IFR Rated?

[flyboy0681]

I'm into my 50th hour of instrument training. To me it was a no brainer because I realized early on that I couldn't utilize the plane as much as I wanted if I had to rely on VFR for each trip.

I would say that in the year and a half that I've had the plane, I had to scrub at least 75% of the major trips that I had scheduled due to weather somewhere along the route, the latest being just yesterday where my destination airport was reporting a 1,400 ceiling all day long. I'm sure there are some out there that would question why I would cancel a trip when the airport was VFR but for me it was just below my comfort level. If I had my rating the trip would have been a non-event.

Once I have the rating I can't see myself making approaches down to 250 feet unless things have deteriorated beyond the forecast. My primary goal is to use it to get out of low level clouds that line the Florida coast in the morning that would normally keep me on the ground, and that happens more often than not.

 

 

[Mooneymite]

Both VFR and IFR operations can be flown safely...as long as one is proficient and follows the rules.

Having an IR is not a magic pill to immediate excellence.  I am appalled at the number of pilots who attained IR's without ANY actual instrument time.  The hood, or foggles are a poor substitute for actual IMC; a flight simulator does a better job than those devices.  Instrument proficiency requires frequent practice and periodic training...otherwise you're better off staying VFR.

 

[flyboy0681]

Quote: Mooneymite

 The hood, or foggles are a poor substitute for actual IMC

[sapientia]

Quote: flyboy0681

Boy what an understatement. When my instructor took me into actual conditions for the first time I was amazed at how much easier it was to fly the plane. Being able to look all around without blinders on changed things a lot.

[flyboy0681]

Quote: sapientia

 It was an overwhelming experience controlling the plane, trying to communicate with ATC, pulling out approach plates, etc.  The whole experience gave me another level of respect for instrument flight that I didn't have going into my training.

[AndyFromCB]

I went up yesterday to shoot some approaches and "wash" the airplane. My autopilot is still shot so I remembered one rule. Trim the airplane and take your hands of the yoke when doing anything not flying related like pulling up plates or adjusting power. Worked like a charm. Shot 3 approaches, stayed current for another 5 months, washed the airplane. The temps at 3000 were pretty warm so no need for TKS yesterday. 

I seriously suspect one could teach a rat how to fly a LPV with right combination of needles and kibbles. 

[201er]

Quote: flyboy0681

This has been my problem. I've become very comfortable with flying the plane (in actual and under the hood) but when it comes to preparation, I too find myself being overwhelmed. Flying a Mooney, where everything comes at you at a faster pace than, say a 172, doesn't make it any easier. Organization is the one area that I need to work on the most. Once I get that out of the way I'll feel a whole lot better about my accomplishments.

[flyboy0681]

Quote: 201er

On the other hand, if setting engine, working the gear, cowl flaps, etc are part of your overwhelment in IFR, then you should really stop flying IFR and really work on getting the hang of the plane in VMC until controlling the plane is second nature.

[201er]

Quote: flyboy0681

The overwhelming part is not preparing the aircraft itself, that I have down. The tough part is keeping the scan going while fumbling through the Jepp book looking for the correct plate, listening to ATC, studying the plate and doing all the other things that are required.

I'll get it, it's just that this over 50 guy is not 23 anymore.

[Hank]

Before I take off, I put post-its in the book for the destination(s). If I think I know which approach I will use, I'll attach the sticky to the facing page, making it open to the right one. I keep binder clips in two sizes [med & large] on the old microphone clip on the window post to hold the durn book open. They are especially handy when the approach I need is on the skinny part and the book wants to open to the fat part. Just in case, I have a couple of extras in my flight bag. They're cheap.

For practice, I sometimes remember to download the approach plates and print them two per page, fold it between them and put it on my kneeboard.

Then it's just a matter of setting the power where I want, and configuring the radios to match the plate. Don't forget to identify! And watch the altimeter. I find the timer in my G327 transponder convenient to time approaches, more so than watching the second hand go around and trying to remember the minute/second that I started inbound. Inbound at 5:20 [rounded to the nearest 5 seconds], and 3:20 becomes 8:40--I'd rather watch the digital timer count up to 3:20, especially when I'm also trying to remember the min altitude and initial missed instructions.

