Does anyone have any insight into any of the accelerated instrument courses? I am looking into American Flyers and Accelerated Flight Training Center. Any insight or feedback would be greatly appreciated.
Don't forget PIC.
As an instructor for PIC, I figured I was not the right person to give a review of the program, but if the OP wants, I'll be happy to post my write-up on what it can do and how to approach it if you do it.Yup. And Señor Levy will be by shortly to share what you should know about PIC.
1-800-I-FLY-IFR or http://www.iflyifr.com for more information.Donn H. at their home office is also a good contact to explain how they go about teaching you to be an IFR pilot in a short amount of time.
I did the PIC course (not with Ron). I recommend it.
I gotta take the written again. Then I call Donn and get it scheduled. But getting thru the written *again* is such a PITA.
I gotta take the written again. Then I call Donn and get it scheduled. But getting thru the written *again* is such a PITA.
I am. Still a PITA.Use sheppardair.
Pita = yummy gyros. Mmmmm.
I am. Still a PITA.
First, the training is incredibly intense. Most of my students say they were surprised by the level of intensity -- 8-9 hours a day, 10 days in a row, plus an hour or more of homework every night. If you do this on vacation, make sure you're off work for 14 consecutive days, because you'll probably need the other four days at the end to recover before going back to work.Ron- Feel Free to give us your input.
Not a problem. If you have your own plane, you can fly it to the instructor's location or other training location of choice, or the instructor can go to your location to help you fly it to the training location (say, if the weather isn't suitable for VFR). If you don't have your own plane, the instructor can meet you at one of several places where PIC has a deal to take a plane for the training.Looking at a variety of programs to complete my IFR and feel I would benefit mostly from an indepth accelerated plan. Not sure I want to complete at my home though.
I would hazard that adding "Know the nuts and bolts of any autopilot you have" is also a useful preparation exercise. Especially if it can accept vertical navigation signals.Fourth, you'd better know the nuts and bolts of any IFR GPS you have in the plane.
Good point. Adding that to the list, along with knowing any required preflight test procedure for that autopilot/trim system.I would hazard that adding "Know the nuts and bolts of any autopilot you have" is also a useful preparation exercise. Especially if it can accept vertical navigation signals.
Agreed -- that much less you have to memorize the first evening.I have been told that the Chelton AP-3C autopilot in the club 182 can "fly a complete approach". While I know how to set it up and couple it correctly to the CNX80/480 for cruise flight, I've yet to do it for any vertical guidance. So for me, figuring out that before I would start an intense course like PIC would be time well spent.
Don't you know it! It's always disconcerting when someone on a refresher course starts to do something with the autopilot, and after hitting the buttons, the next thing s/he says is either:Likely the time spent learning ALL about your autopilot would be profitable for other airmen as well.
That is the best way I know to turn a 10 day course into a 12-14 day course. It also creates problems when you call the examiner on Day 7 and ask for a 2-day postponement -- you're now at the mercy of the examiner's already-written schedule (say, your planned DPE is leaving on a 4-day trip for United on Day 11). Neither is trying to find a new examiner on 4 days' notice. You can try this if you want, but coordinate it with your instructor ahead of time and plan on a 12-14 day program rather than 10, and schedule the DPE accordingly.Forget the illusion that the PIC advertisements give that you might be able to schedule some other activities around your training.