aerospacepilot

I have 78 hours, with 21 PIC XC, and 5 hours simulated instrument (private training). My goal is to get my instrument rating this summer. I would like some help to make the most of it.

When I looked at the FAR's (61.65d), here are the major steps I need to surpass (Aeronautical Experience):

• At least 50 hours of XC flight time as PIC, a minimum of 10 hours in airplanes for your instrument rating.
• A total of 40 hours actual or simulated instrument time, to include:
  - At least 15 hours of instrument training from an instructor
  - At least 3 hours of training within 60 days of the practical test
  - One cross country flight of at least 250nm alomh airways or ATC directed routing, an instrument approach at each airport, and three different kinds of approaches with the use of navigational systems.

Since I need 35 more hours of instrument training, and 30 hours more of PIC XC, wouldn't it make sense for me to start training now? Originally, the instructor said to wait until I had 35 hours of PIC XC, then start training. But would it make more sense to takeoff, put on the foggles, go to some airport 50nm away, shoot some approaches, and come back. Kill two birds with one stone (PIC XC and Instrument time). Or do you think I should wait?

My other question is about currency requirements. I know IFR currency requirements can be pretty stringent, but I couldn't find them in the FAR's. What are the requirements to stay IFR current? (IFR time, instrument approaches, actual or simulated, etc...) Also, what happens if I do not stay IFR current? How would I get recurrent?
Thank you in advance for the help.

WEACLRS

Lets start with your second question first.

IFR currency requirements are found in 14 CFR Part 61.57(c). Once you receive your instrument rating (and the approaches you do the day of your checkride count toward currency), you must within the preceding six months in flight in the appropriate category of aircraft (in this case an airplane), or in a flight simulator or flight training device that is representative of the aircraft category (again, in this case an airplane), complete at least six instrument approaches, holding procedures, and intercepting and tracking courses through the use of navigation systems.

So to stay current you must shoot six approaches every six months in actual or simulated conditions (sim or in flight with the hood on). In addition, do a hold. Because you must intercept and track courses using navigation systems to do all that, you're covered. Actual conditions means in wx conditions less than VFR mins for the airspace you are in. So let's say you are shooting an approach in a class D or E terminal area. That would mean the wx must be less than 1000' ceiling and three miles. If it's not, you can't count it. There is a current push in the FAA to not count any approach that doesn't go to minimums. However, most will accept any approach in less than VFR mins.

To regain your currency should the six months lapse is still fairly easy. If you are not current, you have an additional six months to get current. You can not fly in conditions less than VFR mins until you are current again, but you can have another pilot act as a safety pilot while you shoot whatever additional approaches you need to meet the requirement of six, and do a hold, in VFR conditions with the hood on. If you still don't get them done within the additional six months (we are now past one year), you will need to get an instrument proficiency check (14 CFR 61.57(d)).

That said, this is the bare minimum. I do not recommend staying current only to this level. If you are really going to use the instrument rating, I highly recommend you fly every six months with a CFII and obtain a proficiency check, with as much of the flight in actual conditions as possible. Treat it the same way we do in the airlines. Require of yourself "recurrent" instrument training every six months. The additional cost of the instructor is just not that much.

First question. The reason your instructor is suggesting you get the additional 14 hours of XC first is two fold: one, he wants you to get more experience in the VFR environment, navigating, pilotage, dead reckoning, tracking courses. This will build your experience/confidence and begin to "wean" you from his support. Second, he is trying to save you money. By not having him in the cockpit, you aren't paying for him.

You will do about 15 hours of XC during your instrument training. So he has that about right. My suggestion is sit down with him and plan several XC flights that set some specific instructional goals. Review your flight plans with him and then...go fly! Enjoy it while you can.

FighterHayabusa

I just got mine. I had about 38 hrs of PIC XC when I started and ended up having to make up an extra 3 hours of XC. I'd get 41 or so and look for a place that has one of the cheap sims that gets you 10 hours as long as you're with a CFII.

While you'll have no problem finding someone to share time with you to do some approaches at a far off airport, the fact is you don't learn much on those hours spent following a radial to your destination. I think I got a grand total of 3 hours of combo XC and instrument with some buddies (not including the long XC which nets you 5 - 8 hours) and needed the other 37 with an instructor to make sure I knew my stuff and doing all the approaches I'd possibly see on my test. Might be different if you live somewhere where your choices of approaches are limited...

It takes about 1.5 - 2.5 hours of flying to do 3 approaches in a busy environment so it adds up quick, not leaving much time to drone to a far off airport if you want to be done after 40.

de727ups

Your CFII should work with you to get as much XC cross country out of the way as you work on your IFR. Feel free to shop around for instructors until you find one willing to work with you to accomplish this. It's not a big thing. Asking you to do the cross country time, then come and start from square one on your IFR, it unreasonable. At least that's what I think. I've signed off about 50 IFR students for checkrides.

shurb

Hey just do your instrument rating under part 141. I think I had about 10 hours xc when I took my instrument checkride. It's a 35 hour course, but you don't need any xc.

blastboy

The only problem with 141 is that most of the time you have to buy tons of books and follow a strict curriculum. If you get stuck in an area under 141, you have to stay put until you tackle the problem. This means if you have trouble with holding patterns, you have to keep doing them until you get it right then the instructor can put a check next to that and move on to the next step. I thought about 141 just because the mins were lower but trust me, 61 training is much better. If you get stuck in an area under 61, you can always come back to it later. 40 hrs goes by in a flash if you fly everyday. If you push it, you can get all the way to your comm/me by the end of the summer. My advice before you start is do some practice approaches on FS2004: VOR's, NDB's, ILS, LDA, DME, ARCS, etc etc etc....The principle of flying instruments in FS2004 is the same as the real deal only you dont get to talk to ATC the same way. I learned a great deal about instrument flying on FS5 back in 1995. My dad taught me almost everything I know about flying by instruments just on the FS5. I transferred all those skills to the cessna and voila! The only difference was I can actually reach out and turn the knob instead of having to use the mouse and keyboard. Gyro drift, partial panel and few other things too.... Best of luck with the rating!

shurb

i agree, you can learn alot from the sim. be prepared for each lessonm find out what youll be covering and study it before you go flying. then u wont waist any time or money
shurb