Training path thoughts

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JSTootell

Filing Flight Plan
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JSTootell
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I know the typical path is PPL>IR>CPL>CFI, with exceptions of course.

I'm a somewhat recent PPL just started working on IR, but thought that maybe I should hold off for a while. I also recently partnered on a C150 with original avionics that I am not willing to fly into IMC with. That means once I get my IR, I am not going to practice it at all (unless I go rent). So I was thinking of holding off on working on my instrument training until I either get the avionics upgraded (maybe in the future?) or until I'm ready to actually pursue flying more professionally.

I'm middle aged, long term plans I would like to get paid to fly. But for now I'm thinking about working towards CFI and just teaching on the side. I have a decent job right now, outside of aviation (but want to leave).

Just did 8 hours of flying over two days because I had a perfect window of time off and perfect weather, so knocked out the 300 mile XC (ended up being 550+ in the end).

I'm also in SoCal based out of a small uncontrolled. I really don't need to fly IMC. I can wait for the weather to clear.

In my mind it sounds dangerous to get my IR and then do only the bare minimum to hold it, vs waiting until I can routinely practice it.

I would talk to my CFI/friend about it, but he is overly confident in my abilities and thinks I am smarter than I really am. I know he would say "you'll be fine, you're a great pilot" when I'm not :rofl:
 
IF you're not in a hurry to get your ATP, I'd enjoy flying VFR for a year then hit the IFR training hard. IR will be as hard / time intensive as PPL, if not a bit more.

Given you're wanting to continue, I'm not sure why you just spent $ to partner on a plane you can't fly IFR in. You and your partner will need to spend the money to get a GTN 650xi or similar. If partner doesn't want to do that, fly VFR for a year and then leave partnership.
 
If you want to get paid, obviously a commercial ticket. Get the IR now and use it either way the fickle so cal weather to get in and out when the layers are there. Plus it give more training and opens filing IFR on trips.
 
JSTootell said:
I know the typical path is PPL>IR>CPL>CFI, with exceptions of course.

I'm a somewhat recent PPL just started working on IR, but thought that maybe I should hold off for a while. I also recently partnered on a C150 with original avionics that I am not willing to fly into IMC with. That means once I get my IR, I am not going to practice it at all (unless I go rent). So I was thinking of holding off on working on my instrument training until I either get the avionics upgraded (maybe in the future?) or until I'm ready to actually pursue flying more professionally.

I'm middle aged, long term plans I would like to get paid to fly. But for now I'm thinking about working towards CFI and just teaching on the side. I have a decent job right now, outside of aviation (but want to leave).

Just did 8 hours of flying over two days because I had a perfect window of time off and perfect weather, so knocked out the 300 mile XC (ended up being 550+ in the end).

I'm also in SoCal based out of a small uncontrolled. I really don't need to fly IMC. I can wait for the weather to clear.

In my mind it sounds dangerous to get my IR and then do only the bare minimum to hold it, vs waiting until I can routinely practice it.

I would talk to my CFI/friend about it, but he is overly confident in my abilities and thinks I am smarter than I really am. I know he would say "you'll be fine, you're a great pilot" when I'm not :rofl:
Click to expand...

It's a mistake to think of the IR as only a license to fly in IMC. It is about flying with precision and learning how you fit within the ATC system. I would recommend getting your IR as early as possible. Flying trips under VFR will only get you so far. You can do the same trips under IFR in VMC and learn a lot more. A C150 with original avionics is fine for that purpose. A certified GPS would be nice, but not essential.
 
I’m going to suggest something different. Over the next year, land at 52 “new to you” airports.

Find a CFI that will work with you on the commercial maneuvers, landings, and heading/altitude/airspeed tolerances. Fly within these tolerances every single time.

You’ll learn more than by doing an instrument rating.
 
Clip4 said:
If you are doing the IR Part 61, you need 50 hours XC.

§ 61.65 Instrument rating requirements.

(d) Aeronautical experience for the instrument-airplane rating.A person who applies for an instrument-airplane rating must have logged:

(1) Except as provided in paragraph (g) of this section, 50 hours of cross-country time as pilot in command, of which 10 hours must have been in an airplane; and
Click to expand...
Which is partly why I'm suggesting just flying VFR for a while to get those 50 hours, have a little fun before getting back into the training. Did I mention the IR is as hard / if not a bit harder than the PPL?
sarangan said:
A certified GPS would be nice, but not essential.
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IMHO, it's essential. For example, around here you can't really do anything IFR without GPS. Even ILS approaches aren't allowed without GPS as the approaches that used to use DME's seem to be replaced with the requirement to have a GPS. Getting your IR without high proficiency in using GPS is a going to leave you in a big hole. M2C
 
WDD said:
Which is partly why I'm suggesting just flying VFR for a while to get those 50 hours, have a little fun before getting back into the training. Did I mention the IR is as hard / if not a bit harder than the PPL?

IMHO, it's essential. For example, around here you can't really do anything IFR without GPS. Even ILS approaches aren't allowed without GPS as the approaches that used to use DME's seem to be replaced with the requirement to have a GPS. Getting your IR without high proficiency in using GPS is a going to leave you in a big hole. M2C
Click to expand...
There certainly not many VOR approaches in your area.
 
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