Tag: Instrument Rating

CompletePilot

Instrument flying basics.

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instrument flying basics - Instrument flying basics.

Knowing the basics of instrument flying will give you an idea of what you need to learn to become an instrument-rated pilot.

This article is for private pilots to know the activities in instrument flight training. I discussed the only crucial materials and fundamentals of IFR flying to ease your instrument flight training.

I explained why instrument training is not as challenging as many pilots fear and how it can grow you as a better pilot.

Instrument training is merely improving your already existing flying skills from your private pilot training.

There are three primary things that you must focus on improving to acquire instrument rating:

  1. Solely relying on necessary flight instruments to conduct flights without visual references.
  2. Use of navigational aids to maintain track, courses, and bearings;
  3. Using approach plates to land at the destination airport without visibility and in adverse weather.

These three elements are crucial to becoming a safer and better instrument pilot. Soon you will recognize the three aspects of instrument flying are a vast subject.

IFR trainees’ common struggle is reading approach plates, but you can quickly master them with patience and practice.

First Basis of Instrument flying: Solely use aircraft instruments to conduct flights without visual references.

As a private pilot, you learned to fly VFR.

VFR flights are composite flights as you simultaneously use ground references and the instruments to aviate and navigate.

On the contrary, to conduct IFR flights, you will solely depend on the instruments.

Know your aircraft instruments for better scanning. <3>

There are three classifications of instruments. It is necessary to discuss the types because these classifications will aid you in operating IFR flights.

Three classes of aircraft instruments are:

  • Control instruments – Attitude Indicator, Tachometer, etc.
  • Performance instruments – Airspeed indicator, Altimeter, Vertical Speed Indicator, Turn Coordinator.
  • Navigation instruments – HSI, ADF, GPS.

Depending on your maneuver, the control instruments and performance instruments will become primary and secondary instruments to scan. Navigation instruments will direct you to your destination.

Proper scanning during instrument flight is critical, and a continuous glance of instruments can become confusing for a pilot without appropriate scanning methods.

To use the instruments properly, you have to practice the instrument scan technique.

The straightforward scanning technique keeps the attitude indicator at the center of your attention and then frequently look to the corresponding instrument that supports your current maneuver.

Attitude indicator requires the center of your attention as it reflects the aircraft’s pitch and bank angle.

The three standard instrument scan errors of trainee pilots, even for expert instrument pilots, are as follows:

  1. Omission – Not scanning an instrument;
  2. Fixation – Staring at an instrument for too long;
  3. Emphasis – Relying too much on a single instrument.

How to use the combined instruments for IFR flying?

You will learn the same basic maneuvers as you learned during your private pilot training, but now solely using the airplane instruments.

The four basic maneuvers of instrument flights are:

  • Steady airspeed climbs and descents;
  • Straight and level flight;
  • Level turns;
  • Constant rate climb and descents.

You will combine control instruments and power instruments to fly the airplane without looking outside the aircraft.

It sounds dangerous, but the reality is instrument flights are often safer than VFR flights, and all airlines operate flights using instruments.

RELATED: IFR vs. VFR.

To maneuver an airplane during IMC conditions, you must remember an acronym that will help you operate the aircraft. While training for IFR, remembering these steps will help you think ahead of the aircraft.

It is essential to think and act ahead of the aircraft in instrument flights, so remember these acronym ETSA:

  • E – Establish pitch and power for each maneuver;
  • T – Trim airplane to release pressure from the controls;
  • S – Scan performance instruments;
  • A – Adjust control instruments as required.

There are rules for maneuvering the aircraft in IMC conditions with the scanning technique.

Steady climbs and descents.

While climbing or descending, you must follow the ETSA acronym to establish your maneuver.

To keep your aircraft steady, you have to observe the instruments. At this stage, your primary pitch indicator is the Airspeed indicator, and the secondary tool for pitch indications is the Attitude indicator.

To track bank angle during steady climbs or descends, observe the Heading indicator, and your supporting instrument is the Turn coordinator.

Straight and level instrument flight basics.

During a straight and level flight, your primary pitch indication instrument is Altimeter, and the supporting pitch instrument is the vertical speed indicator (VSI).

At this stage, your primary bank indicator is the Heading indicator, and the supporting bank indicator is the turn coordinator.

