IMC rating diary
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Apologies for all (the few? ) who are following my intrepid progress
No excuses! Keep the write-ups coming
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Indeed. That's kind of how the conversation went between my instructor, myself and the school owner. That's when we decided to spend the next lesson doing holding - like I said, I'm glad I did as it was the best IMC lessons I've ever had.
I guess there are two ways of looking at it - I should already know how to do a hold since it is part of the theory. When it actually came to doing the hold in real life, it was no problem. The level of instruction I had recieved from my instructor is fantastic and without his help on the first attempt I succesfully joined the hold and also got the RT right first time.
On the otherhand, I'm very glad I did it with him besides me. If I do come in one day in the future to be told 'take up the XYZ hold at 3000' then I'll be happy that I have done it before and know what I'm doing (well at least have a good idea!).
On the subject of approaches:
ILS/DME, NDB/DME, LLZ/DME I've done lots.
SRA and (an unpublished) VOR I've done once only.
NDB, VDF and PAR - never attempted.
I've never 'circled to land'.
Comments? / What did everyone else do?
I guess there are two ways of looking at it - I should already know how to do a hold since it is part of the theory. When it actually came to doing the hold in real life, it was no problem. The level of instruction I had recieved from my instructor is fantastic and without his help on the first attempt I succesfully joined the hold and also got the RT right first time.
On the otherhand, I'm very glad I did it with him besides me. If I do come in one day in the future to be told 'take up the XYZ hold at 3000' then I'll be happy that I have done it before and know what I'm doing (well at least have a good idea!).
On the subject of approaches:
ILS/DME, NDB/DME, LLZ/DME I've done lots.
SRA and (an unpublished) VOR I've done once only.
NDB, VDF and PAR - never attempted.
I've never 'circled to land'.
Comments? / What did everyone else do?
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Jezbowman,
Thanks for the input, It's great to hear that others are ploughing through the same training. It's even more interesting that you are training out of a class D CTR.
What differences have you found?
Coventry has considerable controlled airspace overhead but I feel it has distinct similarities to East Mids. Whilst both now have heavy jet traffic, invariably they prefer less expensive approaches than holding so the slower PPL/training aircraft will often be those who benefit from this practice.
The training schools at Cov do use the CT for practising holds and then the various approach procedures, so during the week it can be quite busy as it also gets visits from other Instrument Training flights. Coventry does not charge extra for instrument services if you are landing from the approach, but will charge if you go around from the approach.
My understanding was that whilst holds were not required as part of the test, there was a requirement that they had been taught during the 15 hours training. Either way, I don't see how you could consider yourself a competant instrument pilot without being able to fly them. After all it is the most basic form of aircraft separation in the terminal area.
APPROACHES:
Plenty of:
ILS, NDB, SRA, ILS/DME, NDB/DME and LLZ/DME (due to new mount having DME!)
Some:
NDB to circle to land, PAR(But years ago when in military)
Never tried:
VDF, VOR
Many thanks all
Obs cop
Thanks for the input, It's great to hear that others are ploughing through the same training. It's even more interesting that you are training out of a class D CTR.
What differences have you found?
Coventry has considerable controlled airspace overhead but I feel it has distinct similarities to East Mids. Whilst both now have heavy jet traffic, invariably they prefer less expensive approaches than holding so the slower PPL/training aircraft will often be those who benefit from this practice.
The training schools at Cov do use the CT for practising holds and then the various approach procedures, so during the week it can be quite busy as it also gets visits from other Instrument Training flights. Coventry does not charge extra for instrument services if you are landing from the approach, but will charge if you go around from the approach.
My understanding was that whilst holds were not required as part of the test, there was a requirement that they had been taught during the 15 hours training. Either way, I don't see how you could consider yourself a competant instrument pilot without being able to fly them. After all it is the most basic form of aircraft separation in the terminal area.
APPROACHES:
Plenty of:
ILS, NDB, SRA, ILS/DME, NDB/DME and LLZ/DME (due to new mount having DME!)
Some:
NDB to circle to land, PAR(But years ago when in military)
Never tried:
VDF, VOR
Many thanks all
Obs cop
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Is it me or are holds considerably loss demanding than an adf approach using a localiser beacon?
Just a rambling thought of someone who is itching to finish the IMCR
Obs cop
Just a rambling thought of someone who is itching to finish the IMCR
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Obs cop, Firstly I am new to pprune so forgive me if I make any daft mistakes with using the site!
