five extra hours be enough to get caught up and be ready for the pace that a new rating at ATP demands? What if you need more time?

For what it's worth- It took me 13 years to go from private to CFI with large gaps in between just about every rating. (I had to save up money along the way) It took 18 years total from my first flight lesson to getting a type rating on the kind of equipment I've always wanted to fly.

My advice would be don't drag it out any longer than you need to. Study, backseat other students as much as you can, knock it all out, and enjoy the ride!
(And keep us posted)

P.S. I went back and looked at my multi time. I was 110 hours off my guess. (I thought I had around 1050 but actually had 1160) I was way off!

 

[drunkenbeagle]

But at ATP I can do my instrument rating in a multi engine aircraft to get more multi-engine time -- but is it worth it?

Multi time for low hour pilots is far less useful than it used to be. For a low-time pilot, time in type for singles likely going to be more useful - as insurance companies do very much care about that, and they will be your biggest road block to flying gigs for the next 1,500 hours or so. You'll pick up the multi time eventually, don't worry about it now.

Honestly, after the Instrument ride, the other ratings are much easier and faster. I did the comm A-SEL and CFI-A rides in a weekend, after about 2 months of studying and a very minimal flying. The hardest and most expensive thing you will need is another 175 hours - so look at where you can do that as cost effectively as possible (it will be an FBO or flying club). Put up some notes on the FBO bulletin boards volunteering to safety pilot, let the local CFI's know they can use you as a mock student for their CFI candidates, go to EAA events - the usual stuff.

 

[ShyFlyer]

You're not alone, lematex! I'm a PPL that hasn't flown since 2006.

I need 5 additional hours to meet ATP's minimum for instrument anyways, which might be a good opportunity to get proficient again.

ATP will offer you the additional hours to get up to 80, but at $205/hour. Probably would be cheaper to find a local CFI and knock out a BFR.

You'll pick up the multi time eventually, don't worry about it now.

So, basically, pay for as little multi time as possible, then get paid to CFI on multis to get the rest? That's a good tip because at ATP (where I'm headed), the difference between the 40hr track and the 100hr track is $10k.

 

[drunkenbeagle]

So, basically, pay for as little multi time as possible, then get paid to CFI on multis to get the rest?

Yes. $10k is a lot of money. But considering the relatively small number of multi hours you need (25 - 50), the large number of total hours you need (1,500+ for non-cfi jobs), and the cost involved, I wouldn't spend a dime more than necessary. And you'll probably get the multi time as an instructor eventually anyway.

Things were different 10 years ago, when you could get hired at a regional with 250 hours, so long as a good chunk of that was multi time. Not true at all today.

 

[AA34]

I was in your shoes and thought ATP would be best due to the rapid training schedule. I had my PPL and was looking for the quickest way to get everything done.

I ended up passing on ATP because I wanted to keep working while I got my ratings. I couldn't be happier now. A year later and I'm only just now working on my commercial after the instrument and time building. But, I've got more money saved up and have been able to enjoy flying. Been to Oshkosh, Sun n Fun, flown my wife and friends around. Just being able to enjoy aviation on a whole different level than students at ATP get to. I love flying now more than I did a year ago and think it might not be that way had I not enjoyed the ride.

Also, if it has been a while since you have flown, doing your instrument in a single might be a smart decision. I wouldn't say the training was hard, but being in a multi would certainly maker it harder.

Good luck.