Level Turns in an instrument flight.

For level turns in an instrument flight follow the acronym ETSA.

E – Establish a maximum 30 degrees bank angle. More than that is unnecessary for instrument flights;

T – Trim as required to release pressure from the controls;

S – Scan performance instruments;

A – Adjust control instruments.

For level turns, observe Altimeter for primary indications of pitch angle and VSI as the secondary pitch angle.

Check the Turn coordinator as the primary instrument and the attitude indicator for the supporting instrument to keep an eye on the bank angle.

To roll out from a level turn, you must again follow the acronym ETSA.

There is a simple technique for a smooth transition from a bank to your desired heading.

  • Suppose you are turning at a bank angle of 20 degrees. Your desired magnitude is 260 degrees.
  • So begin rolling out at a heading of either 250 degrees or 270 degrees.

That way, you will have a smooth instrument flight without too many corrections to make.

The math for this is simple:

  1. Divide your bank angel by 2, such as in this case 20/2 = 10;
  2. Now add or subtract 10 degrees from your desired heading to determine which magnitude you must begin transition.

Climbing and descending turns for IFR flights.

Follow the ETSA acronym for climbing and descending turns, and then focus on instruments to track your maneuver in this order.

For pitch, the primary instrument is the Airspeed indicator or the Vertical speed indicator. The secondary tool for observing pitch is the Attitude indicator.

The primary instrument is the Turn coordinator, and the supporting mechanism is the Attitude indicator to observe bank angle.

Constant rate climbs and descends.

For constant rate climbs and descents, observe the VSI for primary pitch indications and the attitude indicator for supporting pitch indications.

For bank angle indications, use the Heading indicator or the directional gyro as your primary tool and the attitude indicator as your supporting tool.

Learn to use navigational aids for instrument flying.

Did you learn to use navigational aids during your private pilot training? If you did, it’s going to be useful now.

For instrument training, you will navigate using navigation instruments.

Not knowing how to use the navigational aids is not an option for IFR flights.

VOR is the typical instrument private pilots learn to use. But as an instrument pilot, you have to master the use of HSI and GPS. Similarly, you will learn the use of an instrument landing system (ILS). ILS consists of the localizer and glideslope that helps safe landing of an aircraft.

You will use the navigation instruments to track courses and bearings en-route to your destination.

Unlike VFR flights, you have no landmark to follow in an instrument flight. Your only aid is the navigational aids and instruments present in your airplane.

Don’t want to land at the wrong airport? Then master using navigational aids.

Master approach plate uses for excellent landing.

Understanding the approach plates and charts is the most critical aspect of instrument flying.

An approach plate gives heads up to the pilots on arrival and approach procedure to the destination airport.

Misreading the approach plates can have fatal consequences.

An approach place has everything a pilot needs to learn about the destination airport for a safe touchdown.

Plan view and profile view of an airport’s:

  • Arrival procedure;
  • Fixes;
  • Minimum and maximum altitude between fixes;
  • Localizer distance;
  • Glideslope angle and distance;
  • Runway course, Runway elevation, Runway length;
  • Essential Airport frequencies;
  • When to break the glide is given in the approach plate;
  • Likewise, details about missed approach procedures.

If you know to read an approach plate, you can automatically land the airplane in IMC. Follow the instructions and land the aircraft smoothly in adverse weather conditions.

Nevertheless, for instrument rating trainees, the arrival and departure procedures are most challenging.

IFR approach to an airport is genuinely critical in adverse weather.

Understanding approach plates is crucial, and knowing how to use approach plates will make your IFR flight a breeze.

There is a course by Rod Machado that only focuses on the arrival and departure procedures of IFR.

Take that course, as it only emphasizes the necessary materials for instrument approach and departure.

FAA Instrument written test.

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faa instrument written test - FAA Instrument written test.

Are you preparing for your instrument written test and yet unaware of what to expect in the exam?

This article answers the frequently asked questions on IFR written test.

I did my best to describe the following commonly asked questions by private pilots before taking the FAA instrument written test.

  • How many questions are on the FAA instrument written exam?
  • What is the duration for the instrument written exam?
  • What is the passing score for the FAA instrument written test?
  • Where can I take the FAA written test?
  • How do I schedule my FAA written exam?
  • How much does the FAA written exam cost?
  • What can you bring to an FAA written exam?
  • How many times can you fail the FAA written test?
  • How long is the instrument written test good before it expires?
  • Which test prep can I use to prepare?
How many questions are on the FAA instrument written exam?

