While remaining current as a pilot operating under visual flight rules (VFR) only requires proving that you still know how to fly once every 24 calendar months, maintaining instrument currency is a heavier lift. Flying more frequently is necessary while performing more complicated tasks, translating to a substantial investment of time, money, and effort.
As you well know, before flying under instrument flight rules (IFR), a pilot must have performed and logged at least six approaches, holds, and course intercepts and tracking within the past six months.
If an instrument-rated pilot’s currency lapses for over six months, s/he must complete an instrument proficiency check (IPC) with a Certificated Flight Instructor – Instrument (CFI/I) to regain currency. The IPC is a prescribed set of tasks requiring the pilot to perform many of the things one would expect during an initial IFR checkride.
The requirements of an IPC are good motivators for maintaining currency. However, it’s easier said than done.
The list goes on. Fortunately, the FAA made it a much less onerous task a few years ago.
Instrument-rated pilots can use an FAA-approved Basic Aviation Training Device (BATD) or Advanced Aviation Training Device (AATD) – such as a Redbird TD or FMX, respectively – to remain instrument current.
Flight schools and flying clubs often invest in such simulators to provide an inexpensive, convenient, and effective method for pilots to accomplish several critical tasks, including simulating instrument conditions to gain instrument proficiency and maintain currency. Simulators provide pilots with easy access to practice, improve, and plan. For example, flying an AATD or BATD to an unfamiliar airport before making the actual flight is a safety game-changer.
The FAA has determined that the fidelity of these simulators is so good that it trusts them to replicate the flying experience sufficiently to translate well to the real airplane. The latest ruling allowing pilots to use these simulators for IFR currency took effect in 2018. Since then, IFR accident rates have not varied year-to-year more than before 2018, even as pilots have been using approved simulators for currency instead of actual airplanes.
However, what has varied is a tremendous decline in the amount of time, money, and inconvenience for IFR pilots.
Let’s get down to brass tacks. Here’s how to remain or regain IFR currency with the help of a flight simulator.
If a pilot is instrument current, s/he can hop on a BATD or AATD (no instructor needed) and perform at least six instrument approaches, holding procedures and tasks, and intercepting and tracking courses through the use of navigational electronic systems. The pilot should be sure to log each task.
If the pilot’s currency has lapsed, s/he can book time with a CFI/I to fly an AATD. The instructor will take the pilot through most of the prescribed tasks in the IPC, per regulations. However, the pilot and instructor must go up in an airplane to perform the circling approach, a landing, and the multiengine requirements.
Here’s a breakdown of the differences between maintaining or regaining IFR currency using an AATD or BATD versus a real airplane.
Redbird TD2 BATD
Redbird FMX AATD
Cessna 172R
You get the gist. An IPC will look similar to the examples above but add $150- 200 for an instructor and at least 45-60 minutes of aircraft rental time for the tasks the FAA requires pilots to complete in an airplane (or a Full Flight Simulator [FFS]).
Often, flight schools and other organizations providing IFR currency services will come to a point when they consider adding to their fleet. As of 2024, a typical used C172 SP at or beyond TBO will set you back a quarter of a million dollars on the low end. Beyond that, operating and insurance costs are high, and maintenance downtimes create periods when you cannot generate revenue from a high-dollar asset. Not to mention, incidents and accidents in real airplanes are very expensive.
Many owners/operators add an aviation training device or two instead. For a fraction of the purchase price of a used trainer in need of an overhaul, your organization could acquire a device that is practically never inoperable, needs no fuel, flies regardless of weather or time of day, and satisfies many of the same training and currency requirements provided by an airplane.
While you may only charge around half the hourly rate for a flight simulator versus a wet rental, the convenience and availability of a sim that allows pilots to remain IFR current (and more) will attract more clients more frequently.
In every way, the value to all involved is undeniable. Pilots spend less time and money getting a high-fidelity flying experience from an approved simulator. Owners and operators spend significantly less on acquisition and maintenance while providing valuable services to pilots.
Let the word spread that you have an AATD or BATD, and enjoy watching your customer satisfaction and bottom line improve.