Ex-Military Training Question

[Lead Sled]

I friend of mine is an ex-navy carrier pilot. It's been something like 25 years since he last flew anything. When he got out, he didn't bother taking the test to get his commercial/instrument ratings - he only has the PPL that he got while he was in ROTC. It's been way too long since I've had to deal with anyone in his position and I really don't know what his options are. He now has the bug to buy a Mooney and start flying again. He asked me what he needed to do to get his commercial and instrument. I'm assuming that he's going to have to take both writtens and take whatever amount of dual that will be required to bring him up to speed to meet the PTS. Does he have any other options?

'Sled

 

[pilotyip]

He can count his flight time, but will have to meet all of the dual and testing requirements of part 61. Mil Comp ratings requires a minimum of 10 hrs PIC is the last year as a mil pilot.

 

[Lead Sled]

He can count his flight time, but will have to meet all of the dual and testing requirements of part 61. Mil Comp ratings requires a minimum of 10 hrs PIC is the last year as a mil pilot.

That's pretty much what I thought. Thanks.

'Sled

 

[JAFI]

Lead, I recommend after 25 years he may want to sit through an entire private Pilot Ground school before he starts flying or working on his instrument. Much has changed in the last 25 years.... If he is anything like I am, his memory hasn't gotten any better either...

JAFI

 

[Lead Sled]

Lead, I recommend after 25 years he may want to sit through an entire private Pilot Ground school before he starts flying or working on his instrument. Much has changed in the last 25 years.... If he is anything like I am, his memory hasn't gotten any better either...

That's what I was going to recommend, that and an instrument ground school as well. After he finishes those courses than he can get a Gleim commercial book to knock off the differences. He wants to end up with a commercial and instrument rating. He's getting ready to retire and will have plenty of time on his hands. I don't imagine that he will have much problem, except he'll have to learn how to land - he flew off of a carrier.

I once had a similar situation, a guy wanted to get checkout in his brother's Sierra. He was a B-24 pilot in WWII and hadn't flown for over 40 years. He had a commercial and instrument rating issued back in the 1940s. I had him take a pvt and instrument ground school then we went flying. It was one of the best experiences that I have had as an instructor - watching him regain and hone those skills. I think that we ended up spending 20 hours or so, but when we were finished he was sharp as a tack and could have passed an ATP checkride with flying colors. I'm going to let someone else get my ex-navy buddy current - I don't want to be responsible for having to teach an ex-carrier pilot how to flair.

'Sled

 

[pilotyip]

But just think, he will have no problems learning how to do a short field landing.

 

[Lead Sled]

But just think, he will have no problems learning how to do a short field landing.

I sure hope so... however, I'm afraid that he'll have a tendancy to want to land on crowded parking lots; apply full power just prior to touchdown, and he also mentioned something about expecting someone to layout a cable for him to snag. Nope, I'm not going to be the one to try and retrain him.

'Sled

 

[JAFI]

He may also have the desire to "go for the deck" when flying over open water. And remind him he can no longer "punch out" if something goes wrong. And the aircraft owner does not have unlimited funds to repair after a "good" landing. "Navy" language cannot be used over an open mike. "TU" is not an acceptable write up in a maintence log book. He cannot just "Join up" with other aircraft in the pattern. "Over head patterns" tend to tie up a busy civilian airport.

Some body stop me.....

JAFI