Survived my BFR Today

[Earl]

Spent 1.1 hours in the plane and 1.3 on the ground.  I will say this.  Since I almost always fly IFR (even in CAVU) I am really rusty on VFR rules, etc.  I even skimmed through the most recent AIM before to be a little more proficient.  It is amazing how our knowledge base erodes when we don't exercise it.  He gave me a tour de force on the ground and it was really good to relearn some of what I have forgotten.

 

As for the air work, it was IFR here today with a 900 foot base and 2,600 foot ceiling so we climbed up to 4,000' and requested a block altitude and airspace to do the air work.  Actually completed a steep turn in IMC which as the CFII stated as we were entering it, "this will be good practice".   Also got to shoot a couple of approaches along with emergency procedures, off field landing, stalls, etc.  All the rest of the air work was in VFR conditions.  We finished the air work right outside the IAP for the ILS so I was busy getting set up and actually shooting the approach.  Few chases of the needle but not bad hand flown.  Then flew an fully couple ILS to the miss on my return to KRYY.

 

All in all good stuff except I noticed after landing that my fuel tank drain had a slow drip.  Tried to clear it but no joy so the A&P is going to fix it today as I have a trip tomorrow.  Planes, boats, cars.........ugh on the maintenance!

[Jamie]

I've heard that before... "really rusty on VFR rules". I don't have an instrument rating yet So what's different? I mean, other than x-country altitudes and "see and avoid", isn't IFR just a superset of VFR?

[Marauder]

I've heard that before... "really rusty on VFR rules". I don't have an instrument rating yet So what's different? I mean, other than x-country altitudes and "see and avoid", isn't IFR just a superset of VFR?

When you fly IFR you are in positive control, so things like altitude limits of airspace tend to be forgotten.

[eaglebkh]

The main Visual rules I forget are the separation from cloud distances.  IFR makes cloud avoidance a mute point (except for the dark ones...).

[Jamie]

I remember them... but no one has ever shown me how to make sure I'm not violating them. I could experimentally I guess... but how do you tell if you're 2000' away horizontally?

 

I guess they needed numbers, because "clear of clouds" would have some morons right in them ("naaaa! naaa! I'm not touching it!"), but making me memorize all the distances for the various conditions and airspaces when there is NO way of determining those distances is dumb.

 

"yup... That right there is 2300 ft if it's an inch. I'm legal". wtf.

[1964-M20E]

Oh if you forget the regs or get too close the FAA has ground observers that will tell you.

 

Most of the time I'm on an IFR plan so it does not matter.

[RJBrown]

The only way I can remember the Clear of clouds BS is to look at my knee board. The numbers are there for a reason and I always try to stay legal but to judge those distances airborn is not really possible. IFR makes those judgements moot. If the weather conditions make it really important I would already be IFR.

 The above comment about steep turns in IFR conditions concerns me. I would never consent to do them. I would never do more than standard rate turns in clouds on purpose. What was he trying to do? teach you how to recover from a spiral dive? That is NOT "good practice" It sound like the type of flying that happen right after someone says "watch this" That CFI needs a refresher!

[RocketAviator]

The only way I can remember the Clear of clouds BS is to look at my knee board. The numbers are there for a reason and I always try to stay legal but to judge those distances airborn is not really possible. IFR makes those judgements moot. If the weather conditions make it really important I would already be IFR.

 The above comment about steep turns in IFR conditions concerns me. I would never consent to do them. I would never do more than standard rate turns in clouds on purpose. What was he trying to do? teach you how to recover from a spiral dive? That is NOT "good practice" It sound like the type of flying that happen right after someone says "watch this" That CFI needs a refresher!

Ditto... NOT A GOOD CHOICE for the CFII to have requested in IMC!!!  Good catch RJ!

[aviatoreb]

I remember them... but no one has ever shown me how to make sure I'm not violating them. I could experimentally I guess... but how do you tell if you're 2000' away horizontally?

 

I guess they needed numbers, because "clear of clouds" would have some morons right in them ("naaaa! naaa! I'm not touching it!"), but making me memorize all the distances for the various conditions and airspaces when there is NO way of determining those distances is dumb.

 

"yup... That right there is 2300 ft if it's an inch. I'm legal". wtf.

 

Yeah - those cloud separation rules are neither measurable for the pilot or enforcable for the FAA.   I mean how can the cloud police run you in for being 1950' away from a cloud that you are supposed to be 2000' feet from.  ANd what is the definition of the sharp boundary of a cloud?

 

That said, I appreciate and follow those FAA rules as best I can and I think that is the point of them - they make a point regarding proper behavior and they are there for a reason.

[Earl]

The only way I can remember the Clear of clouds BS is to look at my knee board. The numbers are there for a reason and I always try to stay legal but to judge those distances airborn is not really possible. IFR makes those judgements moot. If the weather conditions make it really important I would already be IFR.

 The above comment about steep turns in IFR conditions concerns me. I would never consent to do them. I would never do more than standard rate turns in clouds on purpose. What was he trying to do? teach you how to recover from a spiral dive? That is NOT "good practice" It sound like the type of flying that happen right after someone says "watch this" That CFI needs a refresher!

Clarification on the steep turn as my wording was imprecise.  As I said I "completed" the steep turn in IMC but the turn started in VFR conditions and entered clouds for a portion of it.  I made a complete left turn in VFR and then probably a third to a quarter of the right turn was in IMC.  It was not intentional and I am of the opinion that it was indeed good experience and not a reflection on the CFII.  For sure it convinced me that steep turns and other maneuvers in IMC are very challenging and obviously to be avoided.  

 

Apologize for the imprecise language....if this were the red board I would have my aviation attorney review my post.  All the remaining maneuvers were in VFR above the clouds.   

[Earl]

I've heard that before... "really rusty on VFR rules". I don't have an instrument rating yet So what's different? I mean, other than x-country altitudes and "see and avoid", isn't IFR just a superset of VFR?

Surprisingly lots to forget besides altitudes, air space, etc.  You don't need to remember all the distances from clouds in which class airspace, you don't have to worry about MOAs because ATC will direct you around them when they go hot, you don't look at VFR charts except in rare occasions, fuel requirements, etc.  I suppose even if I were VFR some of that would also be dusty after two years but when you are always in the IFR system a lot of the VFR stuff gets forgotten because it is rarely if ever used.