Questions about obtaining an Instrument Rating
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I am
And Current
But take every opertunity to fly VFR with the very ,very comforting knowledge that when it turns sour I can and DO punch up and relax.
sorry to brag but its down to the size of my chopper.
If the wx is crap at departure or destination then you are not going either VFR or IFR assuming destination has no let down proceedure, however if wx at destination ok (cloud base above MSA or nearest published approach aid usable) then there is a greater chance that the flight will depart. this is safer and more productive for the customer.
And Current
But take every opertunity to fly VFR with the very ,very comforting knowledge that when it turns sour I can and DO punch up and relax.
sorry to brag but its down to the size of my chopper.
If the wx is crap at departure or destination then you are not going either VFR or IFR assuming destination has no let down proceedure, however if wx at destination ok (cloud base above MSA or nearest published approach aid usable) then there is a greater chance that the flight will depart. this is safer and more productive for the customer.
Join Date: Feb 2004
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Ther is a serious shortage of instrument rated pilots for onshore work. Depending on type ratings there are certainly two major onshore operators who would consider an approach from a pilot holding an IR(H) and would doubtless revalidate where necessary. It sound as though Head turner and Helinut have been asking the wrong people.
Beware the Green Death.
Beware the Green Death.
Join Date: Jul 2004
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The school at bristow is the best. Very proffesional with an excellent pass rate, very impotant, but as said earlier you leave having had an excellent grounding in the Dark Art
Join Date: Mar 2004
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Nervy,
The 206 is one of a kind in the uk - the only IR rated single.
Good to get the main IR on a single and then up grade the IR to multi engine at a later date. Trying to do an IR and your first twin rating in a oner is not generally cost effective.
The 206 is one of a kind in the uk - the only IR rated single.
Good to get the main IR on a single and then up grade the IR to multi engine at a later date. Trying to do an IR and your first twin rating in a oner is not generally cost effective.
Join Date: Feb 2003
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Nervy, boomerangben is right - that 206 has grandfather rights because it's been doing it for so long. Don't expect anyone else anywhere in the UK to be able to do it, and when -II retires it'll be bad news.
Nigerian In Law
What type are you planning on doing the rating in ? Did mine in a Super Puma and it was hard, even after quite a few simulator runs and two "dress rehearsals". Outside influences can make all the difference, e.g. being kept in the hold due traffic (every hold is assessed, but you only have to do one). Good Luck !!
Join Date: Jul 2004
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KMS
I did my IR recently, with BHL at norwich, very good. I did my pre-course personal study using RANT, it allows you to learn the procedures and practice them without the hassel of physically "flying the procedure". It allows you to get your brain around the idea of procedural flying.
It is hard graft but the most enjoyable flying i have done in a while, good luck.
I did my IR recently, with BHL at norwich, very good. I did my pre-course personal study using RANT, it allows you to learn the procedures and practice them without the hassel of physically "flying the procedure". It allows you to get your brain around the idea of procedural flying.
It is hard graft but the most enjoyable flying i have done in a while, good luck.
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KMS
Haven't been on this thread so sorry for the delay in responding, i already have a job i was lucky and the company paid. However with the IR in your pocket you become a much more employable person; 1. Your future company need not spend ludicrous amounts of money on you, 2. You have proved yourself in a very demanding test.
Regarding RANT it does not allow you to practice IF skills, it teaches you the procedures that are flown and the various procedural skills, then you convert that into actualy flying the a/c.
Haven't been on this thread so sorry for the delay in responding, i already have a job i was lucky and the company paid. However with the IR in your pocket you become a much more employable person; 1. Your future company need not spend ludicrous amounts of money on you, 2. You have proved yourself in a very demanding test.
Regarding RANT it does not allow you to practice IF skills, it teaches you the procedures that are flown and the various procedural skills, then you convert that into actualy flying the a/c.
Join Date: Mar 2004
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KMS,
Before I started my IR, I was told by the IR instructor to put all the books away and let them teach me their way. What they will expect is for you to be able to fly under the hood straight and level, climbing turns etc (ie what you did for you commercial GFT). The more practice you get under the hood, the easier the course will be for you. The IR is as much about management as flying so it is important to have spare brain capacity.
Good luck
Before I started my IR, I was told by the IR instructor to put all the books away and let them teach me their way. What they will expect is for you to be able to fly under the hood straight and level, climbing turns etc (ie what you did for you commercial GFT). The more practice you get under the hood, the easier the course will be for you. The IR is as much about management as flying so it is important to have spare brain capacity.
Good luck
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Caa Instrument Rating
hi there everyone. i was just wondering what requirements are needed to have a CAA instrument rating. im currently doing a FAA IR at helicopter advetures in titusville florida , however when i go back home we operate under CAA rules and i was just wondering if anyone knows what requirements are needed to Obtain a CAA IR.
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CAA IR
55 hours for JAA IR from scratch, sim time allowed...15 - 40 hours depending on sim. 15, I think, to convert from another ICAO IR, but may depend on licence held. LASORS has most of the answers.
Plenty of discussion re IR elsewhere on these pages. Have a trawl around.
Plenty of discussion re IR elsewhere on these pages. Have a trawl around.
Join Date: Aug 2003
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You will also have to sit at a minimum the JAR IR theoretical exams (or ATPL exams if you're going that way). This seems to be the biggest hurdle for most people.
Cheers,
54.98N
Cheers,
54.98N
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The right move (IR rating)
Hey guys
I am new to this forum,wondering where to do my JAA IR rating in Europe,would like to start training in autum 06.Would prefer UK was thinking of Bristow ,but I heard the 206 is getting overhauled at that time ? True/False.
Should have two hundred and fifty hours after training with IR rating, is it possible that companies hire with that criteria.
Any information is greatly appreciated .
I am new to this forum,wondering where to do my JAA IR rating in Europe,would like to start training in autum 06.Would prefer UK was thinking of Bristow ,but I heard the 206 is getting overhauled at that time ? True/False.
Should have two hundred and fifty hours after training with IR rating, is it possible that companies hire with that criteria.
Any information is greatly appreciated .
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Initial ME type rating
It's been a while anyone posted here but I will try:
Does anyone know where to get the most cost effective Initial Multi-Engine type rating in EASAland? Anyone familiar with some of the latest TRTOs to join the list?
Does anyone know where to get the most cost effective Initial Multi-Engine type rating in EASAland? Anyone familiar with some of the latest TRTOs to join the list?
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The Bristow school at Gloucester Staverton is the best by far. The attitude of the instructors is positive and encouraging, their experience levels cannot be matched and the end product is confident and assured. There are others who may be cheaper but it is certainly a case of getting what you pay for.
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Thanks Weasel for your input. I am familiar with the market in the UK, was rather wondering about what's happening in continental europe, I have been looking at other JAA members such as Malta, Lithuania, Poland, Croatia... But it seems like Rotary Wing training is virtually unexistent . I have essentially come across FTOs and TRTOs that exclusively provide Fixed Wing training.
I also know about Germany, France, Belgium, Denmark and Sweden, what about the rest of EASAland??
I also know about Germany, France, Belgium, Denmark and Sweden, what about the rest of EASAland??