VORTIME,
A few thoughts on your question. Firstly, on groundschool. I wouldn't worry that the choice looks to be limited. CATS and GTS are both very good schools. I agree with Peter that the CATS homework is significantly faster than that of GTS and I think the CATS question bank is better if you take the written exams in the UK. OTOH, GTS has an excellent reputation based on their classroom tuition which many people end up enjoying and finding worthwile. However, if you are more confident with the academic side and just want to pass exams with, putting it bluntly, minimum effort, the CATS course is the most "streamlined".
Secondly, on the flight training. IMHO, the most critical factor is logistics:
- the training location relative to your needs and travel/time away
- the school's ability to commit aircraft and instructor to your schedule
To an extent, all the rest is a bit secondary. For a
conversion, the instruction you get needs to be focused on (as Peter mentions, you should start 'non-rusty') specific techniques and disciplines for managing the workload and executing the tasks of the IRT, and likely IRT routes. You will be briefed and debriefed in detail, but in-flight the instructor will say little.
Of course, getting mentoring from a highly experienced pro pilot you enjoy flying with is worthwhile. But it is somewhat secondary to being taught what you need as a converison candidate in the IRT. IR instruction is done to a generally high standard, and the individual instructor would be the least of my worries. Location and scheduling would be at the top of the list!
In reality, he will not pass the CAA IRT after 15hrs, regardless of his aviation experience, unless he has had some pretty on-target training beforehand
My impression is that a sizeable minority pass in 15hrs or very close to it. I would guess top quartile time is 15-20hrs, 2nd and 3rd quartile 20-35hrs, 4th quartile over 35hrs. Continuity of training is the biggest driver IMHO of success in the conversion and there is an element of luck/happstance of not having events/scheduling get you in a trap of plateauing close to but not consistently at the IRT standard.
Bottom line - I'd rather do a conversion with a solid instructor and ok aircraft where both were available to an extent that let me get the most continuity of training, than do a conversion with a brilliant instructor on the ideal aircraft, but where the training schedule was significantly constrained by availablity.
The reality is you need to do the groundschool first. When you are ready to start the flight training, you'll need to filter the schools willing and able to do a private SE IR down to the ones that can accomodate your schedule needs.