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It was a mild November day when I arrived at the airport ready to take my IFR Practical Test.  I put my things in the classroom and then went into the office to pull the airplane maintenance log and other documents. To my surprise, the Cessna 172S that I have flown for all my training for Private Pilot and Instrument training, had a lapsed 30-day VOR check.  I went into the office and informed them of the out-of-date VOR check and a mechanic took the airplane up while I was doing the oral portion of the checkride to complete the VOR check.

I went back into the classroom at my flight school/airport and sat in the back row waiting for the examiner.  The examiner arrived and sat at the front of the classroom before eventually asking, “Well, are you going to sit there or come up here to start the ground exam?”  It was not the start I was hoping for.

Ground lesson

My first meeting with the examiner was not the start I was hoping for.

I did move my things up to the front of the room to begin the exam. After some time, we concluded the ground portion of the test, and we went out to the airplane to begin the flight portion. After starting the airplane, I noticed that the GPS database had expired. The examiner asked if we could update the database. I checked, but the school’s owner was out of town and no one could find the memory card to update the Garmin 530. We discontinued the test with a plan to resume the following day.

compass

Me heading indicator had precessed significantly in the first 10 minutes of the flight.

The next day we resumed the flying portion of the test in the late afternoon. The weather was still good, and the database had been updated. We took off and headed to an airport for a VOR approach. I had made sure before takeoff that the directional gyro was in in sync with the magnetic compass—it was. The airplane lacked the more advanced avionics like Garmin G5s and even the heading indicator did not have a heading bug. After what seemed about 10 minutes into the flight, the directional gyro had apparently drifted. And when I looked at the Garmin 530 to see the heading I should be flying, I turned to that heading which ultimately resulted in a full needle deflection. The examiner then delivered the news that I had failed because of the full-scale course deviation.

Immediately after, I joined a flying club with a Cessna 172M that also had a working autopilot and Garmin G5s. One of the instrument instructors in the club provided me additional instruction. I flew a lot of approaches and felt ready to take the exam again.

Unlike before, I would be taking my exam out of a towered airport, but with the same examiner. Because the timing for my recheck was within the 60 days, I did not have to repeat the ground portion, but just the flying portion of the exam. In his office (which was at the airport), he informed me where we would fly to and told me to file an IFR flight plan.  Truth be told, with all my training, at no time did an instructor have me file a flight plan.  Luckily, I knew how to file a flight plan in ForeFlight which I did.  But this now meant that rather than the examiner acting as ATC (just like 99% of my training), I was now talking to ATC.

Garmin G5 panel

The flying club airplane I was in was equipped with Garmin G5s.

Shortly after departure, the first airport was just minutes away and we were to perform a circling approach. I tuned in the ATIS at a nearby airport of the first destination to listen to weather to know which runway I would most likely use (as it was not a towered airport).  While listening to ATIS, I missed a call from ATC that was asking me to change my heading.  Because of that missed call and resulting missed heading, the examiner once again delivered the news that I failed for the second time.

I decided after two attempts to not take the Instrument practical again. The examiner was gracious and realized that, being over 55, I did not have plans for commercial flying and certainly not airlines (ATP). He reminded me it is not easy to stay current with an Instrument Rating and flying IFR by yourself can be challenging even for the most proficient pilot, especially if you do not have an autopilot.

Garmin GFC 500 autopilot

Flying IFR by yourself can be challenging even for the most proficient pilot, especially if you do not have an autopilot.

The training, knowledge and knowing how to fly under IFR conditions, flight planning, navigation, flying approaches have all be so valuable to me as an VFR Pilo.  I often will shoot an IFR approach visually under VFR conditions and just request a practice approach from the tower or just announce long final at a non-towered airport.

