Ifr Done Now What?
06-09-2008, 10:27 AM
#1
Gets Weekends Off
Thread Starter
Joined APC: Jan 2008
Posts: 335
Ifr Done Now What?
Hi there I just got my instrument ticket and now I dont know what to do.First it all I hold a private pilot with instrument and multiengine (vfr)but only 19 multi and 650 hours tt.Should I do comm multi or commsingle engine and then add my multi IFR?
What do you guys think.
thank you
What do you guys think.
thank you
06-09-2008, 11:35 AM
#2
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Joined APC: Jan 2008
Position: Waiting for class to start...
Posts: 379
Umm, I think since the instrument is a rating, that it also means you can fly me ifr as well, doesn't it? Anyway, for the commercial, do it single and then get the me add on. You could also do the me first the the single add on.
06-09-2008, 12:00 PM
#3
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Joined APC: Mar 2006
Position: KCCO
Posts: 767
Are you aiming to get to fly professionally? If so, go do the CSEL, then the CMEL and add the instrument to that on the same ride. Go poke around in the soup and get some actual time as well, that can only help your instrument skills.
06-10-2008, 08:14 AM
#5
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Joined APC: Jun 2008
Posts: 122
Get your commercial single first, then do the multi-add on. Also anybody who is a new IFR pilot, you need to buy this book, it is a must read for any new IFR pilot!
"Flying IFR" - Richard Collins
Its not expensive, its a paperback, but it is the most valuable aviation related book (besides texts) I've ever read.
"Flying IFR" - Richard Collins
Its not expensive, its a paperback, but it is the most valuable aviation related book (besides texts) I've ever read.
06-10-2008, 08:50 AM
#6
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Thread Starter
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Posts: 335
thank you for your inputs guys.I have around 67 hours of instrument (25 actual instrument) and yes I want to fly for airlines.
Im looking to get what I need without going belly up on my bank account.
gas prices keeps going up and aircraft rentals as well.
I have already a comm license from argentina so doing the single engine is like doing all over again(lazy eights,8 on pilons,etc)
But looking at your answers it seems like single engine comm and then multiIFR is the way to go.Istorm2003 I will try to get that book.
thank you
Im looking to get what I need without going belly up on my bank account.
gas prices keeps going up and aircraft rentals as well.
I have already a comm license from argentina so doing the single engine is like doing all over again(lazy eights,8 on pilons,etc)
But looking at your answers it seems like single engine comm and then multiIFR is the way to go.Istorm2003 I will try to get that book.
thank you
06-10-2008, 09:35 AM
#7
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Joined APC: Jun 2008
Posts: 191
If you get your commercial multi first, you can take your commercial single in like a 172 or something and don't have to worry about finding a complex airplane to take your checkride in. Makes things a little easier I guess.
06-10-2008, 01:27 PM
#8
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Joined APC: Jun 2008
Posts: 122
I don't believe a 172 works for the Practical Test of the Commercial Single. It has to be in a Complex Aircraft, see section 4 below:
Aircraft and Equipment Required for the Practical Test
The commercial pilot—airplane applicant is required by 14 CFR section
61.45, to provide an airworthy, certificated airplane for use during the
practical test. This section further requires that the aircraft must:
1. be of U.S., foreign or military registry of the same category,
class, and type, if applicable, for the certificate and/or rating for
which the applicant is applying;
2. have fully functioning dual controls, except as provided for in
14 CFR section 61.45(c) and (e);
3. be capable of performing all AREAS OF OPERATION
appropriate to the rating sought and have no operating
limitations which prohibit its use in any of the AREAS OF
OPERATION required for the practical test; and
4. be a complex airplane furnished by the applicant, unless the
applicant currently holds a commercial pilot certificate with a
single-engine or multiengine class rating as appropriate, for the
performance of takeoffs, landings, and appropriate emergency
procedures. A complex landplane is one having retractable
landing gear, flaps, and controllable propeller or turbinepowered.
A complex seaplane is one having flaps and
controllable propeller.
61.45, to provide an airworthy, certificated airplane for use during the
practical test. This section further requires that the aircraft must:
1. be of U.S., foreign or military registry of the same category,
class, and type, if applicable, for the certificate and/or rating for
which the applicant is applying;
2. have fully functioning dual controls, except as provided for in
14 CFR section 61.45(c) and (e);
3. be capable of performing all AREAS OF OPERATION
appropriate to the rating sought and have no operating
limitations which prohibit its use in any of the AREAS OF
OPERATION required for the practical test; and
4. be a complex airplane furnished by the applicant, unless the
applicant currently holds a commercial pilot certificate with a
single-engine or multiengine class rating as appropriate, for the
performance of takeoffs, landings, and appropriate emergency
procedures. A complex landplane is one having retractable
landing gear, flaps, and controllable propeller or turbinepowered.
A complex seaplane is one having flaps and
controllable propeller.
06-10-2008, 01:31 PM
#10
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Joined APC: Jan 2006
Position: Spartan
Posts: 3,652
Originally Posted by lstorm2003
I don't believe a 172 works for the Practical Test of the Commercial Single. It has to be in a Complex Aircraft, see section 4 below:
Aircraft and Equipment Required for the Practical Test
The commercial pilot—airplane applicant is required by 14 CFR section
61.45, to provide an airworthy, certificated airplane for use during the
practical test. This section further requires that the aircraft must:
1. be of U.S., foreign or military registry of the same category,
class, and type, if applicable, for the certificate and/or rating for
which the applicant is applying;
2. have fully functioning dual controls, except as provided for in
14 CFR section 61.45(c) and (e);
3. be capable of performing all AREAS OF OPERATION
appropriate to the rating sought and have no operating
limitations which prohibit its use in any of the AREAS OF
OPERATION required for the practical test; and
4. be a complex airplane furnished by the applicant, unless the
applicant currently holds a commercial pilot certificate with a
single-engine or multiengine class rating as appropriate, for the
performance of takeoffs, landings, and appropriate emergency
procedures. A complex landplane is one having retractable
landing gear, flaps, and controllable propeller or turbinepowered.
A complex seaplane is one having flaps and
controllable propeller.
61.45, to provide an airworthy, certificated airplane for use during the
practical test. This section further requires that the aircraft must:
1. be of U.S., foreign or military registry of the same category,
class, and type, if applicable, for the certificate and/or rating for
which the applicant is applying;
2. have fully functioning dual controls, except as provided for in
14 CFR section 61.45(c) and (e);
3. be capable of performing all AREAS OF OPERATION
appropriate to the rating sought and have no operating
limitations which prohibit its use in any of the AREAS OF
OPERATION required for the practical test; and
4. be a complex airplane furnished by the applicant, unless the
applicant currently holds a commercial pilot certificate with a
single-engine or multiengine class rating as appropriate, for the
performance of takeoffs, landings, and appropriate emergency
procedures. A complex landplane is one having retractable
landing gear, flaps, and controllable propeller or turbinepowered.
A complex seaplane is one having flaps and
controllable propeller.
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