IMC rating diary
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Sorry Andy,
My heads a bit of a shed at the moment as you can imagine.
However, your post becomes very important to me right now as I hope to follow in your footsteps. I enjoyed reading it first time round but now I fear I shall disect it nore closely.
Obs cop
My heads a bit of a shed at the moment as you can imagine.
However, your post becomes very important to me right now as I hope to follow in your footsteps. I enjoyed reading it first time round but now I fear I shall disect it nore closely.
Obs cop
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No worries - be confident in your own abilities, and just do what you've been trained to do. And if you make a little mistake, no drama - do it again the next week! Take the pressure off yourself (a bit... but not too much as you don't want to be complacent either!) 
Andy
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After 7 months 15 hours airbourne and countless hours updating on Pprune,
I Passed
But it nearly didn't happen.
Both our 152's were in maintenance and were likely to be for some time. Typical that an ideal day 8/8ths cloud from 2000' to 4300' with 8 to 9 kt steady westerley should start with such a damnation of a hiccup.
So I took the opportunity to get a quick practice in, leapt in the idle PA28R with wobbly prop and hidy wheels and went up for 20 minutes. It was my first time in a complex single, and wow what a stable and quick beast it was. By the time I had the gear up and the engine set up for a cruise climb I had missed the crosswind turn and was at 1000' doing 90kts and still going skywards. Lesson 2 was that a Cessna can easily be flow without good trimming because brute strength fixes such a trivial problem' not so with an aircraft this weight and speed. Keeping to the plan I shot out to the Daventry Vor having climbed to VMC ontop skimming just above the clouds at 130 kts. In no time at all, turned back north and got a RIS and vectors back into the ILS for 23. Apart from the actual engine fiddling this plane is far easier to fly IMC. It is so stable that you don't have to hand fly it as much and can more easily regain spare capacity. Which really was needed for learning a bit about how to handle the engine. The radio kit and instruments are far better and the airframe carries significant momentum and inertia so that give or take a bit it stays where you put it. Even the extra 30 kts over the 152 didn't seem to cause too much drama, but then I wasn't under that much pressure as this was a little bit of a jolly rather than the tense end of a long flight. We even completed an orbit halfway down the ILS to seperate from other traffic before continuing to land. I want one.
Sometime later came the test.
Our 152 was primed and ready, I was primed and err... ready as I'll ever be.
Airbourne at our more pedestrian rate, the plan was to depart from the downwind via the CT NDB then routing for Leicester for their unofficial NDB approach to 28. So far so good, 1400' heading straight for the CT when due to incoming traffic ATC request we route North for a bit. Noooooooooooooooooooooooooooooooooooooooooo!!!
That's not in the plan. I'm not at a beacon, rather in open airspace and you want me to fly and navigate to anther area of open space not directly to or from any beacons. Oh alright. I turned North and clear of Birmingham CTA started to climb to 3000'. The 65 kts in the climb meant we would get out of ATC's way both laterally and vertically without going miles off track. It worked because a few minutes later we were cleared to resume our course and so I flew a 090 course to intercept the 050 CT radial. Bingo, there is was coming in from the right, off to jolly Leicester we go. Getting rid of Coventry over the M1, I changed to Leicester, tuned in their NDB and plodded along at 90kts. Through the overhead and then straight into the NDB approach. Throughout, I made sure that I tried to keep the Nav boxes 1 step ahead/ Leicester is virtually under the approach for Coventry 23 so I tuned in the ILS so I could have the DME from there. With the NDB and the DME I could readily keep tabs on my whereabouts. I broke cloud at about 1700', but had been given the hood so that I flew down to minima of 600'agl. On looking up, the runway was there. I had gone for the hardest approach and nailed it, but this was too early to get excited. Into a go around, I climbed out and intercepted the 180 QDM for Daventry. Back into the gloop and no need for the hood. I got level at 3000' and immediately had a partial panel to deal with. Partial panel is tough, but tracking a VOR on partial panel always makes me sweat. We climbed to 4000' on partial panel and went for DTY. The sense of achievement in getting there is great, but unlike the PA28R every lump and bump in the cloud was conspiring to upset my attempts to keep the 152 stable. Single engine light aircraft IMC with basic radio nav equipment and no autopilot must surely be one of the more demanding disciplines in aviation. It is pure hand flying with attention to detail, and accuracy working hand in hand with navigation and airmanship. I was beginning to really enjoy this flight.
A few more bits of messing around and Coventry even then obliged with a second set of radar vectors to the ILS. Compared to the NDB this was quite simple, the result being a 152 set up nicely at 500'agl to land. So nothing out of the ordinary, it all went like clockwork.