If I were to provide tips for a student that is considering the Instrument Rating, I would suggest the following:

  • Learn in an airplane that has more advanced avionics like an autopilot and Garmin G5s or G1000
  • Take advantage of flight following as much as you can to get used to talking to ATC
  • File IFR flight plans and ask your instructor if you can do that rather than have the instructor simulate ATC
  • If you have an autopilot, know how to use it as you will most likely be able to use it for part of your exam
  • At the writing of this story, you may still be tested on a VOR approach. Be sure you know how to navigate TO/FROM a VOR and know when to change transition from GPS to VOR/localizer input.
Carl Smith
Latest posts by Carl Smith (see all)
54 replies
  1. Kevin
    Kevin says:

    I like that you continue to fly practice approaches. A way that instrument experience can be useful, even without a rating, is night flying in VMC. Airports can be difficult to find at night, and flying an approach is one way to ensure that you are lined up to the right runway on the right airport. Once on the final segment, you can break off the approach at pattern altitude and fly the VFR pattern. If something goes wrong, like the runway is not visible (maybe the lights aren’t on?), the fact that you are on an instrument approach means that you can fly the missed approach and then figure out what to do next. That is much safer than flying around in the dark while trying to figure out what to do; there may be hills and towers around you, and following the instrument procedure (missed approach, MSA, etc) will keep you safe.

    Inadvertent IMC is also more likely at night than during the day, and instrument experience makes this occurrence much less likely to result in an accident.

    Reply
  2. Allen
    Allen says:

    He failed you for a failed heading call? That strikes me as a bit over the top. I feel for you as I failed my first IFR ride as well for exceeding (just!) the ILS localizer deviation allowed but continued the ride so just had to go back and fly a single ILS for the ticket.

    He’s also wrong. You should finish the rating. It’s a self-licking ice-cream cone rating. I fly more often and with more discipline to remain ready to file and fly IFR and it’s made me a better (61 year old) pilot for it. Go back and do it.

    Reply
  3. mick
    mick says:

    Nono. Absolutely go back and do it again. And again. And again. IFR IMHO is like a masters degree. Lots and lots of book studying, tests etc. Its hard. Period. Dont waste all that work. And you make mistakes even when youre released on your own recognizance. But they key is to be able to recognize when youre off and have the knowledge to get back on track. Yes you have to be near perfect on your exam; so it is with all exams. But thats training. Consider the exam like just more training, not a goal. The goal is to keep flying and feel more confident doing it. That means more seat time. And more seat time. I got mine late in life like you. It was a struggle. And I dont use it ever. But I know how and sure, its a bit of chest thumping to have that ticket too. Just go do it. You’ll be happy you did.

    Reply
  4. Izzy Briggs
    Izzy Briggs says:

    Take it again. The examiner sounds like a bit of a head case, don’t let him dictate your future. You are inexperienced and flying airplanes your inexperienced with, and in the first case, the rental company could have done a better job making sure your aircraft was legal and ready. Personally I don’t believe the new standards make for better instrument pikots, The just suck a bunch if money out of students by forcing retests over dumb stuff, aggravating an examiner shortage by making everything take two and three times longer. You don’t need an autopilot or modern avionics. Your examiners Instrument exam was no where near as hard as he’s making yours.

    Reply
  5. chris Z
    chris Z says:

    If you continue to practice IFR while flying VFR with out a hood on solo , and under the hood with a safety pilot you will pass that check ride. You see my friend flying IFR in the ATC system can get busy , however as you gain experience you get into the groove and get very good at playing the game. Sort of like a great short stop on a ball team.

    Reply
  6. Alan Frazier
    Alan Frazier says:

    While not trying to hand you a “crutch”, your first CFII did not prepare you adequately. To have signed you off for an instrument practical exam without ever having you file and fly an instrument flight plan is just sloppy. It also seems your FBO was sloppy in not updating the GPS database of your rented aircraft in a timely manner.

    As to the examiner pink-slipping you for missing a single radio call (if that truly was the only reason) that is excessive.

    As others have posted: Get back up on that horse and take the instrument practical again. You can do it!

    Reply
  7. John Steward
    John Steward says:

    I believe that your instructors did you a disservice in not requiring you to interact with ATC and filing flight plans as part of your training. Your errors on the two flights were relatively minor. I would learn from them and get that rating! I’m a 70 year-old private pilot, instrument current. I trained and completed my IR in a C172 just like the one your described, except I had no GPS navigator on board (it would not come along for another 10 years or so). And whether you aspire to go on to your commercial- I did not- should have no bearing on the outcome or decision to continue.

