Instrument Rating right after PPL?

[mrjones30]

As a beginner pilot is it a good idea to go for my instrument rating right after my PPL? I want to increase the safety for myself, friends and my family members that want to fly with me. I also understand that weather changes all of the time..sometimes very quickly and I would like to be ready for it.

 

Thank you,

[MooneyMitch]

By all means, continue right through with your IFR training.  It simply makes you a better pilot.   Use all these skills wisely in conjunction with knowing when and when not to fire up that Mooney.  It all works together.

[John Pleisse]

Go for it. VFR Pilots don't think it is needed, IFR pilots do. Some argue it is only a matter of untility and dispatch, others argue it is a vast safety enhancement. I say git 'r done.

[mrjones30]

Thanks guys,

I asked this question because I just read the stats on GA accidents and most fatalities happen because of flying in bad weather.  I'm just thinking of ways to limit risk, (You can't eliminate it all together).

What do you have to do to be certified in IR?

 

Thank you

[sapientia]

I just got my PPL last fall.  I took  a month or so off and just flew some cross country flights and then I went straight into PT. 141 instrument training.  Currently, I am about halfway through it and have enjoyed it tremendously.  From my perspective I am very glad to have continued and feel it is a very important step in being a safer and more competent pilot. 

 

[TonyPynes]

I finished my Private Certificate in March 2011. I took the written IR test in July. I bought a plane in August and got bogged down in work and fixing said plane since. I say get it done as soon as possible.

I am back on track now and studying. 9414V is ready and certified. Annual is in two weeks and I will organize all docs to be ready. Then first of June I plan to start IR with an instructor. I fly cross country almost every flight so I have all non IR prereqs done.

Now to find an instructor in my area. I have talked to two so far and not quite the right fit I want yet.

Do it as soon as you can. If you fly regularly, fly for work at all, or fly cross country, it is my noob opinion that you will want the IR.

Good luck!

[eaglebkh]

Go for the IR!  Flying IFR can simultaneously be the most stressful yet rewarding thing you do with clothes on...

[sapientia]

Quote: AustinPynes

I finished my Private Certificate in March 2011. I took the written IR test in July. I bought a plane in August and got bogged down in work and fixing said plane since. I say get it done as soon as possible.

I am back on track now and studying. 9414V is ready and certified. Annual is in two weeks and I will organize all docs to be ready. Then first of June I plan to start IR with an instructor. I fly cross country almost every flight so I have all non IR prereqs done.

Now to find an instructor in my area. I have talked to two so far and not quite the right fit I want yet.

Do it as soon as you can. If you fly regularly, fly for work at all, or fly cross country, it is my noob opinion that you will want the IR.

Good luck!

[1964-M20E]

Take a month or two off and enjoy flying for a while but by all means go get it.  I got my PPL in 1987 and I'm just getting around to my IR. I started just before Christmas and it has put somewhat a damper on flying because of the work even though I took two long xcountry flights each about 480nm since starting my IR.  I'm hoping to finish up my IR this weekend if mother nature cooperates.

[mrjones30]

Quote: 1964-M20E

Take a month or two off and enjoy flying for a while but by all means go get it. I got my PPL in 1987 and I'm just getting around to my IR. I started just before Christmas and it has put somewhat a damper on flying because of the work even though I took two long xcountry flights each about 480nm since starting my IR. I'm hoping to finish up my IR this weekend if mother nature cooperates.

 

 

What is required to receive your IR? Is it a tough course to take?

[mrjones30]

Quote: eaglebkh

Go for the IR! Flying IFR can simultaneously be the most stressful yet rewarding thing you do with clothes on...

[Jeff_S]

Quote: 1964-M20E

Take a month or two off and enjoy flying for a while but by all means go get it.  I got my PPL in 1987 and I'm just getting around to my IR. I started just before Christmas and it has put somewhat a damper on flying because of the work even though I took two long xcountry flights each about 480nm since starting my IR.  I'm hoping to finish up my IR this weekend if mother nature cooperates.

[Txbyker]

MrJones,  just want to put in a good note about American Flyers.  They get it done.  I was training a couple of hours here and couple of hours there, go with one instructor for 20 hrs then he gets a commercial job, then I start over with another instructor. Went to American Flyers and got ample dose of simulator time and lessons were in 4 hour blocks.  It really sank in for me and excellerated my learning.  It is more expensive.  I am not affilated with AF in any way but wanted to put a note in about them. Would be a good one to follow up the PPL with.