I have just read your diary and wanted to say thanks for taking the trouble to write it, It has made fascinating reading.
I have a mere 105 hours under my belt and was wondering about taking the next step and going for the IMC. Reading your diary has certainly given an insight into whats involved.
In a couple of your reports I picked up that you have had some problems with motion sickness and I wondered how much of a hinderance this had been to you. I have occasionally suffered from a degree of motion sickness, more so when I first started flying than recently and never beyond feeling queesy but I had wondered how it would feel to fly without external visual reference in bumpy conditions.
Any comments on this would be much appreciated.
Also I wonder if anybody has any thoughts as to where is better to carry out IMC training. I did my PPL at leeds bradford on the basis that flying in controlled airspace from day 1 would give me the confidance to fly into any aerodrome. The theory being that flying in controlled airspace with proffesional ATC and other comercial trafic would be the most demanding enviroment I would be likely to encounter. In reality I have since flown from a couple of more normal aerodromes (sherburn for instance) and have found the lack of ATC quite daunting at first.
Does anybody have any views either way, learning at a class D airport versus somewhere without class D
finally, thanks again Obs cop, your efforts are definately appreciated.
I have just read your diary and wanted to say thanks for taking the trouble to write it, It has made fascinating reading.
I have a mere 105 hours under my belt and was wondering about taking the next step and going for the IMC. Reading your diary has certainly given an insight into whats involved.
In a couple of your reports I picked up that you have had some problems with motion sickness and I wondered how much of a hinderance this had been to you. I have occasionally suffered from a degree of motion sickness, more so when I first started flying than recently and never beyond feeling queesy but I had wondered how it would feel to fly without external visual reference in bumpy conditions.
Any comments on this would be much appreciated.
Also I wonder if anybody has any thoughts as to where is better to carry out IMC training. I did my PPL at leeds bradford on the basis that flying in controlled airspace from day 1 would give me the confidance to fly into any aerodrome. The theory being that flying in controlled airspace with proffesional ATC and other comercial trafic would be the most demanding enviroment I would be likely to encounter. In reality I have since flown from a couple of more normal aerodromes (sherburn for instance) and have found the lack of ATC quite daunting at first.
Does anybody have any views either way, learning at a class D airport versus somewhere without class D
finally, thanks again Obs cop, your efforts are definately appreciated.
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Nothing difficult about holds; it's hold entry that flummoxes me.
My instructor taught me a trick using the DI and 'sectors' drawn (mentally) on it, but I can't remember it and he's moved to a better job now...
Anyone know the one? Something to do with drawing a line diagonally across the DI and working out which sector the inbound heading is in.
Tim
My instructor taught me a trick using the DI and 'sectors' drawn (mentally) on it, but I can't remember it and he's moved to a better job now...
Anyone know the one? Something to do with drawing a line diagonally across the DI and working out which sector the inbound heading is in.
Tim
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I don't want anyone to think I'm hijacking the thread, but wanted to share yesterdays flight with you all...
I think I had the most challenging IMCR lesson I have ever had! Clouds at 2000' upwards. Route - East Mids, IFR Departure DCT GAM12d @ 3000 ' then upto 4000' DCT TNT DCT LIC DCT LE then radar vectors for the ILS27 for a LA and GA for another ILS27 to land. 1:45 of which 1:30 was instrument time - continually. All the route tracking was easy enough and we had a RIS from East Mids Appr, which is good since we were in IMC most of the time. The enroute stuff was fun, and interesting. It suprised me at one point that I was happily chatting away with my instructor about Mode S transponders / Gliding / Engine Failures / etc and we were in 100% best british clag. Flying in IMC has become as easy as VFR flying! I NEVER thought that would happen!
We picked up actual ice as the freezing layer was around 4000'. Only a real small amount, but enough to see the effects. In fact, spotting the ice was a lesson on its own, since it just looks like water. The clue is that it isn't moving across the surface, which although obvious, on a quick glace at the strut it may not register.
The tough bits were the ILS approaches. With the wind at 360@35kts and me on RWY27, the drift angle was 25-30degrees. VFR that would be fine, but the turbulence below 2000' and the stupid x-wind made for two of the worse ILS approaches ever. The first one (the go around) my instrutor had me fly down to IR minima, which I just managed okay. But the second approach, after 1hr 25m of solid IMC (for me) was a complete balls up. Having said that, I looked up at IMCR minima and we landed from it, so probably not so bad, but bad for my personal standards. I never want to fly an ILS with a 35kt x-wind ever again. Oh, and I didn't mention it was dark did I? IMC+NIGHT+TURBULENCE+X-WIND = CHALLENGING (but very rewarding all the same!!!).