    Reply
  8. Trey Segura
    Trey Segura says:

    As others have mentioned, go back and finish the rating.

    Also, I don’t necessarily agree with your advice to use an airplane with the most modern avionics and autopilot. While they are great aids to instrument flying, hand flying approaches using a CDI needle is extremely useful and shows more mastery of the aircraft than hitting a few programing buttons and turning the autopilot on.

    Reply
  9. Jeff Riemer
    Jeff Riemer says:

    I agree you should continue pursuing your instrument rating. With reference to filing an IFR flight plan, that is a training requirement of 61.65(d)(2)(ii), so the recommendation to get a different instructor would also be a good idea. Best of luck in getting your rating.

    Reply
  10. Les Guillory
    Les Guillory says:

    I got my instrument rating at age 73. It was a long, difficult road to get there, but it was a life-long goal that gave me great satisfaction to achieve. I agree with all the above comments. Get an older CFII to get you brushed up and practice some approaches and try again, maybe with a different examiner. Good luck… Don’t let life beat you.

    Reply
  11. Loren Banko
    Loren Banko says:

    As a retired airline pilot with over 30,000 hrs of flying experience….I have gone full circle back to a day VFR pilot in my own Just SuperStol.

    I respect and agree with your decision. Keeping “true” instrument currency is a monumental and fairly expensive task for a recreational pilot flying +/- 100 hrs./yr.

    On the other hand the training we both received and the working knowledge base makes you/us a way above average, safer and more conscientious private pilot….and that’s a great thing. That was not “wasted time” on your part.

    Finally, as a former examiner, I think the DPE in both cases was a little over the top. I don’t gather he used his “skill” to put you at ease on day 1. I do not feel either “error”, especially the missed radio call, was disqualifying and could have easily been used as a learning point at the debrief.

    Thank you for sharing your experience and I’d fly with you anywhere based on your knowledge and judgement.

    Reply
    • Larry Smith
      Larry Smith says:

      Totally agree…. go for it again, and keep trying and training until you do. It will be rewarding and very useful.
      And, for the record, my airline was hiring new hires with less experience than you have. And hired the over 55 crowd (but they did have experience). However, I’d encourage you.

      At 80 I just passed another annual check ride.

      Reply
  12. John McBryde
    John McBryde says:

    I just earned my instrument rating at age 71. I took me two attempts for the checkride. I was not aware that someone without the rating could file an IFR flight plan. I was not allowed to do so by my CFII. I obviously don’t plan a career with the airlines, but do plan as many cross countries in my 182 as I can make happen. I plan to file IFR on virtually all of them. I suggest you re-tool and get in a more modern plane and give it another shot.

    Reply
  13. richard sweeney
    richard sweeney says:

    1) Don’t give up
    2) If possible, ask a DPE what instructors present the best prepared students
    3) my bucket list was a PPL – checked the box at 70 – passed my instrument check ride at 75 – still current – worked too hard to let it lapse! Due to COVID I had to retake the written ugh!
    4) when you think you think you’re ready consider a remote 7 day practical IFR course – GATT worked for me.
    Good luck – you can do it!

    Reply
  14. Mike McCann
    Mike McCann says:

    I’ll pile on….at 61 years of age, I decided to get current again with my IFR rating after not using it for 25 years. I had never used a Sim for IFR work, and never flew a G1000 equipped 172 for IFR flying. I spent a month drinking from the proverbial fire hose. At one point, I thought about pausing for a bit, but I passed my IPC. What a great feeling.

    Like others have said, change instructors. Be sure to get one who understands that you’re not 21 and simply collecting ratings on your way to the airlines. You’re doing it because you want to be a better pilot. It makes a difference.

    At 63, I’m thinking about pursuing my ATP rating for the same reason. It’s fun to learn and pursue being a better pilot.