The FAA instrument written exam has 60 multiple-choice questions. The questions are on various topics on essential elements for instrument flying.
You won’t find any irrelevant questions. Thus have no fear if you prepare well for the instrument rating exam.
Each question has three options and one correct answer.

What is the duration for the instrument written exam?

You will have 2 hours, 30 minutes to answer 60 questions correctly.
The best practice is to answer the most straightforward questions quickly and save time to think and answer the difficult ones later.
Many times you will notice two are very similar choices.
These options are there to confuse you, and if you look closely at the options, you will see slight differences.
That small variations differentiate the right answer from the wrong one.
Be confident of what you learned during your instrument training and pick the correct answer.

What is the passing score for the FAA instrument written test?

Examinees must at least score 70% marks to pass the IFR written test. That means one must answer 42 questions correctly to pass the exam.
I believe that it is not a big deal.
You can pass the exam with ease if you are ready to take the exam.
But I don’t vote for merely passing the exam with a passing score.
Take an online course and use instrument written test prep software to study for the test.
If you put some effort and time into studying, I can confidently say you will pass the exam with over 90% marks.
Getting over 90% marks has an extra benefit.
During your oral exam and check-ride, your Designated Pilot Examiner (DPE) may take it lightly on you. Likely, DPE won’t ask the examinee many tricky questions if DPE sees the trainee pilot passed the IFR written test with an excellent score.

Where can I take the FAA written test?

The FAA has over 300 testing centers around the country. In the united states, you can choose a testing center that is nearest to you.

How do I schedule my FAA written exam?

To register for your instrument written test, you can go online to this link and schedule your exam.
First, you must create an account or login with your existing account on PSI True exams website. Next, you can schedule your exam in your nearest test centers.
All FAA written exams have online scheduling. Likewise, they have a toll-free number where you can talk to a customer service representative to schedule your exam date and time.
Schedule the most convenient date and the testing center that is closest to you.

How much does the FAA written exam cost?

The FAA written exams cost only 150 USD. The registration fee is the same for both private pilot written test and IFR written test.
To take the instrument rating written test, you will have to pay 150 USD for registration.
However, with an AOPA membership, you will get a 10 USD discount, and your fee will be 140 USD.
Ensure you pass the FAA written test during your first attempt because retaking the exam will cost you another 150 USD for registration.
Every time you take the exam, you have to pay 150 USD for the registration.

What can you bring to an FAA written exam?

You are allowed to bring a few necessary gadgets during your exam. Having these tools will aid you in your exam. You have authorization to carry the essential ones, such as:
Protractor;
Plotter;
E6B flight computer (Manual or Electronic);
An electronic calculator for simple maths.
You are not allowed to take anything that can store or save notes during your exam. Such as:
Cellphone;
Notes;
Scratch papers.
All examinees must bring valid IDs and the necessary endorsements for the exam.
US citizen must bring one valid ID such as:
US driver’s license;
US government iD;
Passport.
Foreign Nationals in the United States must bring along their:
Passport; and
Driver’s license in the United States.
It is compulsory to show the necessary endorsements before taking the exam.
To take the FAA instrument rating exam, you must carry your instrument rating endorsement that says you finished instrument ground school or took an online instrument course.
Without an endorsement, you can’t take the exam. Thus, it is essential to finish a ground school course online or offline.

How many times can you fail the FAA written test?

There is no limit on how many times you can fail the written test and retake the exam.
Every time you fail the exam, you have to re-register to take the exam. Thus you will pay 150 USD to FAA for the re-registration.
Failing the exam multiple times is not an option. Study carefully and prepare well to pass your exam on your first attempt.
I want to tell you that prepare well enough before your second attempt for those retaking. Regardless you will pay the registration fee of 150 USD.
Passing the exam at once will benefit you during your check ride.
Once the check pilot notices you failed your instrument written test multiple times, he might go the extra mile to test your flying skills and IFR knowledge.

How long is the instrument written test good before it expires?