Since I'm not night rated, my instructor handled the landing. With a 27kt crosswind it was quite an event in its own right!
Excellent fun!
I think I had the most challenging IMCR lesson I have ever had! Clouds at 2000' upwards. Route - East Mids, IFR Departure DCT GAM12d @ 3000 ' then upto 4000' DCT TNT DCT LIC DCT LE then radar vectors for the ILS27 for a LA and GA for another ILS27 to land. 1:45 of which 1:30 was instrument time - continually. All the route tracking was easy enough and we had a RIS from East Mids Appr, which is good since we were in IMC most of the time. The enroute stuff was fun, and interesting. It suprised me at one point that I was happily chatting away with my instructor about Mode S transponders / Gliding / Engine Failures / etc and we were in 100% best british clag. Flying in IMC has become as easy as VFR flying! I NEVER thought that would happen!
We picked up actual ice as the freezing layer was around 4000'. Only a real small amount, but enough to see the effects. In fact, spotting the ice was a lesson on its own, since it just looks like water. The clue is that it isn't moving across the surface, which although obvious, on a quick glace at the strut it may not register.
The tough bits were the ILS approaches. With the wind at 360@35kts and me on RWY27, the drift angle was 25-30degrees. VFR that would be fine, but the turbulence below 2000' and the stupid x-wind made for two of the worse ILS approaches ever. The first one (the go around) my instrutor had me fly down to IR minima, which I just managed okay. But the second approach, after 1hr 25m of solid IMC (for me) was a complete balls up. Having said that, I looked up at IMCR minima and we landed from it, so probably not so bad, but bad for my personal standards. I never want to fly an ILS with a 35kt x-wind ever again. Oh, and I didn't mention it was dark did I? IMC+NIGHT+TURBULENCE+X-WIND = CHALLENGING (but very rewarding all the same!!!).
Since I'm not night rated, my instructor handled the landing. With a 27kt crosswind it was quite an event in its own right!
Excellent fun!
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Top post Jezbowman,
Don't worry about hijacking the thread as my hope is that it will become a useful resource for those considering or undertaking the iMCR. Hence any post that relates to the IMCR, instrument flying in general or which can benefit the thread is most welcome. Being just such a post, thanks for the input. Sounds like quite a challenging lesson you had there,
How far through the training are you? From what you describe you must have most ticks in most boxes. You are at the same stage as I am in that IFR flying is as comfrotable as VFR and don't it feel nice.
Tmmorris you have brough up an excellent point, my hold entries are none too simple and usually end up with me getting it wrong. Does anyone have any tips on how to make this easier?
Lastly,
Yorks.ppl your useage of PPRUNE seems much akin to mine ie. fine.
Don't worry about motion sickness if it does not affect you in your normal flying, the chances are it won't affect your instrument flying. The AI combined with the concentration level required means that most of the time you will find it just like having your full horizon. I am at the "less tolerant to motion" end of the sickness scale and found that it doesn't really cause to many problems. After all, how often are you deliberately going to do unusual attitudes for an hour on limited panel while flying single pilot IMC? Most of the training revolves around being smooth, deliberate, controlled and avoiding harsh excessive movement. The best way of tracking beacons and completeing approaches is to use small changes to heading and attitude early, some of which would be barely noticeable to the untrained eye.
The hours when you start are not the issue (I had 75 when I started), what you do need is currency, the right attitudeand your learning brain plugged in. It helps to have a good basis of experience, but that does not necessarily mean you would make better progress or be better equiped for the course. The issue is that the experience is not always relevant and following the issue of a licence people tend to go off and learn bad habits doing their own thing some of which may need to be unlearnt.
Likewise,
Having trained at Plymouth and Coventry, both having full ATC I would agree that the first few visits to an uncontrolled airfield can be daunting.
Work commitments have stalled the IMCR temporarily, but I expect to be back on track soon.
Regards
Obs cop
Don't worry about hijacking the thread as my hope is that it will become a useful resource for those considering or undertaking the iMCR. Hence any post that relates to the IMCR, instrument flying in general or which can benefit the thread is most welcome. Being just such a post, thanks for the input. Sounds like quite a challenging lesson you had there,
How far through the training are you? From what you describe you must have most ticks in most boxes. You are at the same stage as I am in that IFR flying is as comfrotable as VFR and don't it feel nice.