    Best of luck, Mike

    Reply
  15. Brad
    Brad says:

    Carl, all the comments in this thread are top notch. Read them, and read them again. Also I highly recommend reading books on how to fly by instruments. E.g., ones by Peter Doegen, Richard Collins, and Rod Machado. Don’t be so jacked up on having the latest and greatest in avionics in your cockpit. My own thinking is that if you can’t fly instrument approaches with the simple basic analog 6 pack, and the approach plate, doing VOR, ILS and RNAV approaches, then you’ve got no business flying the more complicated digital virtual stuff, e.g. relying on G5 or G1000. And, an autopilot will get you killed. If you can’t fly instruments without one, you have no business flying instruments with one. Get some simulator software and fly the approaches again and again on your computer at home so you’ve got the procedures down cold and the approaches you’ll fly during your checkride almost memorized. Good luck, stay the course, don’t give up. Yes, perhaps get a new CFII instructor, but more importantly, become your own best flight instructor as well, for the instrument rating. Be tough on yourself (and get those books to help guide and mentor you through the process), and practice.

    Reply
  16. Richard
    Richard says:

    Definitely take the test again. With all the practice approaches you’ve been doing, you will probably pass no problem. Sounds like the examiner was unreasonable. I have lost count on how many times I have heard ATC on Guard asking an airliner to change to a certain frequency because they obviously missed a call and are now out of range. Happens to everyone and should definitely not be a reason for failing a check ride if you handle the subsequent call correctly. Missing a call is almost to be expected when you are flying single pilot and have to listen to ATIS, which is why I usually split the audio and have my wife get the ATIS for me. Also consider telling ATC you will be off frequency for a minute to get the ATIS (they will probably tell you to check back in when you’re done).

    Reply
  17. David Dismore
    David Dismore says:

    I got my insrument raring a month before my 60rh birthday. I did my training in an Archer with a G1000 but no autopilot. I could not manage to juggle all the tasks doing approaches in rapid suggestion in that Archer. I finished it with my new to me SR20 with an autopilot. I had to hand fly parts of the practical and turned off the autopilot when it wasn’t doing the right thing. You can pass the practical with the right plane and instructor.

    I keep up to date, flying in IMC or with a safety pilot. I have flown my SR20 to 42 states. The instrument rating helps on cross country, even if you just need to get down through a cloud layer. Having it will give more options.

    Reply
  18. Darin Paul
    Darin Paul says:

    Winners never quit. Quitters never win. Finish the ticket. The third time is the charm. You’ve already listed the recipe for success, so go cook it!

    Reply
  19. Ryan B
    Ryan B says:

    What a sad story. You should not quit. You received subpar instruction, it sounds like you were sent to the practical test inadequately prepared by your CFII. It also sounds from your story that the DPE was a jerk. This is what I despise about GA. The DPE system needs reform. Every examiner has their own ideas and standards, and it should not be that way. Also this under-the-table “cash only” nonsense needs to stop, especially now with the ridiculous fees charged by these guys. I think the IRS needs to be aware of this scam….

    Reply
  20. Tom Osinkosky
    Tom Osinkosky says:

    Your story has probably been repeated many times. You’re quite young yet. I could mention a lot more but press on and I’m more than willing to help you obtain your Instrument rating. I’m located at Luray (KLUA) Airport in the Shenandoah Valley of Virginia. Wilbur and Orville went through many disappointments and look where we all are today. All the best.
    Tom
    [email protected]
    540-569-0977

    Reply
  21. Michael Galloway
    Michael Galloway says:

    I have been a CFII for over 40 years. Based on what Mr Smith reported, his instructor did a very poor job of training him by not requiring him to file instrument flight plans and receive flight following regularly. I train pilots right now ranging from 17 years old to close to 80. With proper, logical, and appropriate training there is no reason that age should be a big obstacle. I also require that my instrument students get some time in the clouds as well, because using a view limiting device is not instrument flying. How could Mr. Smith have never filed an IFR plan when the training requirements specifically require a long instrument cross country. It is true that the instructors’ name must be onthe flght plan as PIC, but filing the flight plan under the guidance of the instructor is part of the requirement. Mr. Smith did not fail the checkride, his instructor did.

    Reply
    • Mike McGinn
      Mike McGinn says:

      Concur completely! When I read “at no time did an instructor have me file a flight plan” and “now I was talking to ATC” (for real), and all the discrepancies with the plane that he had flown for all of his private pilot and instrument training, I had to wonder what else his CFII didn’t do for this instrument pilot candidate. Mr. Smith was the victim of a marginal CFII. Get a new instructor and go try again. Age is not the issue here.

