IR Instructor Recommendation sought
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IR Instructor Recommendation sought
Hi there,
Looking for a recommendation for an IR instructor to convert FAA->JAA (errr..)
Preference would be for a career instructor in UK who really knows how to part knowledge & is a joy to fly with. Someone who can share experience in addition to PTS training. I understand they unfortunately have to be part of a large FTO to provide IR training but any recommendations would be super. (If they had access to a g1000 a/c that would be even better!)
Also, ground schools seem a little limited. Reading Peter's article, he mentions GTS/CATS, are there other recommendations for this (PPL/IR only)?
VT
Looking for a recommendation for an IR instructor to convert FAA->JAA (errr..)
Preference would be for a career instructor in UK who really knows how to part knowledge & is a joy to fly with. Someone who can share experience in addition to PTS training. I understand they unfortunately have to be part of a large FTO to provide IR training but any recommendations would be super. (If they had access to a g1000 a/c that would be even better!)
Also, ground schools seem a little limited. Reading Peter's article, he mentions GTS/CATS, are there other recommendations for this (PPL/IR only)?
VT
I've not done any instrument training there, but Wycombe Air Centre have always impressed me with the quality and friendliness of their people, and have I believe a couple of G1000 equipped C172s.
They're not the cheapest, but far from the most expensive in that part of the world.
G
They're not the cheapest, but far from the most expensive in that part of the world.
G
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CATS is the place for the TK, because their "homework" is aligned with the QB so you don't have to study the voluminous (mostly garbage) study material to do the homework, and the homework is required to get signed off to sit the exams.
There are a number of FTOs around the UK that are fairly well organised and do the conversion course for a private pilot. Only a % of them will do a customer with his own plane though.
I know of an excellent instructor (Sussex) but the FTO which he works through for official training doesn't do customer aircraft.
There are a number of FTOs around the UK that are fairly well organised and do the conversion course for a private pilot. Only a % of them will do a customer with his own plane though.
I know of an excellent instructor (Sussex) but the FTO which he works through for official training doesn't do customer aircraft.
Last edited by peterh337; 17th Jun 2012 at 07:14.
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Bit further north. But try Kevin Rowell at Sherburn did my IR 12 years ago now and has been instructing for years. And with the size of sherburn I am sure they can find a glass machine from somewhere.
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If I understand the OP correctly...
He is doing the FAA to JAA IR conversion, and he has to log at least 15hrs dual, at an FTO.
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. This is simply due to the NDB etc hand flying, which "modern pilots" don't do. And a non-owner is likely to be even less current...
Since this training won't count for anything, it doesn't need to be logged.
There is no new theory or procedures to learn. The JAA IR is just old-style "classical IFR", with a load of little bits added like calling out "ice check" every 1000ft in climb / every 5 mins in cruise, until the FE says you can stop.
So he just needs to find somebody who knows the protocol and is able to pass it on.
Then he needs to rent a plane which resembles the one the FTO will operate - otherwise a load of currency on type will be wasted.
Why not find a suitable FTO and rent (self fly hire) one of their planes, and fly with this "chap" as a passenger?
He is doing the FAA to JAA IR conversion, and he has to log at least 15hrs dual, at an FTO.
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. This is simply due to the NDB etc hand flying, which "modern pilots" don't do. And a non-owner is likely to be even less current...
Since this training won't count for anything, it doesn't need to be logged.
There is no new theory or procedures to learn. The JAA IR is just old-style "classical IFR", with a load of little bits added like calling out "ice check" every 1000ft in climb / every 5 mins in cruise, until the FE says you can stop.
So he just needs to find somebody who knows the protocol and is able to pass it on.
Then he needs to rent a plane which resembles the one the FTO will operate - otherwise a load of currency on type will be wasted.
Why not find a suitable FTO and rent (self fly hire) one of their planes, and fly with this "chap" as a passenger?
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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!
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.
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
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.