Tmmorris you have brough up an excellent point, my hold entries are none too simple and usually end up with me getting it wrong. Does anyone have any tips on how to make this easier?
Lastly,
Yorks.ppl your useage of PPRUNE seems much akin to mine ie. fine.
Don't worry about motion sickness if it does not affect you in your normal flying, the chances are it won't affect your instrument flying. The AI combined with the concentration level required means that most of the time you will find it just like having your full horizon. I am at the "less tolerant to motion" end of the sickness scale and found that it doesn't really cause to many problems. After all, how often are you deliberately going to do unusual attitudes for an hour on limited panel while flying single pilot IMC? Most of the training revolves around being smooth, deliberate, controlled and avoiding harsh excessive movement. The best way of tracking beacons and completeing approaches is to use small changes to heading and attitude early, some of which would be barely noticeable to the untrained eye.
The hours when you start are not the issue (I had 75 when I started), what you do need is currency, the right attitudeand your learning brain plugged in. It helps to have a good basis of experience, but that does not necessarily mean you would make better progress or be better equiped for the course. The issue is that the experience is not always relevant and following the issue of a licence people tend to go off and learn bad habits doing their own thing some of which may need to be unlearnt.
Likewise,
Having trained at Plymouth and Coventry, both having full ATC I would agree that the first few visits to an uncontrolled airfield can be daunting.
Work commitments have stalled the IMCR temporarily, but I expect to be back on track soon.
Regards
Obs cop
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Thanks Obs! I'm currently at 14:20 total and 11:15 instrument. I've got one more flight with my instructor tomorrow to log 40mins then my flight test is booked for midday on Tuesday!
Then the CAA get to fleece me for £70
Then the CAA get to fleece me for £70
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A day of approaches and my first night landing!
Hi guys,
I have been mostly lurking on this thread for a while - following everyone's progress. I am doing the IMC with the well known John Harthill at BAFC, Wycombe. He's a tough task-master - but very good at his job! I feel I am starting to make some headway myself now, having done 11:30hrs of IMC training (7:30 of instrument time from these lessons). Today was an excellent day - I managed to get in 5 approaches altogether - 2 SRAs, one radar vectored ILS and two procedural, so I thought it was about time I shared my experiences with the rest of you:
The first sortie around noon was to head over to Southend for a couple of SRA's (we have to go that far to get an SRA on the weekend as I can't fly during the week when airfields offering SRA or PAR are available nearby). But it was good fun and good practice just getting there anyway, so I really don't mind. Getting there took about 35 minutes, tracking via CHT and LAM, with an RIS service from Northolt on the way. After LAM, I called Southend APP for SRA. They apparently don't have SSR and got me to turn left 45 degrees for identification, then it was so easy just flying whatever heading I was told to be positioned downwind, descended, then vectored around onto final approach track and told when I could start my descent. The rest was easy.
After the missed approach, went around for another SRA and then after that got vectors for my first ILS approach... I was surprised that it seemed easier than I had been expecting - the needles were not as overly-sensitive as I had feared they would be. After this missed approach, we tracked back to Wycombe via LAM and CHT and joined straight in. I then had half an hour off for a coffee and bag of crisps before briefing for the Cranfield trip...
The visibility was starting to deteriorate and it was already starting to get a bit dark as we left on the second flight, this time to Cranfield which is much closer to Wycombe. Flew the bosses' pseudo-SID to WCO, and then tracked from there direct to CIT to start the procedure. Cranfield approach instructed me to climb to 3500' to join the the hold, and this took me into cloud - "this is for real" I thought! I'll admit that I felt momentarily anxious when I first realised I had been climbed into actual IMC... no radar coverage at Cranfield, so it is all procedural, and I was aware of traffic above us in the hold and below us in the procedure. But I realised that the aeroplane flies just the same in cloud as otherwise, and I soon settled down :-) I called beacon outbound and then followed the procedure as described on the plate, interecepted the ILS and all seemed to be going well. Wind seemed to vary as I descended (as expected), and then wasn't it lovely to see the beautiful lit runway ahead at my DA 860' (500' agl) first time! Then around again and next time took it down to 300' and again saw the runway dead ahead (just about anyway - certainly landable)... Fabulous!