      Reply
  22. John
    John says:

    Keep trying as long as you enjoy and can afford it. Practice instrument flight in VFR with safety pilots, most (nearly all) of whom sill jump at the chance to ride along. Yes, it’s a challenge to stay current once you get the rating, especially if you’re a renter like me – but that just gives you another reason to fly.
    Don’t avoid the aircraft with steam gauges and no GPS, they’re great experience. I trained in 6-pack Archers and Warriors with an instructor who had me file IFR for any flight landing away from the home airport, and also had me handle the radios well before he signed me off for the checkride. The flight test seemed like just another dual flight after that.

    Reply
  23. Randolph Holder
    Randolph Holder says:

    I’d encourage you to try again. I got my PP at 51 and IR at 52 and jet type rating at 69. You’re never too old, the accomplishment is worth it, you’ll have more freedom to fly and it may come in handy one day.

    Reply
  24. Tony Breit
    Tony Breit says:

    I didn’t read all the other post, but the common theme is to retake it. I have a lot of stops and starts during my training finally went to Duluth and did a five day IFR refresher course and passed at the end of that week. I learned a ton, did a lot of flying back to back days drilled may oral and practical, but most important, I came away, feeling very confident.

    Reply
  25. Ed S.
    Ed S. says:

    If you have a decent home simulator and a good program like X-Plane, consider FlightSimCoach. They have several CFIIs that you can work with over Zoom with screen sharing, or their own software. You may not be able to log the time but that doesn’t seem like it’s an issue in your case. At 81, I’m debating going for the practical, but in the meantime I’m having a blast putting all my IFR reading/viewing to the test with a CFII, and saving the cost of a rental. Also consider VatSim or PilotEdge for virtual ATC to accompany your instruction. As others have said, you’re still “young”. Go for it (hopefully with a different DPE).

    Reply
  26. James L. Hibbert
    James L. Hibbert says:

    I agree with the others. Do not quit. Take the test again. I failed my written test for the private pilot exam back in 1976 2 times. No videos in those days. Finally I got my act together. This is a major failure of the instructor/student relationship. As a former test prep instructor for a major flight school, I can assure you, you are not the first one to fail. I also failed my commercial check ride because I failed to do a “no flap” landing in the way that the check pilot preferred. Failure is just a way to learn more. I did pass my instrument check ride and till this day, I do not know how that went so smoothly. Do not quit, learn and move on. J.L. Hibber

    Reply
  27. Steve Ross
    Steve Ross says:

    Take it again. I also went to IFR6 and trained using a simulator. You might think about that to give you more confidence. I had to take the check ride twice. I’m 70 years old.

    Reply
  28. Connor Juvonen
    Connor Juvonen says:

    Don’t give up! Keep trying, but find a different instructor. I would have expected them to have you file a real flight plan and talk to ATC, as that’s a necessary part of IFR flying. I failed my PPL checkride last October due to a botched landing and felt pretty bad about it, but I used the situation to become a better pilot, practiced my landings, and passed on my second try.

    Reply
  29. Glenn McGovern
    Glenn McGovern says:

    You have so much work in this I would not give up. You have a right to take the test again. If you fail one portion he should have just let you retake that portion again. I understand your pain. Get mad and go get that rating! It is so useful and it makes you a safer pilot with a lot of options.

    Reply
  30. Bibocas
    Bibocas says:

    Try again. If possible get another CFI. Having an instrument rated is a must for every pilot, in spite of the aircraft he (she) is gone flying, or the type of flying (recreational, for instance). And that must means a safer pilot and someone that is safer for the others.

    Reply
  31. Rich Layton
    Rich Layton says:

    Hey don’t quit I’m 59 and just got my rating in October. Find a new instructor and get it done. It’s an awesome feeling when you pass. Good Luck.

