As the title says, im looking for online/ video courses to get rusty pilots back up to speed.

I got my license in the early 2000s, but I haven't flown in quite a while. I'd like to start flying again and pursue my instrument rating. I have confidence in my ability to get up there and fly an airplane, but I know things have changed and I've lost so much on the knowledge side that I probably need to start almost back at the beginning.

Are there any good resources out there to get pilots back in the saddle? I'd love to get caught back up with the basics before I sit down with an instructor or get back in an airplane.

Besides the videos also think about joining AOPA. Good resource for the private pilot. More places seem to require renters insurance now, you can do that through AOPA. Review your medical visits in the last three years, have to disclose that and get a new medical before spending any real money.

If you live near any soaring operations that would be a great way to get back into flying, and also cheaper.


I would tackle the private pilot part first, if you like the school and instructors and they offer the Instrument, talk about that later. Don't get sucked into some package deal with 50% down, etc.

quote:

Originally posted by DC3S:
Besides the videos also think about joining AOPA. Good resource for the private pilot...

I was a rusty pilot for 34 years and got back in the left seat five years ago with encouragement from pals AND Mrs Sigmund. This was a big help, I did it in person:

https://aopa.org/training-and-safety/lapsed-pilots

In person:

https://pic.aopa.org/events/ca...907883942.1655404526

Next webinar is Nov 15:

https://pic.aopa.org/events/item/52/3749

In addition to all of that, I'd find a CFI/CFII that you plan to use & book some refresher time, ground school & in the air.

I've always preferred learning from a textbook than from a video. There is more information presented, and more of it sticks.

Videos do have their place, where things can be presented more real-world or real-time. I'm sure I watched pretty much every King video back in the day on VHS! IFR procedures is where video can be a help in addition to books.

The basics haven't changed at all, but some of the FARs have. Definitely seek out current sources of info regarding FARs. Airspace is more complex than before, and once you get in the aircraft you'll likely be talking to ATC more than in the past. Weather, aerodynamics, and basic systems haven't changed (though the engine may have more sophisticated electronic controls).

GPS is ubiquitous, and many training aircraft are loaded with very sophisticated integrated electronics systems, with flat screen displays, moving maps, real-time weather info overlaid on the maps via uplink, flight planning, etc. Back in the day you probably did a fair amount of terrestrial based nav such as VOR, VOR/DME, and even NDB. These days in a modern aircraft you are likely to be using GPS even if your flight plan includes VORs and associated airways. Expect more ground instruction time and self-study to learn the electronics on the aircraft you will be flying.

I think you are wise to study up as much as possible before paying for aircraft time. Back when I instructed in the early 90's, it was universal that students who flew twice or more per week progressed steadily, but those who flew less than that either stagnated or progressed very slowly. Being studied up ahead of time will allow you to get the most out of your flight time.

Definitely avoid paying any significant money down. Many students have lost many thousands of dollars when the school/FBO went bankrupt. Pay as you go.

I can't recommend any particular text books, but the test prep books would be a good addition to your library. Review and study as if you will take the written test. It will help you get back into the basics.

My uncle was a career corporate pilot, flying Gulfstreams and Airbus corporate jets all over the planet. About 25 years into his career he bought a 1948 Cessna. He took a private pilot ground school class to refresh on all the things relevant to small aircraft. A good groundschool would be worth doing, but class to just pass-the-written-test probably would be a waste of money.

If you had a valid medical on or after July 14, 2006, you can fly under Basic Med.
https://www.faa.gov/licenses_c...tification/basic_med

So the impression I get from reading this thread is that stick time is everything, class room is marginal, and Flight Simulator is worthless. Is that a fair assessment?

quote:

Originally posted by architect:
So the impression I get from reading this thread is that stick time is everything, class room is marginal, and Flight Simulator is worthless. Is that a fair assessment?

Not my opinion!

Simulators, even desktop pc fun programs, are shown to be a help with instrument procedures. Stick and rudder is a small % of the skills needed, especially when it comes to ifr. Deeply understanding what is happening by what is being displayed, and what you intend to be happening soon, is key to instrument flight. Unloading your brain from actually flying an aircraft allows you to observe and think about the instrument stuff.

Sims are great for that.

Also, being in the other seat or back seat while watching another pilot is an excellent way to learn. Many schools do this.

Ground schools should be a big help. But only if they are oriented to useful knowledge rather than passing the written test. There are lots of study guides to pass the written, which would be cheaper and more time efficient to review those items than a ground school.

Stick and rudder is akin to driving a car. It is a physical skill that takes time to learn, but ultimately it is the knowledge and judgement which are critical.

I had a long post typed out with individual responses, but I clicked quote on another post and wiped it all out. Thank you all for your helpful responses.

I did keep my medical for a while after I stopped flying, so I'll be eligible for basic med and that part will be less of a pain at least. That was a much needed change, -glad to see the FAA make that change.

I'll take a look at the Sporty's and King schools offerings. I remember one of them sent me one of their courses back when I was flying, and it was painful to watch. Still might be a good option. The AOPA seminars sound really good, that might be a first start for me. It looks like they don't have them anywhere near me though, so I'll have to do the webinars.

Luckily, I flew right at the transition to glass. I got my private in a 152 with analog gauges, and built time in Diamond DA40 with Garmin glass panels so I'm familiar with both. I don't think that will be a problem.

quote:

Originally posted by Perception:
Luckily, I flew right at the transition to glass. I got my private in a 152 with analog gauges, and built time in Diamond DA40 with Garmin glass panels so I'm familiar with both. I don't think that will be a problem.

That will be a big help!

However, having said that, my experience as an airline captain was that the new pilots were deficient in basics. If your glass went dark, could you fly the airplane IMC? If GPS gets jammed could you find your way to a runway?

Most pilots who learned in aircraft with modern flat panels and GPS do not understand how a VOR actually works, or how to navigate using an NDB. They would not survive IMC with just needle-ball-airspeed. They don't actually understand the compass, what a great circle route is or why it is. They would be in deep trouble if the FMS quit and they had to fix their position using VORs. Most would not be able to fly a DME ark using actual VOR DME information, because the FMS calculates it from GPS and gives them flight director guidance.

It is funny but sad to see how much trouble these pilots have in ground school when it comes to fuel planning in abnormal ops. e.g. put into a hold for a delay at destination. How long can you hold? How much fuel do you need to get from hold exit to either destination or alternate? 99.9% of the time these numbers are spoon fed from the computer. Ask them to calculate a bingo fuel manually and they get overloaded.

Many training programs at the private/instrument/commercial levels speed right over these basics, because playing with the cool avionics is a lot more fun.

25 years ago as RNAV was installed in new airliners, the old guys were heard saying they didn't trust white needles (RNAV derived course guidance) and preferred to stay in green needles (VOR based guidance). Now the new guys all say they don't trust green needles! I've seen younger pilots get really nervous when we had GPS jammed (military does that a lot especially out west) or when an FMS crapped out.

Never forget the you are PIC, not the avionics! Sometimes the best thing you can do is disconnect the autopilot, look out the window, and fly the damn airplane.