[1964-M20E]

The IR is another minimum of 40 hours with a minimum of 15 with the instructor.  The written is a bear and possibly the worst part of the training.  Enjoy flying VFR for a while building some short X-country hours you will need them anyway. 

1. 
   
2. Start looking at the Low Altitude Enroute charts and the approach plates and learning the symbols
   
3. Get flight following on your cross country flights, learn and work the system
   
4. Make touch and go landings at towered airports in radar service areas, B, C TRSA etc.
   
5. Find a pilot friend have him be your safety pilot and get used to flying straight and level under the hood (you should have done some hours under the hood already) and navigation by using radio fixes.  I did a 2.5 hour X-country under the hood long before I started my official IR work.
   
6. Learn to tell where you are with only the ground based VORs, ADF etc. first then start using the GPS.  If you can find yourself with the VOR then you will never get lost with GPS or when GPS is not available.
   
7. Get one of the video training series sporty’s or king and watch them with a pot of coffee
   
8. Then when you feel you are ready start with an instructor
   

[mrjones30]

Quote: 1964-M20E

The IR is another minimum of 40 hours with a minimum of 15 with the instructor. The written is a bear and possibly the worst part of the training. Enjoy flying VFR for a while building some short X-country hours you will need them anyway.

Start looking at the Low Altitude Enroute charts and the approach plates and learning the symbols

Get flight following on your cross country flights, learn and work the system

Make touch and go landings at towered airports in radar service areas, B, C TRSA etc.

Find a pilot friend have him be your safety pilot and get used to flying straight and level under the hood (you should have done some hours under the hood already) and navigation by using radio fixes. I did a 2.5 hour X-country under the hood long before I started my official IR work.

Learn to tell where you are with only the ground based VORs, ADF etc. first then start using the GPS. If you can find yourself with the VOR then you will never get lost with GPS or when GPS is not available.

Get one of the video training series sporty’s or king and watch them with a pot of coffee

Then when you feel you are ready start with an instructor

 

I ordered the "Learn to fly" from King schools I should get it tomorrow. I will dive right into it read and study 2 FAA approved books, (278 pages each) and then I will take the training. Hopefully I will be up to speed

[mrjones30]

I'm pretty much going to be asking a

[sreid]

If you really want to use your instrument rating to fly IMC and use your airplane to go places in various weather conditions, I recommend flying for a period of time (~ a year or whatever it takes) to gain experience using a light airplane to travel.  It takes a while to learn how to make critical decisions in real time when flying in various weather systems, going to new airports, operating in conditions that you just can't train in, in the 40 hours to get the private.  In my opinion, this is the reason the feds require 50 hours cross country PIC prior to qualifying for an instrument rating.  A lot of folks fly 50.5 nm cross country flights to buy a soda, turn around and come home, repeat 50 times, with the only goal of logging the required time for the instrument rating.  This is one way of doing it, but in my experience if you want to be ready to fly IMC to go places when you get your rating, you're better off if you learn how to do it VFR first, without the added complications of not being able to see where you're going!

[mrjones30]

Quote: sreid

If you really want to use your instrument rating to fly IMC and use your airplane to go places in various weather conditions, I recommend flying for a period of time (~ a year or whatever it takes) to gain experience using a light airplane to travel. It takes a while to learn how to make critical decisions in real time when flying in various weather systems, going to new airports, operating in conditions that you just can't train in, in the 40 hours to get the private. In my opinion, this is the reason the feds require 50 hours cross country PIC prior to qualifying for an instrument rating. A lot of folks fly 50.5 nm cross country flights to buy a soda, turn around and come home, repeat 50 times, with the only goal of logging the required time for the instrument rating. This is one way of doing it, but in my experience if you want to be ready to fly IMC to go places when you get your rating, you're better off if you learn how to do it VFR first, without the added complications of not being able to see where you're going!

 

 

 

 

 

Good point,

 

My thinking was, take it all in one shot while everything is fresh in my mind. I love to travel and I will definitely take my plane across the United States, (I have family on the west coast). I will rack up the time but I'm just concerned that I might come across weather that I am not ready to handle as of yet.