    Reply
  32. RayJay
    RayJay says:

    May, 1972: PPL check ride, finishing with landing on a gusty day. Bounced the wazoo out of the Champ Citabria (115hp, no joke). Thought for sure I had failed. Examiner said go again & I did, executing landings like I was supposed to. Passed.
    June 1976: Instrument check ride. After doing some instrument air work, examiner said to contact coast approach for a clearance to do ILS at Orange County. I was in deep exam-itis. Could not remember what to do next. He looked at me & said, “Do you know where we are?” “No sir. Not a clue.” Thought I had failed it. He spent a couple of minutes talking & quizzing me on various things, then said to contact Coast Apch for clearance to the ILS at Orange County; which I did, & continued various approaches around the LAX basin. Passed.
    It’s nice to have an examiner who knows how to read people. I was 25, he was near 60. Both examiners could have terminated the check rides at the 1st glitch, but both of them took the time to see what was happening.
    Conclusion: Take another shot at the instrument check ride. Good luck & enjoy the ride.

    Reply
  33. Scott Myers
    Scott Myers says:

    many have already said this but worth repeating…
    1. your instructor(s) did you several disservice in not adequately preparing you for either checkride or real instrument flying.
    2. find another instructor who’s detail oriented, and willing to devote time even when the hobbs isn’t running, and finish it. instrument rating is the single most valuable rating you can have, and the feeling of accomplishment is second to none.!

    Reply
  34. CRAIG MORTON
    CRAIG MORTON says:

    To me, the fact that your instructor sent you for the test without checking the basics like having the plane 100% ready is a bad sign. You both should have been on top of those details and I’m guessing there were a lot of other details your CFII missed also. Get a new one! Second, I’d opt for a plane with older (more basic) avionics. Advanced avionics are great, but there is a lot more to learn, and a lot more ways to screw up. Same goes for autopilots. They are a huge help, but if you can’t pass the test without one, you’re not ready to fly real-world IFR.

    Reply
  35. Michael Balka
    Michael Balka says:

    Carl
    The list of people who have failed a checkride is as long as the equator. As an adult learner, I busted the glideslope on my instrument checkride due to ATC holding me too high for departing traffic at a towered field; just like you, something I never practiced as a possibility with my instructor. Was that his fault or mine? Doesn’t really matter. I went back after the requisite recurrent training two weeks later and nailed the ILS. I have since passed Commercial and Multi. If a dummy like me can do it, so can you.
    Go find another instructor and keep at it. As Charlie Gasmire says, the most important word for a student pilot to remember is ‘yet.’ You just dont have that rating yet, but with persistence you will.

    Reply
  36. J Thomas Purifoy, Sr.
    J Thomas Purifoy, Sr. says:

    “Get’r done” you’ll be glad & proud! I was 70 but had my Pvt since 1976, mostly renting, laid off for 20 years & started back in. 2008 with CAP, my wife died in 2009 & I bought a used, 2005, Cirrus SR22 & finished the IFR in itnow 81 had to quit because of some health issues FAA doesn’t like & sold it last year, go have fun in the clouds!

    Reply
  37. Jerry Knaust
    Jerry Knaust says:

    I flew for the airlines for 40 years. If missing a radio call is a bust, then half the airline pilots would be out of a job. If ATC doesn’t get a response from the pilot, then they’ll keep trying until they do. The DPE needs a lesson in reality. Go get a new instructor and DPE.

    Reply
  38. MDB
    MDB says:

    While not exactly on point of this story, it seems like a good audience to have a discussion of an IFR “lite” rating. I’m a older VFR, recreational pilot, 50-75 hours/year. Occasional cross country trips (without strict time requirements) are my primary reason for wanting to fly. With careful flight planning and weather watching, I’m comfortable with trips >500miles. I don’t feel that I fly enough to warrant a full blown IFR rating but would like the ability to take off into a low overcast to get to VFR on top. I’m not interested in shooting approaches to current minimums but something in the 750 to 1000 AGL range would expand my envelope considerably.
    I’m sure there are plenty of recreational fliers in this same boat that would happily log more hours if a less demanding IFR ticket was available.
    Please discuss.