The instrument written test is good for 24 months. After you pass your exam, your certificate for the instrument written test is valid for 24 months.
Within these 24 months, you have to complete your IFR training and pass your check-ride.
Twenty-four months is adequate time to complete IFR flight training and pass the check-ride.
Failure to complete your instrument rating training or, unfortunately, not passing your IFR check-ride within 24 months will require you to retake the instrument rating exam.
In that case, you may need an updated instrument rating test prep to practice for the instrument rating written test.
The FAA updates their question bank frequently, and the questions you practiced before two years may not be relevant to the problems today.
Instead of waiting for 24 months to get your IFR rating, allocate some time and try to complete instrument rating training in a few months.

Which test prep can I use to prepare for the IFR written test?

There are numerous test prep online available to practice for the instrument rating theory exam.
Gleims has always been popular among pilot students to study for theory exams.
But there are also test prep software by Dauntless Aviation.
Using Gliem’s test prep books to study and the Dauntless Aviation software to practice answering the question is an excellent idea.
Using the dauntless test prep, you will get used to answering multiple-choice question answers similar to the actual FAA test.
Once you practice using dauntless test prep, the actual test will not seem anything unknown.
Set a time limit and use the dauntless software to answer questions and then see your score.
That way, you will be ready for the actual FAA theory written exam.

Instrument rating cost.

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instrument rating cost - Instrument rating cost.

Instrument rating cost is affordable, yet there are ways to reduce the cost of IFR rating.

Obtaining an instrument rating can be costly if you don’t plan your training lessons well. Thus, I shared my knowledge of how a private pilot can reduce instrument rating costs and acquire an IFR rating.

I included a breakdown of prices of instrument rating together with the factors that affect IFR rating cost. So the factors that can change the cost for instrument rating are:

  • The aircraft you choose for flight training and the type of instrument panel it has;
  • The rate of hiring a flight instructor;
  • Cost of ground school;
  • Written test enrollment and the examination fee;
  • Checkride examiner fee and the aircraft rental for check-ride.

As a bonus, I discussed ways how you might reduce instrument training costs.

Getting an instrument rating will cost any pilot around 8,000 USD. The cost is variable depending on the location, aircraft, and the progress of individual pilots. The slower a pilot adapts to instrument flying knowledge, the more likely he/she will spend for flight training.

You can reduce the instrument rating cost by planning your flight hours.

The essential requirement for instrument rating is 40 Hours of flying time in an instrument airplane.

The cost of flying 40 hours in an instrument-rated aircraft is costly compared to a non-IFR rated plane.

A smart student pilot plans his flying hours, acknowledging he may get an instrument rating in the future from the early stage of his training.

The FAA requires instrument rating applicants to have 50 hours of PIC cross country flying time.

A student pilot can keep this requirement in mind and fulfill IFR rating requirements ahead of time.

A private pilot won’t have to fly unnecessarily more to apply for instrument rating in the future.

To save money further:

An instrument rating trainee can fly 10 hours in a simulator and the rest of the 30 hours in an actual aircraft.

Many private pilots are unaware of this rule, and often flight schools don’t disclose this.

Flying 10 hours in a simulator and 30 hours in actual aircraft for IFR training is acceptable by the FAA standards.

As flying in a simulator or advanced aviation training device is less costly and acceptable, you will prevent spending foolishly extra.

How choosing the right aircraft can reduce instrument rating cost?

As a private pilot, you can choose to do an instrument rating in a Cessna 172 or a Diamond DA 20 Katana.

Assuming you got your private pilot license in a Cessna 172, likewise, you have experience operating a DA20 aircraft.

So, you have the choice to get your instrument rating in any of these two airplanes.

However, renting a Cessna 172 will be a lot cheaper than renting a DA20 airplane.

If you are tight on a budget, your best pick would be an instrument-rated Cessna 172 for your instrument flight training.

Training in an affordable airplane will save you a reasonable sum of money.

I want to discuss another controversial matter around aircraft:

  • Selecting an aircraft with steam gauges over a glass cockpit is wiser.

There are multiple reasons why I believe old fashioned steam gauges with a GPS available in the aircraft is best for instrument rating.

The reasons are:

  1. It is a lot easier for transitioning from a steam gauge airplane to a glass cockpit as a pilot regardless of your flying experience;
  2. The second reason, renting an aircraft with a glass cockpit is higher than renting a traditional steam gauged airplane.