Then we headed back to Wycombe @ 2000' VFR. The boss (John H) pulled the screens down to reveal that not only was it now quite dark outside, but we could not see the ground at all (just an orange glow as towns like Aylesbury slipped by) because what had earlier been low hazy mist had congealed into a solid layer of low cloud below us as the temperature dropped. We were sandwiched between the lower layer, with tops around 1500~2000', and the layer above us with ~3000' base... it made for an eerie, but lovely sight!
There are no instrument procedures at Wycombe, so I was thinking we'd have to divert back to Cranfield and get a taxi back: but Wycombe reported that the vis and cloud base were still OK there so although it was hard to believe this from where we were sitting, we pressed on and eventually found that there was a hole in the lower layer of gloom just before the town and we were able to find the field from there, and so I made my first official night landing too :-)
We had a passenger for the Cranfield trip: Sam is the son of friends of ours - he is nearly 15 but since 13 he has been flying around with me and gliding, and has now started PPL (aims to go solo on 16th birthday) and he enjoys coming along on my IMC lessons occasionally. Anyway, he thought it was awesome too!
I have to say at this stage I am very much enjoying the IMC training and would strongly recommend it to anyone considering it!
Best to all,
Andy
I have been mostly lurking on this thread for a while - following everyone's progress. I am doing the IMC with the well known John Harthill at BAFC, Wycombe. He's a tough task-master - but very good at his job! I feel I am starting to make some headway myself now, having done 11:30hrs of IMC training (7:30 of instrument time from these lessons). Today was an excellent day - I managed to get in 5 approaches altogether - 2 SRAs, one radar vectored ILS and two procedural, so I thought it was about time I shared my experiences with the rest of you:
The first sortie around noon was to head over to Southend for a couple of SRA's (we have to go that far to get an SRA on the weekend as I can't fly during the week when airfields offering SRA or PAR are available nearby). But it was good fun and good practice just getting there anyway, so I really don't mind. Getting there took about 35 minutes, tracking via CHT and LAM, with an RIS service from Northolt on the way. After LAM, I called Southend APP for SRA. They apparently don't have SSR and got me to turn left 45 degrees for identification, then it was so easy just flying whatever heading I was told to be positioned downwind, descended, then vectored around onto final approach track and told when I could start my descent. The rest was easy.
After the missed approach, went around for another SRA and then after that got vectors for my first ILS approach... I was surprised that it seemed easier than I had been expecting - the needles were not as overly-sensitive as I had feared they would be. After this missed approach, we tracked back to Wycombe via LAM and CHT and joined straight in. I then had half an hour off for a coffee and bag of crisps before briefing for the Cranfield trip...
The visibility was starting to deteriorate and it was already starting to get a bit dark as we left on the second flight, this time to Cranfield which is much closer to Wycombe. Flew the bosses' pseudo-SID to WCO, and then tracked from there direct to CIT to start the procedure. Cranfield approach instructed me to climb to 3500' to join the the hold, and this took me into cloud - "this is for real" I thought! I'll admit that I felt momentarily anxious when I first realised I had been climbed into actual IMC... no radar coverage at Cranfield, so it is all procedural, and I was aware of traffic above us in the hold and below us in the procedure. But I realised that the aeroplane flies just the same in cloud as otherwise, and I soon settled down :-) I called beacon outbound and then followed the procedure as described on the plate, interecepted the ILS and all seemed to be going well. Wind seemed to vary as I descended (as expected), and then wasn't it lovely to see the beautiful lit runway ahead at my DA 860' (500' agl) first time! Then around again and next time took it down to 300' and again saw the runway dead ahead (just about anyway - certainly landable)... Fabulous!
Then we headed back to Wycombe @ 2000' VFR. The boss (John H) pulled the screens down to reveal that not only was it now quite dark outside, but we could not see the ground at all (just an orange glow as towns like Aylesbury slipped by) because what had earlier been low hazy mist had congealed into a solid layer of low cloud below us as the temperature dropped. We were sandwiched between the lower layer, with tops around 1500~2000', and the layer above us with ~3000' base... it made for an eerie, but lovely sight!
