Scrubbed IRA checkride

Dave Jacobowitz wrote:

I know I'm being a snot, but I'd love to hear other
people's frustrating flying stories.

David, I totally understand your frustration. I never lost a checkride
due to unexpected maintenance, but back during my private pilot
training, I arrived at the FBO one extremely beautiful sunny morning for
my first long solo XC.

Unbeknownst to me, both 172SPs on the rental line had gone to
maintenance for their 50-hour late the previous evening and no one had
called to tell me that there would be no aircraft for me to fly on that
no-wind, CAVU day.

Let me tell you that the disappointment level I experienced during the
drive back home was incredibly high. It took me two weeks of
rescheduling to complete that XC.

For me, right now, the instrument training
and associated financial bleed are one of them. Since
I started on the IRA in November, I have done no flying
at all for pleasure and friends.

I wanted to comment on the above quote. Earning the instrument rating
is quite an achievement, but IMO maintaining proficiency with your
instrument skills as the years go by will become even more of an
achievement.

I may be wrong, but it seems to me based on the above quote that you are
looking to throttle back your flying once you take and pass your
instrument checkride.

I received my instrument rating a year ago and despite the above average
number of hours I have logged in actual conditions this past year, I
still feel I am not as quite as proficient as the day I passed my
checkride.

My goal is to practice some type of instrument work at least once per
week, whether it be from actual IMC or from simulated hood work.
January and February have been tough weather months for those of us in
the Northeast US and I did not meet my goal of practicing once per week.
Upon stepping into the cockpit after that lapse, my instrument flying
skills were noticeably subpar, at least to my standards.

I guess the point I am trying to make is that be sure to continue to
practice after your rating. If you cannot get actual, then grab a
safety pilot and a hood and fly often. Maintaining your high level of
proficiency you have now requires work and staying safe in actual IMC
depends on it.

Good luck and enjoy your checkride experience. It will be here before
you know it!


--
Peter







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I think you're totally right. My plans is not to get my
ticket and stop training. Quite the opposite. But there
is still a difference between IR training (4-5 instructor
hours a week) and maintaining proficiency.

I also noticed something during my private training. I
learned a lot at the beginning, and then less as time
wore on with the instructor. Then, when I got my ticket,
there was another new burst of learning as I ventured
further and also as I made plenty of mistakes. Then
the learning tapered off again, and I knew it was time
to start the next thing.

Life is always going to be a series of intense periods
followed by fallow periods -- the fallow periods an
important part of the equation for avoiding burnout
and avoiding negative checking account balances. (And
by fallow, I don't mean no learning, no flying. I just
mean a bit less, and a bit less focused.)

Bottom line: I'm addicted to learning about aviation,
and plan to pursue commercial, multi-engine, CFI, etc.

-- Dave J


Peter R. wrote in message
David, I totally understand your frustration. I never lost a checkride
due to unexpected maintenance, but back during my private pilot
training, I arrived at the FBO one extremely beautiful sunny morning for
my first long solo XC.

Unbeknownst to me, both 172SPs on the rental line had gone to
maintenance for their 50-hour late the previous evening and no one had
called to tell me that there would be no aircraft for me to fly on that
no-wind, CAVU day.

Let me tell you that the disappointment level I experienced during the
drive back home was incredibly high. It took me two weeks of
rescheduling to complete that XC.

For me, right now, the instrument training
and associated financial bleed are one of them. Since
I started on the IRA in November, I have done no flying
at all for pleasure and friends.

I wanted to comment on the above quote. Earning the instrument rating
is quite an achievement, but IMO maintaining proficiency with your
instrument skills as the years go by will become even more of an
achievement.

I may be wrong, but it seems to me based on the above quote that you are
looking to throttle back your flying once you take and pass your
instrument checkride.

I received my instrument rating a year ago and despite the above average
number of hours I have logged in actual conditions this past year, I
still feel I am not as quite as proficient as the day I passed my
checkride.

My goal is to practice some type of instrument work at least once per
week, whether it be from actual IMC or from simulated hood work.
January and February have been tough weather months for those of us in
the Northeast US and I did not meet my goal of practicing once per week.
Upon stepping into the cockpit after that lapse, my instrument flying
skills were noticeably subpar, at least to my standards.

I guess the point I am trying to make is that be sure to continue to
practice after your rating. If you cannot get actual, then grab a
safety pilot and a hood and fly often. Maintaining your high level of
proficiency you have now requires work and staying safe in actual IMC
depends on it.

Good luck and enjoy your checkride experience. It will be here before
you know it!


--
Peter







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"Dave Jacobowitz" wrote in message
om...
I think you're totally right. My plans is not to get my
ticket and stop training. Quite the opposite. But there
is still a difference between IR training (4-5 instructor
hours a week) and maintaining proficiency.


I don't see the difference. If you are ready for the checkride today then
you only need to fly enough to maintain that proficiency. It is the same
whether you have the rating or not.

Mike
MU-2

I see your point.

Perhaps, and this might be sacrilege on r.a.i, and
I really should think about this more, but I may not intend
to maintain full instrument proficiency, or may not maintain
it all the time -- meaning that I will take lessons and
up my proficiency before flying IMC. Of course, I'll
avoid IMC if I'm not proficient. I already know how
to keep myself alive as a VFR PP.

I started my IRA training knowing that it will make me
a better pilot, all around, which it has. I also honestly
was never thrilled about flying hard IFR in the kind
of beater rentals that I can afford anyway, though I did
and do fancy the idea of being able to climb through a
thin layer.

In any case, I'm afraid it's not always onward and
upward for everyone's aviation capabilities, as things
like financial, career, and family changes take their toll.

I guess an argument can be made that if I'm not going
to maintain 100% proficiency all the time, then I shouldn't
even bother to finish the IRA. I see it differently. It'll
be a lot easier and cheaper to fnish my IRA now, and then
get IPCs (even ones I don't legally "need") later than it
will be to just bail on the rating, and wait to finish it
to when I can "properly" afford it.

In any case, you have a good point, and I do need to
give thought.

-- Dave J
-- jacobowitz73 -at- yahoo -dot- com



"Mike Rapoport" wrote in message link.net...
"Dave Jacobowitz" wrote in message
om...
I think you're totally right. My plans is not to get my
ticket and stop training. Quite the opposite. But there
is still a difference between IR training (4-5 instructor
hours a week) and maintaining proficiency.


I don't see the difference. If you are ready for the checkride today then
you only need to fly enough to maintain that proficiency. It is the same
whether you have the rating or not.

Mike
MU-2

Its OK, they're also mad at the people with seaplane ratings that haven't
flown one since they passed the checkride

"Dave Jacobowitz" wrote in message
Perhaps, and this might be sacrilege on r.a.i, and
I really should think about this more, but I may not intend
to maintain full instrument proficiency, or may not maintain
it all the time -- meaning that I will take lessons and
up my proficiency before flying IMC. Of course, I'll
avoid IMC if I'm not proficient. I already know how
to keep myself alive as a VFR PP.