If you want to save some bucks, then choose a traditional airplane, and you can fly an aircraft with a glass cockpit at your convenience.

Flying first in a glass cockpit and then learning to accept steam gauge will be rugged.

If you intend to work in airlines, then training in a glass cockpit airplane is better. Commercial aircraft use a glass cockpit, which is convenient for IMC operations.

There is always a continued debate on which instrument panel is best for instrument rating training. Regardless you must choose the one that suits your aviation goals and budget.

Consider the instrument flight instructor’s cost.

According to the FAA, a pilot must take instruction from a certified flight instructor – instrument for at least 15 hours.

As a trainee pilot, consider having the CFII with you for a total of 40 hours. Because that will keep you safe in IMC flights, and you can learn a lot more from your flight instructor.

The cost of a flight instructor is a must and minor. But the price will vary depending on the flight instructor. Typically the hourly rate for a CFII is 50 USD.

This cost will differ if you wish to fly with a veteran flight instructor. Training with a veteran flight instructor, you will learn a lot indeed. Veteran flight instructors have so much knowledge to share.

But studying theory yourself will make you a much better and safer pilot.

One way to reduce instrument rating costs is by paying upfront for the instrument rating course.

<Q> You can choose to do instrument training in a PART 141 school. Flying in a PART 141 course is often accelerated and sometimes cost-effective.

If you have the money, then pay upfront, and you may negotiate a bargain.

You can avoid calculating money for renting aircraft and for flight instructors separately and certainly save some fees.

A vacation in the middle of the training will cost you more money.

Instrument rating is not as straightforward as VFR flight training. It is a lot more complicated.

During our private pilot training, many of us took a break for six months after getting our first solo.

And when you get back to flying after six months, you fly an extra five hours to brush up your flying skills and perfect your landing again.

If you deal with your instrument rating in this manner, trust me, you will end up flying a lot more hours just to become proficient.

As an instrument pilot, you will test your flying skills, and the required 40 hours is not enough to learn everything.

Instrument pilots become overwhelmed by the cockpit tasks, and it is easy to forget the task flow in IFR flights.

Training occasionally will delay the process of building operational habits in an IFR flight.

Hence fly frequently during the training phase to save your money and energy too.

Stopping your flight training even for a month can take you behind in your practice and forget some crucial techniques for instrument flight, which will lead to repeat the exercise and paying more money.

Ground school cost is un-avoidable.

Taking ground school is a must for instrument rating. The cost for ground school isn’t much, and it prepares you for the IFR written test.

But the real hurdle is when you go to the flight and can’t remember a thing from your ground school training.

It is a lot more common than you may think.

Private pilots going for instrument ratings find it difficult to remember too much information they studied in ground school faster and mess up in actual flight.

The ground school lessons and understanding it helps instrument pilot trainees massively during a flight.

So what can you do if you fail to understand during your ground school?

You are not going to take ground school lessons over and over again. That will cost you more and more money.

Get your hands on all the free resources you get online.

There are tons of excellent youtube videos. Many blogs and materials will help you understand instrument lessons clearly.

The better you understand, the better you will become in instrument flying.

You have two benefits by actually studying using the free materials online:

  1. You will improve in instrument flying and adapt to instrument flying quickly;
  2. Studying free materials will prepare you for your FAA instrument written test.

Likewise, if you are unwilling to take a physical ground school for your instrument rating, there are IFR training courses online. Check them out. Upon completion of online courses, you will get an endorsement for the FAA instrument rating knowledge test.

Cost for written test.

The cost of written test is negligible. It is only 150 USD for one time, and you will get a 10% discount if you have an AOPA membership.

But the real question is, are you going to pass the exam during your first attempt?

Passing the instrument rating knowledge test is not difficult. It is all about how well you studied and prepared for the test.

The test doesn’t have anything extraordinary. However, preparing for the test is vital, as I mentioned earlier.

Study using free online resources and watch videos on youtube. Why not dedicate sometime before you take the exam for studying. Perhaps you can purchase an online course that will save you a lot of money in the long run.

IFR training courses online can help by teaching you visually and understand techniques which you may have never learned in your actual flight training.

Tips and tricks for instrument flight can be crucial to remember the critical thing for an instrument flight’s safe operation.

Take an online course and save yourself the trouble.

