Dave Theisen
Final Approach
Anyone know what the current status is? I'm about to start working with a commercial pilot student and want to have the latest information.
Thanks
Thanks
The IR has always covered the historically-required 10 hours of instrument training, so there's no reason to believe that additional training for the IR won't do it. Here's what the guy who wrote the rule said:I was more concerned about what the FAA defines "advanced instrument training" as. He has more than twenty hours with a CFII in preparation for his instrument rating. Does that fufill the proposed new requirement or are another twenty required specifically for the commercial?
Further, there's the FAA's definition of "advanced instrument training" in the NPRM:The intent of this proposal would require the time to be cumulative (meaning 10 hours of instrument training in existing 61.129(3)(a)(i) and (3)(b)(i) and 10 hours of the advanced instrument training in proposed 61.129(a)(3)(ii) and 61.129(b)(3)(ii)) which totals 20 hours of instrument training for commercial pilot certification. All of which will be allowed to be counted toward the instrument rating if and when the applicant chooses to seek an instrument rating. Our intent for this proposal (besides not requiring our pilot schools to have to maintain lease agreements on 30 and 40 year old complex airplanes) is to encourage pilots to seek instrument ratings.
...which pretty much matches what you'd cover in IR training. So, if you did at least 20 hours of instrument training (including both sim and flight time -- the NPRM says "10 hours of advanced instrument training in a single engine airplane, or in a flight simulator, flight training device, or an aviation training device that replicates a single engine airplane,") to get your IR, you've got both instrument squares for commercial filled....the training must include instrument approaches consisting of both precision and non-precision approaches, holding at navigational radio stations, intersections, waypoints, and cross-country flying that involves performing takeoff, area departure, enroute, area arrival, approach, and missed approach phases of flight;...
I'd say it all depends on how immediately you want the CP versus your willingness to wait for the FAA wheels to finish turning.I'm interested in this too, mainly to know whether I should plan to do the checkride in a 172 or a 210. Already have all the hours and training minimums, just need to work on maneuvers.
I'd say it all depens on how immediately you want the CP versus your willingness to wait for the FAA wheels to finish turning.
Of course, I have no immediate plans for using the commercial. I just don't want to let this knowledge exam expire like the previous one did!Plus, if they were to publish the new rule in the Federal Register today, it will not take effect for at least 30 days...I'd say it all depends on how immediately you want the CP versus your willingness to wait for the FAA wheels to finish turning.
So if you're ready, may as well get 'er done.
When does that happen?Of course, I have no immediate plans for using the commercial. I just don't want to let this knowledge exam expire like the previous one did!
I've got at least another 20 months on it. Even at the glacial pace of governmental rulemaking, I'm hopeful!When does that happen?
Anyone hear anything about the NPRM recently? I was thinking of getting my power commercial add on, and would rather not have to rent the crappy Arrow IV in town.
I'm considering a return to Ames for the CFI... Unfortunately I don't know any of the CFI's there any more.
did green castle sell the Arrow?
I gave up on waiting and should take my checkride in an Arrow II next month. Expect the final rule shortly after I take my checkride.
No, but it doesn't fly like the 182. That, and it requires three hands to do some of the maneuvers.
Of course, they use the thing so little I could probably just bring it up here for the winter.
Huh? I did my CFI ride in an Arrow. I don't recall any three handed maneuvers.
Huh? I did my CFI ride in an Arrow. I don't recall any three handed maneuvers.
This particular Arrow is an Arrow I (yeah, the old 180hp variety) which still has the automatic gear extension system installed, and does NOT have a notch on the disable switch to hold it in place. So, any of the slower-airspeed maneuvers, you'd need to hold it up yourself.
I never did like the gear on that plane - With the auto-extend it didn't want to come up until well over Vy, so there was a fairly narrow range of airspeeds where it'd want to come up but still below Vlo. But, with the gear still hanging out it didn't particularly want to climb or accelerate either, so I'd generally end up retracting the gear by putting the gear switch up and then holding the auto-extend disable until it had retracted and accelerated enough to keep it from dropping again.
That's what the CFI "student" / DPE is for.
I'll echo what Ron and others have said. The CFI is not about how well you fly the airplane. It's about how well you TEACH (first priority) while flying (much less a priority).That means I need help to practice, though... Blah.
The real reason I'd rather go the extra distance to Ames to use the 182RG is simply that I have a lot more time in the 182 (and more recent) than in PA28's. I fly PA28's, I wear 182's. Just makes it a lot easier, and there's enough stuff that's "different" just from the left to right seat transition that I'd rather not change anything else if I can help it.