Haven't flown since 2016 when I was going to get IR but life happened. Passed IR written in 2016. Fast forward to today...

So I'm ready to take the IR written. PSI says I need a copy of my previous passing Airman Knowledge Test Report (AKTR) to retake the IR again. That was in 2016! Sheesh. Yeah, I don't have a copy of the results. Email sent to the FAA requesting it. Now I wait. No idea how long it will take to get a copy.


Do I go burn holes in the sky with an instructor to get signed off for now? Or do I study for the Commercial now as well and get it out of the way as well? Or just wait... Currently have 115hrs.

GOAL ---> ATP for regionals.

If you request all of your records from the FAA (you should) that will include your exam results.

Get proficient flying VFR, you can already do plenty of practice for your IFR like tracking VOR’s, climbing and descending on a radial and so on.
Get your instrument rating then start working on combining your Commercial and your CFI training.

A few quick thoughts:
-Doing 8-10 dual review/proficiency flights at the Private Pilot or Commercial Pilot level, before you go all-in, can give you an idea of if it is still for you.
-To be blunt, just make sure this isn't a phase or a "passing fancy" (lol) before you commit.
-When you go to a school, pay as you go. Don't give them a lump sump (unless a university program or the like), that can be bad if you decide it's not for you 10-20 hours in, but they have your money.
-Going to a 141 university program (or schools like ATP or CAE, though I've heard horrid reviews from a lot of people about places like those) has partnerships allowing you to get to regionals and some majors at 1000 hours.
-University Programs (if accredited, check on that) allow you to get an R-ATP at 1000 hours. They also train you up to the level you want, and hire you back as a CFI. Insurance and liability can also be better. Wherever you go, make sure they are insured and that you insure yourself. Don't risk it for the biscuit.

Happy to answer other questions. Best of luck to you

Question for a more current instructor. Why would someone need a copy of written test results that have expired when they’re preparing to retake the same test? I must be missing something.

Not sure, I have never heard of that before.

Passed instrument written.
Passed Commercial written.
Been fying with an instructor now almost everyday, sometimes twice a day for the past 3 weeks.
BFR done.
6 hours left to complete the minimum hours for IR. The rest of the requirements are done. I feel pretty good in the air under the hood. Logged 3hours of actual instrument. Hoping to take the IR check ride soon.

Will need 80 hours of time building plus about 40 hours of instruction for commercial requirements. Should I time build first (I think so) or continue with the commercial training then time build the 80 hours to get to the 250?

Treasure Coast Flight Training does not offer CFI training so will need suggestions on a reputable CFI school or instructor near KSUA.

See if you can find a place that will
allow you to combine your Commercial training with your CFI.
Take your CPL checkride from the right seat, preferably with the same examiner you’ll use for the CFI. Take your rides a week apart so you’ll have time to fix anything that may have been good enough for CPL but not good enough for CFI.

Regarding re-taking the knowledge ("written") test, or finding old test results:

https://www.faa.gov/licenses_certifi...ts_replacement

For the instrument airplane written, one needs either a graduation certificate from an FAA approved ground school, or an instructor endorsement. To re-take the test, one of three things can be used: passing test results from the previous attempt, expired test results from the previous attempt, or failed test results from the previous attempt. The latter requires an instructor endorsement to re-test.

​​​​​​​https://www.faa.gov/training_testing...testing_matrix

The commercial pilot certificate is definitely not a "transitional certificate."

There are many who never go beyond that, and have no need for anything else, and fly based on their commercial. I did, for years.

The ATP is a specific-use certificate, but hardly necessary for a great deal of what pays in aviation. Further, one may hold commercial privileges with one category/class, but ATP in another. Commercial single engine sea, for example, ATP multi engine airplane. Not transitional.

The CFI is predicated on the user holding a commercial pilot certificate, not an ATP.