Attempting multiple times to pass this test will cost you more money. So that is not an option if you truly intend to obtain an instrument rating in a budget.

Consider the check-ride budget and designated pilot examiner fee.

The last money you have to spend before you finally get your instrument rating is check-ride costs.

You have to allocate around 600 USD to rent an airplane for at least an hour plus the check pilot fee.

A check pilot will take an oral exam and a practical exam to test your skills.

Passing the instrument rating check-ride will depend on everything you have learned during your training.

If the check pilot is satisfied, then you will get your instrument rating.

Failing an instrument rating check-ride is common for pilots. Thus do your best to prepare yourself.

You can use a simple flight simulator to practice at home and study well.

If you fail the check-ride, then indeed you have to count more money. You will rent aircraft for the second time, likewise pay for the examiner again.

If you don’t want to spend more, prepare yourself ahead of time and get your instrument training and rating as quickly as possible.

How long to get an instrument rating?

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how long to get an instrument rating - How long to get an instrument rating?

A private pilot can get an instrument rating as quickly as in 2 weeks or take a year to complete instrument training.

Various factors impact on the instrument course duration. Unlike private pilot training, weather is not a delaying factor for IFR training.

So what aspects may delay your IFR rating, and how long to get an instrument rating?

You can begin your instrument rating training immediately after getting your private pilot license, and once you start your IFR training, consider these factors to accomplish your instrument rating requirements sooner:

  • The 50 Hours cross country PIC requirement for IFR;
  • Your independent progress;
  • Comprehending instrument ground school and passing the instrument written test;
  • A veteran instrument flight instructor can contribute to your achievement.

Individuals can get their instrument rating in two weeks if they take an accelerated instrument course. The usual instrument rating course takes around two to three months. However, a trainee pilot can delay their instrument training and take up to two years to complete the course.

I will explain the impacting factors further in this article and how you can avoid delaying.

The 50 Hours cross country PIC requirement can delay obtaining your instrument rating.

A private pilot must have at least 50 hours of PIC cross country time before applying for an instrument rating.

Most IFR rating trainees are unaware of this FAA requirement initially.

Pilots fly the required 40 hours instrument flight, and yet they can’t apply for instrument rating. That’s when they notice this requirement 50 hours PIC requirement.

Pilots should plan their aviation goals from the first day of their flight training.

Private pilots without a plan progressing towards instrument rating will indeed be surprised with the 50 hours PIC requirement.

If you intend to obtain an instrument rating, you must plan your flights during your private pilot training wisely.

Even with a plan, you can’t fulfill the 50 hours PIC cross-country requirement during private pilot training. But you will not spend more money by having a plan.

The duration of flying 40 hours IFR flight may not take long, but if you find yourself later that you lack the 50 hours cross-country PIC, it will delay your instrument flight training.

I recommend private pilots to fly the cross-country 50 hours before beginning the IFR training. That way, it will be much easier for you to focus only on instrument rating requirements later and obtain an IFR rating sooner.

Your independent progress can alter the usual course duration.

Independent progress matters a lot to complete the IFR course sooner.

Aeronautical knowledge consists of much information on various subjects, and during instrument rating ground classes, you will learn each topic in-depth.

The information is overwhelming for many and results in poor performance of pilots in actual flight.

Failure to follow the ATC instructions and poor flight performance will hinder your IFR course duration.

Displeased CFII may request more practice than the required IFR forty hours.

Indeed forty hours of instrument flight training is adequate to become proficient in instrument flight. To achieve proficiency in the shortest time, a private pilot needs to educate himself and practice instrument flying using a flight simulator at home.

Studying will boost your confidence, and you can promptly progress through the FAA’s forty hours requirement.

Not having confidence for instrument flight will naturally result in reduced performance. With reduced performance, your spirit will worsen and delay your instrument rating course process.

At such a stage, it is best to take a break and go back to theory studies for a while and get back to instrument flying with confidence again.

RELATED: How to study for instrument rating?

Comprehending the ground school and passing the written test.

Quite similar to my earlier mention. If you are a private pilot with forty hours of instrument flight training, you are ready to apply for an instrument rating.

But you may be excellent in actual IFR flight, but are you confident enough to take the theory test?

The theory test will have questions on various subjects, and you will have to complete the test in a limited time.