Isn't the aging process wonderful? At least I learned in my late 40's, so the adjustments aren't too harsh, I used most of them while earning the rating in the first place. Now, I just have to remember what they are, and to use them.

If you get behind, the plane flies very well at 90 knots [approach flaps, gear up, ~18"/2300 works for me], she's a little squirrel-ly [no offense, Squirrel!] clean at 16"/2300 for my taste.

[flyboy0681]

Quote: 201er

This is one place where preparing and arranging things before the flight pays off a lot in flight.

[201er]

Quote: flyboy0681

I probably should have mentioned that I do have the plates already prepared for the destination airport, but my instructor tries to keep me on my toes by throwing a wrench into the works. On a moments notice he'll tell me to enter a hold at a waypoint or fix and then I have to find it, figure out the entry and prepare. Other times he informs me that the destination airport is closed and we have to divert, at which time I have to get the book out.

The few times I've used the autopilot I've done much better, but his mantra is that I can't rely on the autopilot always being available so I have to develop my flying skills for such occasions. I can't disagree with him there, especially since reading the recent postings here on the failure rate of servos and the cost of repairing them.

[Hank]

All you can do for "instructoritis" is put post-its in for all planned airports, including alternates. Mine made me hand-fly everything. I made the mistake of asking if I could use the heading bug, and she was fine with that until she realized that moving the bug also moved the nose of the airplane . . . then no more!

The biggest problem I have now is programming clearances and deviations on the fly. The 430 does NOT have user-friendly interface, but it was apparently designed before the ramped-up interest in Human-Machine Interface design. [OK, maybe it caused the interest.] Switchology is an arcane science, and I always seem to need the part I am least proficient with, and then there are those durn south Florida Victor airways that ATC likes so much--good luck with those. I just follow along until the next VOR, cause they never seem to be perfectly straight, like V3 from Melbourne to Ormond Beach.

The moral of the story is practice hard and get proficient at managing everything, flying correctly, switchology and interacting with ATC, and then the checkride will seem easy. It will also beat the procedures into your brain, so that later when you haven't done something in a while, you won't be learning it completely from scratch but dredging it out of your memory.

Something to practice with your II/safety pilot--fly along on an initial clearance situation [cleared to 3000, expect higher in ten minutes], powered back and leaned, then get cleared to 8000 and push everything in. The sensation when in IMC is quite surprising when it hits you for the first time, like it did me between FXE and Palm Beach in the clouds with light rain. That was my second spatial disorientation, 1½ years after my checkride [the first was with my CFII]. That's why so much flight time is required, the dependence and trust in your instruments has to override your physical sensations; that overwhelming feeling that you are turning hard left is really hard to ignore, but the DG isn't moving and the AI & TC both show no bank and no turn rate, so don't do anything.

[flyboy0681]

Quote: Hank

All you can do for "instructoritis" is put post-its in for all planned airports...

[Hank]

Quote: flyboy0681

I haven't had any spacial disorientation issues at all, especially after recent unusual attitude drills, but I know it can come at anytime, anywhere and for any reason.

Try to get at least one. The way I described did it for me, in actual, by myself. The first time I simply rolled into a procedure turn without slowing down first, early in my training. Fell right out the bottom of the clouds in the turn, recovered, climbed back up and slowed down. You don't want your first-ever episode to be alone. If nothing else, try the classic dropped pen move with your instructor.

Regarding your "use" of your heading bug, I find it difficult to put anything past most instructors.

Yep. Also found out that the heading bug banks much higher than standard rate if you are making a significant turn [note to self:  remember this when flying in actual]. Now I hand-fly all of my practice approaches, and decide based on conditions for the few I've made in actual. If it's just penetrating a layer, I don't sweat it; prolonged flight, sure, that's what AP's and heading bugs are for, especially if it's not smooth.

[WardHolbrook]

Quote: Mooneymite

Both VFR and IFR operations can be flown safely...as long as one is proficient and follows the rules...

[201er]

Quote: Hank