Yet, because more and more of the IFR-capable general aviation fleet- and virtually all airliners-are TAAs, we think that going through the instrument rating in a TAA gives the pilot a jump on whatever he will fly later. Learn to make that Garmin sing, dazzle the examiner with your abilities during the checkride and later learn the G1000 or Avidyne panel as needed. If the airplane has nothing more than a six-pack of round gauges and a Garmin 430, that’s fine. Training Consistencyīeing able to fly the same panel on each instrument lesson means minimizing time lost to figuring out what this box does in this airplane-and that can take a lot of time-rather than advancing your ability to fly holds and approaches and handle emergencies. We note that there’s another benefit to TAA instrument training: TAA time counts the same as retractable gear time when qualifying for the commercial rating and is usually cheaper.
That means a moving map display, IFR GPS and an autopilot. Rather than try to come up with a list of possible panels that may be in flight school airplanes and rank them as we look at the getting an instrument rating efficiently, we’ll start out the article with a simple pair of recommendations: First, if possible, once you start your instrument training, do all of it in the same airplane or in airplanes with the same panel (and, if the school has a simulator, the same display in it) and second, if possible, do the training in an airplane that meets the FAA’s standards for a Technically Advanced Aircraft (TAA).
#BEST FLIGHT SIMULATOR FOR IFR TRAINING FULL#
However, for the pilot seeking to get an instrument rating, trying to figure out whether to learn behind an aging six-pack or in a partial glass or full glass cockpit can be paralyzing.
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