Passing the test for someone with knowledge is truly simple. Yet, a pilot needs to practice taking the instrument test using available online test preps.

Online test preps prepare student pilots for the FAA written test.

The situation would be worse for a private pilot if he did not study adequately for the theory test.

Preparing for the instrument written test require studying at home and practice using test prep.

Failing the written exam will cost you more money. You have the chance to retake the exam, but certainly, you will waste time. You can only get an instrument rating once you pass the instrument written test.

Now it depends on you how do you want to take the exam.

Are you willing to study and pass the written test during the first take or fail the first time and then procrastinate for six months to retake?

Either way, it is crucial to study at home and prepare for an instrument rating knowledge test. You will save time, money, and energy.

With the overwhelming information in instrument ground training, I can tell it is not always easy for private pilots to grasp everything in the ground classes.

It becomes essential to self-study and prepare well. I recommend taking the instrument written test before you begin instrument rating training.

To have a friendly CFII can impact the IFR course duration.

A certified instrument flight instructor instrument can also impact the length of the IFR course duration.

Imagine if you fly with an unfriendly instructor and expect you to show instrument flying skills all by yourself.

What will you do on the flight? Well, I can say you will not learn anything.

A good flight instructor is friendly and shares their knowledge as much as possible.

You don’t always need to fly with a veteran flight instructor. There are many young, knowledgeable instructors. Choose a better flight instructor, and you will notice how quickly you learn instrument flying and get better at each flight.

Good flight instructors will teach you essential materials and tips for safe instrument flight operations.

Unfriendly flight instructors don’t teach adequately, and your training flights will be shoddy.

As a result, you will lose interest in IFR flying and delay your flight training. Additionally, it would help if you also focused on learning the necessary instrument flying materials.

If you don’t like your assigned flight instructor, request your flight school to have a different instructor on your next flight.

Finally, I want to add a bit more about accelerated instrument courses available for Instrument rating.

Is it worth to have an accelerated instrument rating course over conventional instrument training?

If you are in a hurry to get your Instrument rating, then go for accelerated instrument courses.

Accelerated instrument courses are worth your money as the flight instructors are veterans. They are knowledgeable and charge a bit higher hourly rate. If you have the time, money, and dedication to get your IFR rating quickly, it is wise.

However, if you fail to grasp all the knowledge and don’t have the time to study at home for IFR within a fortnight, then the accelerated instrument training is not for you.

I suggest you choose the conventional instrument rating training path if you believe two weeks is too quick for you to become proficient in instrument flying.

Accelerated Private Pilot & Instrument Flight Training

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Air Masses and Fronts – FAA video Private/Instrument/Commercial Pilot training 1974

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This is an FAA video and is the work product of the US Government and, as such, carries no copyright and is free for use. This video covers pilot training on the subject of wake turbulence. I believe it is from 1974.
I have a lot of FAA videos to upload, I estimate around 30, and will be converting them and uploading over the next few weeks. Please subscribe to stay informed of new uploads.
Thank you

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Meteorology The Cold Front – FAA video Private/Instrument/Commercial Pilot training 1974

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This is an FAA video and is the work product of the US Government and, as such, carries no copyright and is free for use. This video covers pilot training on the subject of wake turbulence. I believe it is from 1974.
I have a lot of FAA videos to upload, I estimate around 30, and will be converting them and uploading over the next few weeks. Please subscribe to stay informed of new uploads.
Thank you

Pressure Systems and Wind – FAA video Private/Instrument/Commercial Pilot training 1974

No Comments

This is an FAA video and is the work product of the US Government and, as such, carries no copyright and is free for use. This video covers pilot training on the subject of wake turbulence. I believe it is from 1974.
I have a lot of FAA videos to upload, I estimate around 30, and will be converting them and uploading over the next few weeks. Please subscribe to stay informed of new uploads.
Thank you

Meteorology The Warm Front – FAA video Private/Instrument/Commercial Pilot training 1974

No Comments

This is an FAA video and is the work product of the US Government and, as such, carries no copyright and is free for use. This video covers pilot training on the subject of wake turbulence. I believe it is from 1974.
I have a lot of FAA videos to upload, I estimate around 30, and will be converting them and uploading over the next few weeks. Please subscribe to stay informed of new uploads.
Thank you

CompletePilot
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