At the start of this thread I could barely aviate on instruments and certainly couldn't navigate or communicate. Now I can do all 3 together VMC or IMC. The stamp in my logbook proves it and the bill to the CAA makes it official.
On the drive home I asked myself a few questions:
A) Did I enjoy it?
Yes.
B) Would I recommend anyone else do it as early in their flying experience as I did?
Maybe. The learning and skill is far more demanding than you can envisage from the outset. 15 hours is tight and in reality is too little for what you become qualified to do. Likewise doing it soon after a PPL reinforces and builds upon the foundations of power and attitude equals performance. Being a good VFR pilot will not necessarily make it easier because the environment is quite different, and an IMCR is not really something to embark on if you just "wanna try something else". Trust me it is a long and hard graft.
C) Was it worth it?
For me yes. But currency and professionalism will take up a major part of making the rating work for me and again this should never be underestimated.
My deepest thanks to those who have stuck with me throughout this thread. When I started out one of my objectives was that it may benefit others who consider or start down the path of an IMCR. If it does then I'm glad. Otherwise I hope it has been as enjoyable a read as it has been for me to complete:
Now where are those clouds.
Obs cop
I Passed But it nearly didn't happen.
Both our 152's were in maintenance and were likely to be for some time. Typical that an ideal day 8/8ths cloud from 2000' to 4300' with 8 to 9 kt steady westerley should start with such a damnation of a hiccup.
So I took the opportunity to get a quick practice in, leapt in the idle PA28R with wobbly prop and hidy wheels and went up for 20 minutes. It was my first time in a complex single, and wow what a stable and quick beast it was. By the time I had the gear up and the engine set up for a cruise climb I had missed the crosswind turn and was at 1000' doing 90kts and still going skywards. Lesson 2 was that a Cessna can easily be flow without good trimming because brute strength fixes such a trivial problem' not so with an aircraft this weight and speed. Keeping to the plan I shot out to the Daventry Vor having climbed to VMC ontop skimming just above the clouds at 130 kts. In no time at all, turned back north and got a RIS and vectors back into the ILS for 23. Apart from the actual engine fiddling this plane is far easier to fly IMC. It is so stable that you don't have to hand fly it as much and can more easily regain spare capacity. Which really was needed for learning a bit about how to handle the engine. The radio kit and instruments are far better and the airframe carries significant momentum and inertia so that give or take a bit it stays where you put it. Even the extra 30 kts over the 152 didn't seem to cause too much drama, but then I wasn't under that much pressure as this was a little bit of a jolly rather than the tense end of a long flight. We even completed an orbit halfway down the ILS to seperate from other traffic before continuing to land. I want one.
Sometime later came the test.
Our 152 was primed and ready, I was primed and err... ready as I'll ever be.
Airbourne at our more pedestrian rate, the plan was to depart from the downwind via the CT NDB then routing for Leicester for their unofficial NDB approach to 28. So far so good, 1400' heading straight for the CT when due to incoming traffic ATC request we route North for a bit. Noooooooooooooooooooooooooooooooooooooooooo!!!
That's not in the plan. I'm not at a beacon, rather in open airspace and you want me to fly and navigate to anther area of open space not directly to or from any beacons. Oh alright. I turned North and clear of Birmingham CTA started to climb to 3000'. The 65 kts in the climb meant we would get out of ATC's way both laterally and vertically without going miles off track. It worked because a few minutes later we were cleared to resume our course and so I flew a 090 course to intercept the 050 CT radial. Bingo, there is was coming in from the right, off to jolly Leicester we go. Getting rid of Coventry over the M1, I changed to Leicester, tuned in their NDB and plodded along at 90kts. Through the overhead and then straight into the NDB approach. Throughout, I made sure that I tried to keep the Nav boxes 1 step ahead/ Leicester is virtually under the approach for Coventry 23 so I tuned in the ILS so I could have the DME from there. With the NDB and the DME I could readily keep tabs on my whereabouts. I broke cloud at about 1700', but had been given the hood so that I flew down to minima of 600'agl. On looking up, the runway was there. I had gone for the hardest approach and nailed it, but this was too early to get excited. Into a go around, I climbed out and intercepted the 180 QDM for Daventry. Back into the gloop and no need for the hood. I got level at 3000' and immediately had a partial panel to deal with. Partial panel is tough, but tracking a VOR on partial panel always makes me sweat. We climbed to 4000' on partial panel and went for DTY. The sense of achievement in getting there is great, but unlike the PA28R every lump and bump in the cloud was conspiring to upset my attempts to keep the 152 stable. Single engine light aircraft IMC with basic radio nav equipment and no autopilot must surely be one of the more demanding disciplines in aviation. It is pure hand flying with attention to detail, and accuracy working hand in hand with navigation and airmanship. I was beginning to really enjoy this flight.