There are no instrument procedures at Wycombe, so I was thinking we'd have to divert back to Cranfield and get a taxi back: but Wycombe reported that the vis and cloud base were still OK there so although it was hard to believe this from where we were sitting, we pressed on and eventually found that there was a hole in the lower layer of gloom just before the town and we were able to find the field from there, and so I made my first official night landing too :-)
We had a passenger for the Cranfield trip: Sam is the son of friends of ours - he is nearly 15 but since 13 he has been flying around with me and gliding, and has now started PPL (aims to go solo on 16th birthday) and he enjoys coming along on my IMC lessons occasionally. Anyway, he thought it was awesome too!
I have to say at this stage I am very much enjoying the IMC training and would strongly recommend it to anyone considering it!
Best to all,
Andy
Last edited by Aussie Andy; 6th Dec 2004 at 09:18.
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QNH or QFE on final?
Curious if any regular IMC rated pilots care to comment on their preference: my understanding is that its best to stick to QNH all the way so it's not necessary to fiddle with the altimiter pressure setting during the go around on missed approach.... but reading Trevor Thom Vol 5 on the train to work this morning (as you do!) I notice he says to set QFE.
What do most people do in practice?
Andy
What do most people do in practice?
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Hi Andy,
Excellent write up the other day - I enjoyed the read. With regards QFE/QNH, my instructor showed a preference towards me using QFE since it's easier to have an awareness of your height above the aerodrome. This is beneficial if you're flying an DME/NDB approach where you're making your own step-down glidepath based on the DME and published heights. The heights will be the same everywhere (for a 3deg GS), the altitudes won't (obviously). Personally I don't find it hard to read the step down altisudes from the approach chart and probably wouldn't remember the exact step down heights anyway. Since I'll always have to use an approach chart for that type of approach I may as well use the bold numbers instead of the (other) ones!
Hence, after disscussion with my instructor, I decided to become a QNH man. It's one less thing to think about and if you do go-around, one less thing to forget. Makes you think though since DA is 806ft at East Mids for an IMC pilot on the ILS27. If you do an SRA they ask you if you want the altitudes or heights, so the option is always open.
Anyway - 1hr to my IMC skills test and I'm bricking it...
Excellent write up the other day - I enjoyed the read. With regards QFE/QNH, my instructor showed a preference towards me using QFE since it's easier to have an awareness of your height above the aerodrome. This is beneficial if you're flying an DME/NDB approach where you're making your own step-down glidepath based on the DME and published heights. The heights will be the same everywhere (for a 3deg GS), the altitudes won't (obviously). Personally I don't find it hard to read the step down altisudes from the approach chart and probably wouldn't remember the exact step down heights anyway. Since I'll always have to use an approach chart for that type of approach I may as well use the bold numbers instead of the (other) ones!
Hence, after disscussion with my instructor, I decided to become a QNH man. It's one less thing to think about and if you do go-around, one less thing to forget. Makes you think though since DA is 806ft at East Mids for an IMC pilot on the ILS27. If you do an SRA they ask you if you want the altitudes or heights, so the option is always open.
Anyway - 1hr to my IMC skills test and I'm bricking it...
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Cheers Jez, that's interesting. I was also offered the choice of QNH and QFE on the SRA at Southend (must be a standard thing, porobably in CAP413 if I bothered to look!).
I had already deccided to do QNH but the boss said to take QFE, which surprised me... but when I asked him about it on the climb out from the last approach as we headed home, he said that we would usually use QNH (to make go around etc. easier) but he thought it would be good for me to see it can be done either way... hey ho!
BTW, these were the first approaches I had to pay for: was slightly surprised at the cost which at Southend is £12.50 + VAT = £14.70-ish each, so three cost me around £44. When paying over the phone by credit card, the nice young lady told me that they have a "December special" on weekdays when it would only be £6 per approach... but I can't fly mid-week (so I get my "dose" by PPruNing instead!)
I am told that the approaches at Cranfield later in the afternoon will be even more expensive - but these charges come through via the club acount, so I am not sure what to expect ..!
But I guess nobody ever said this was going to be a cheap hobby!
Andy :-)
I had already deccided to do QNH but the boss said to take QFE, which surprised me... but when I asked him about it on the climb out from the last approach as we headed home, he said that we would usually use QNH (to make go around etc. easier) but he thought it would be good for me to see it can be done either way... hey ho!
BTW, these were the first approaches I had to pay for: was slightly surprised at the cost which at Southend is £12.50 + VAT = £14.70-ish each, so three cost me around £44. When paying over the phone by credit card, the nice young lady told me that they have a "December special" on weekdays when it would only be £6 per approach... but I can't fly mid-week (so I get my "dose" by PPruNing instead!)