    Reply
  39. Skip Stagg
    Skip Stagg says:

    First I agree with all of the comment and advice listed here advising you to continue obtaining your Instrument rating. You need to find another instructor and DPE. both are not worth your time and money.. if the flight school overlooked the small things like VOR checks on their instrument trainers what else did they overlook on the aircraft. With respect your radio procedures with ATC, The only time I spoke to ATC was when I was requesting a new maneuver for the student otherwise I never contact ATC, that’s your job. In fact when training a primary student I NEVER handle the radio past the second lesion. As for busting the check ride, Consider the old rule of flying “Never stop flying the airplane to fly the mike” if you really occupied speaking to ACT is not your top priority. With respect to the full needled deflection, if you sit there and jus look at its one thing, If you doing something about correcting the situation, then you a good instrument pilot

    Keep flying my friend I know you can do it and become a fantastic instrument pilot.

    Reply
  40. Bill
    Bill says:

    I’m 63 years old and working on my IFR rating. After reading your story I immediately saw myself experiencing the same result. Thankfully I read all the encouraging comments sent by the readers. Now I feel encouraged to continue my studies and apply all the wisdom offered by many of you.

    Reply
  41. Paul Lego
    Paul Lego says:

    I strongly agree with most in this forum. Please get a new instructor and continue to pursue your instrument rating. I am 66 years old and got my PPL and IFR rating late in life. Some aspects are harder and take longer for some older pilots (myself included), but being able to fly IFR makes you a better and safer pilot, even if most of your flying is VFR. As for staying current and proficient once IFR rated, yes, it is time consuming, but also absolutely worth it. Continue to get flight following and talk to ATC all the time, fly more practice approaches, and find an instructor who you are both comfortable with and who is committed to making you a great IFR pilot. You got this!!

    Reply
  42. Ross
    Ross says:

    Great comments, but Fly, Fly, Fly. Get flight following, listen, and talk to ATC. Practice instrument approaches in VMC with flight following. Get comfortable with the terminology and procedures by repetition. You will soon notice that there are a lot of standard operations that you will become comfortable with as you fly in the system with ATC. They are really there to help you. I am 80 and almost always file and fly in the system whether it is IMC or VMC. Initially it is very stressful to file right after you get the rating, but the more you fly in the system, the more comfortable it becomes.

    Reply
  43. vince
    vince says:

    SCREW him, go for it , don’t give up im doing mine im 61 find a new DPE that guy should not be doing this if hes going to treat students like that

    Reply
  44. Jerry Knaust
    Jerry Knaust says:

    Here’s another reason to obtain the instrument rating,
    The ATC airspace is all about flying on an instrument flight plan. By flying VFR, it’s a lesson in trying to avoid airspace that gets you busted.
    On a IFR flight plan all the airspace goes away because ATC keeps you out of trouble.
    I always file a IFR flight plan to be in ATC’s protected bubble.
    Go get your instrument rating, you passed 2/3’s of it. You’re almost there!
    Good luck!

    Reply
  45. David
    David says:

    A different point of view for you. According to statistics out of the 300,000+ instrument rated pilots only 15% remain current. With that said, a VFR Pilot that has done all the IFR Training and signed off by their instructor to take the practical test (which was you), can fly exactly the same as the 85% of instrument rated pilots that are out of currency. Apply everything you have learned in your IFR Training and apply it to flying VFR. Enjoy flying first!

    Reply
  46. John H
    John H says:

    At 65 and 25 years since my last flight review, I got back into flying 2 years ago, after a season of joy in a 172 I jumped up to an SR20 and started instrument training. I just passed the written test and have set the goal of completing before summer. Yes, the learning curve is steep, but the benefits are huge and extend well beyond what I am learning in the cockpit. Managing my diet, exercise, studying, stretching my mind, now with a purpose. I am training with a Cirrus Platinum school, and I am confident that when I am endorsed for the practical exam, they will also be sure that I am ready. So don’t get discouraged and remember that you are paying the instructor to give you the tools you need.

    Reply
  47. Casey
    Casey says:

    It is the best rating you can ever get. It makes you three times a better pilot and can save your life. Ditch the instructor it sounds like he did you a very poor and inadequate job. If possible train at a towered airport it is much more real life flying. Please don’t give up on your instrument rating. With a good CFII it is very obtainable at any age. 63 years old and flying GA for 40 years I can definitely say your instrument rating and some unusual attitude training could save your life. ️

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