[sreid]

Understand your point, but also consider that if you jump right into the instrument training with 40-60 hours after getting your private, then get the instrument rating and have 80-150 hours but no extensive cross country experience, you will still come across weather that you're not ready to handle yet.  You'll just have the instrument rating in your pocket too.  Either way you do it has upsides and downsides.  Just read everything you can get your hands on, and strive to learn the limits of the airplane you're flying, and of yourself.  The former is fixed, while the latter will be slowly, steadily increasing!  The goal is to catch your capabilities up to what the airplane can do, and to know to not ask for anything more than the airplane is capable of.

Good luck and have fun in the process!

Steve

[Becca]

Quote: mrjones30

As a beginner pilot is it a good idea to go for my instrument rating right after my PPL? I want to increase the safety for myself, friends and my family members that want to fly with me. I also understand that weather changes all of the time..sometimes very quickly and I would like to be ready for it.

 

Thank you,

[TonyPynes]

Interesting conversation on this thread. While I am in the get er done camp, perhaps it is because I am anxious about finishing my own IR. My cross countries across states and to mountains and coastlines has done just what was mentioned previously; allowed me to gain independence and more importantly confidence as a pilot and ........ time to learn.

If there is one thing I know it is that every time I get in my plane and fly I learn something significantly new. I mean significant too. 

Like an aha moment. It is exhausting at times.

An instructor once told me that every new pilot had a lot of luck. Her job was to ensure that my skill as a pilot grew faster than my luck ran out. While many will think that is a trite or BS comment it has always rung true for me as a 150 hour pilot at 55 years of age.

So maybe I am changing my vote. I have just returned to my home in Greensboro, NC from Peoria, IL last wek. The things I learned on both legs of that trip about ice, turbulence, rain, ATC limitations.... are things it requires you to get out in the weather and fly to learn.

We just got back from a trip to the Outer Islands today. Fantastic time for my wife and I. I learned about full flap landings when you are coming in hot on a relatively short and narrow runway. It's always something.

So once you have the certificate, fly. Gain as much experience as you can. I don't know if that will make the IR easier. But the experience of flying will give you confidence, ownership of your own safety and respect for the weather you are about to fly in as an IR pilot.

Just a newbies two cents.

[M20F-1968]

I started my IR at about 50 total hours after earning the PPL at about 42 hrs.  I earnd both my PL and IR while living in Portland, OR with the advantage of overcase, foggy, rainy weather 10 months out of the year.  This allowed me to build time with an instructor from 50 to about 130 hrs in actual conditions.  We flew every weekend and filed in the cloud layer.    I eventually became more comfortable on instruments and still prefer to file IFR.   Try to get as much actual time as possible.  I still do not understand how anyone can feel comfortable without significant actual condition training.  Learning under the hood is not the same.  Also, realize that it will take some time to feel comfortable "without the instructor" after you get your IR.  Know your limits and take on small challenges at a time.  Get the experiences into you long term memory and skill bank.  Also, realize that it will take years to full develop your IR skills.  Be safe and do not take chances.

John Breda

[mrjones30]

The reason for IR is because I want to be a safe pilot and I want to know what to do in case of bad weather. I read somewhere that a lot of accidents happen because of bad weather.So I want to limit my risk. Flying is only a hobby of mine but I will take it very seriously everytime I go up. I just want to be as prepared as I can. Why not know as much as you can?

 

Thank you

[aerobat95]

I would go ahead and start on your instrument rating.  Here is the catch....just because you have it doesn't mean go out on your next flight and fly to minimums.  It is my opinion that flying under the hood while good is not at all comparable to flying in hard IFR.  Its just not the same.  So take it easy.  The one good thing about starting your IR after you PPL is it will make you a better and safer pilot.  The other nice thing is that you will have the knowledge and skill set to help you get out of the weather.  Even though I am instrument rated I don't like to fly in hard IMC.  Its just no fun.   The nice thing though is climbing through the weather and flying at 10k or 11k in VMC above all the crap weather.  Can't do that unless you have a IR.  So I know I ramble...but I would do it.  You will be a better prepared pilot.  Just know your limits....

[DonMuncy]

I would suggest that you go straight to the Instrument training; not because of how or what you learn, but to avoid the natural human tendency to put off the training. Moving from one form of training ti another seems to be easier than "starting over" at some later date. My opinion is that although you learn the basic skills for instrument flying during your training, you really don't start to learn about the ins and outs of instrument flight until after you get your rating and start flying on your own. As long as I had an instructor with me, it was just not the same as IMC flying on my own.