I am told that the approaches at Cranfield later in the afternoon will be even more expensive - but these charges come through via the club acount, so I am not sure what to expect ..!
But I guess nobody ever said this was going to be a cheap hobby!
Andy :-)
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PASSED!
Just took my IMC Skills Test and...
... Passed!
I was suprised how simple the flight was but it did cover all the areas in the course. The wind at 3000ft was calm, so not particularly challenging. There was a nice layer of cloud at 2000ft so it was nice to climb up above that for the test. And we actually burst a few clouds on the approach back into East Midlands!
All very non-eventful and far less stressful than the last few lessons have been! Wasn't the best approach I've ever flow, but pressure of the situation and all that. Still managed to grease it onto the runway!
So the £70 and logbook are in the post, along with several thousand christmas cards...
Good luck to the rest of you coming up to the test!
Jez
... Passed!
I was suprised how simple the flight was but it did cover all the areas in the course. The wind at 3000ft was calm, so not particularly challenging. There was a nice layer of cloud at 2000ft so it was nice to climb up above that for the test. And we actually burst a few clouds on the approach back into East Midlands!
All very non-eventful and far less stressful than the last few lessons have been! Wasn't the best approach I've ever flow, but pressure of the situation and all that. Still managed to grease it onto the runway!
So the £70 and logbook are in the post, along with several thousand christmas cards...
Good luck to the rest of you coming up to the test!
Jez
PPruNaholic!
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Jez: Well done mate! Congratulations
So, now what's the plan to stay current???
My instructor is very fond of saying "unless you fly IMC about once a week you won't be current"... I'm lucky to fly VFR once every two weeks, given work and travel and family life etc!
My plan is to try and fly every couple of weeks or so with my long-time flying buddy who has an IMCR and we will don foggles and take turns as safety pilot...
Andy
So, now what's the plan to stay current???
My instructor is very fond of saying "unless you fly IMC about once a week you won't be current"... I'm lucky to fly VFR once every two weeks, given work and travel and family life etc!
My plan is to try and fly every couple of weeks or so with my long-time flying buddy who has an IMCR and we will don foggles and take turns as safety pilot...
Andy
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Thanks Andy!
Perhaps finding a flying buddy to play safety pilot while I'm under the hood wouldn't be such a bad idea. It beats paying instructor rates anyhow!
Other than that I plan to use MS Flight Simulator to keep current. I took a big break during the training (about 5mths) where my only IMC flying was on the simulator. In the first lesson back my standard didn't seem to have dropped much at all; I was quite happy to fly the clocks and shoot an ILS to IR minima. This was much to the suprise of both myself and my instructor!
Finally, in terms of currency, I think there's a lot to gain from flying approaches in VMC. If ATC isn't too busy then an approach without the hood keeps the procedure and RT upto scratch. I might even have a jolly up to Doncaster Sheffield International while they are offering their free 'staff training' approaches in the new year.
Ditto. 
But it's worth waiting for.....!
Perhaps finding a flying buddy to play safety pilot while I'm under the hood wouldn't be such a bad idea. It beats paying instructor rates anyhow!
Other than that I plan to use MS Flight Simulator to keep current. I took a big break during the training (about 5mths) where my only IMC flying was on the simulator. In the first lesson back my standard didn't seem to have dropped much at all; I was quite happy to fly the clocks and shoot an ILS to IR minima. This was much to the suprise of both myself and my instructor!
Finally, in terms of currency, I think there's a lot to gain from flying approaches in VMC. If ATC isn't too busy then an approach without the hood keeps the procedure and RT upto scratch. I might even have a jolly up to Doncaster Sheffield International while they are offering their free 'staff training' approaches in the new year.
I'm lucky to fly VFR once every two weeks, given work and travel and family life etc!
But it's worth waiting for.....!
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Andy,
Yes, I did my IMC the QNH way and would fly an approach like that...even though I havn't had the chance to do an approach yet as pure P1! It seems that some approaches are optimised for QFE and some for QNH with nice round numbers for either one or the other.
Jez,
Congratulations!
Curious if any regular IMC rated pilots care to comment on their preference: my understanding is that its best to stick to QNH all the way so it's not necessary to fiddle with the altimiter pressure setting during the go around on missed approach.... but reading Trevor Thom Vol 5 on the train to work this morning (as you do!) I notice he says to set QFE.
What do most people do in practice?
What do most people do in practice?
Jez,
Congratulations!