A few more bits of messing around and Coventry even then obliged with a second set of radar vectors to the ILS. Compared to the NDB this was quite simple, the result being a 152 set up nicely at 500'agl to land. So nothing out of the ordinary, it all went like clockwork.
At the start of this thread I could barely aviate on instruments and certainly couldn't navigate or communicate. Now I can do all 3 together VMC or IMC. The stamp in my logbook proves it and the bill to the CAA makes it official.
On the drive home I asked myself a few questions:
A) Did I enjoy it?
Yes.
B) Would I recommend anyone else do it as early in their flying experience as I did?
Maybe. The learning and skill is far more demanding than you can envisage from the outset. 15 hours is tight and in reality is too little for what you become qualified to do. Likewise doing it soon after a PPL reinforces and builds upon the foundations of power and attitude equals performance. Being a good VFR pilot will not necessarily make it easier because the environment is quite different, and an IMCR is not really something to embark on if you just "wanna try something else". Trust me it is a long and hard graft.
C) Was it worth it?
For me yes. But currency and professionalism will take up a major part of making the rating work for me and again this should never be underestimated.
My deepest thanks to those who have stuck with me throughout this thread. When I started out one of my objectives was that it may benefit others who consider or start down the path of an IMCR. If it does then I'm glad. Otherwise I hope it has been as enjoyable a read as it has been for me to complete:
Now where are those clouds.
Obs cop
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Congratulations on your new rating Obs - fantastic! What an excellent writeup too, it was a pleasure reading your blog
Hope you enjoy it, and let us know how you get on from here!
I want one!
Lee
Hope you enjoy it, and let us know how you get on from here!
I want one!
Lee
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Congratulations and many thanks for the thread, I have been inspired, educated and challenged.
Later this year when funds permit I too will attempt to join the happy band of pilots who can fly above the clouds as well as below.
Looking forward to the view.
Later this year when funds permit I too will attempt to join the happy band of pilots who can fly above the clouds as well as below.
Looking forward to the view.
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Well done.
But can you use an unofficial procedure as part of an IMC test?
I was told for my renewal test that the Examiner would
only use an official procedure.
7700
But can you use an unofficial procedure as part of an IMC test?
I was told for my renewal test that the Examiner would
only use an official procedure.
7700
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A bit late for Obs Cop but three comments for anyone else approaching a rating test:
1) When I did my IMC rating the examiner had me take off 'under the hood', which I'd not tried in training. He was responsible for checking that the runway was clear, as obviously I couldn't see a thing. It was fine in the end, but I wish I'd tried it before the test itself.
2) Same examiner, during the unusual attitude recovery put the plane in a steep climb with corresponding decreasing airspeed but had also trimmed it a long way back. It seems obvious now but for a split second I couldn't work out why all instruments were reading straight and level but it was a LOT of elbow power to keep it that way. Part of the problem was, I think, that I'd never flown a plane so far out of trim before - it didn't occur to me that that was what was happening.
3) During my IR the unusual attitude was a lot less unusual - quite a mild spiral dive but the difference was that it was a bit like Keef's - self-induced. However, instead of shutting my eyes he had me read detailed information off my airways chart without looking up.
1) When I did my IMC rating the examiner had me take off 'under the hood', which I'd not tried in training. He was responsible for checking that the runway was clear, as obviously I couldn't see a thing. It was fine in the end, but I wish I'd tried it before the test itself.
2) Same examiner, during the unusual attitude recovery put the plane in a steep climb with corresponding decreasing airspeed but had also trimmed it a long way back. It seems obvious now but for a split second I couldn't work out why all instruments were reading straight and level but it was a LOT of elbow power to keep it that way. Part of the problem was, I think, that I'd never flown a plane so far out of trim before - it didn't occur to me that that was what was happening.
3) During my IR the unusual attitude was a lot less unusual - quite a mild spiral dive but the difference was that it was a bit like Keef's - self-induced. However, instead of shutting my eyes he had me read detailed information off my airways chart without looking up.
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Thanks all,
Squawking,
I have just checked the CAA standards document for IMCR flight test and revaildation as you got me a bit worried there.
Under Test Exercise - Instrument let down and approach it states:
1. Let down and approach to an active airfield to the declared DA/H or MDA/H using pilot interpreted aids.
So from that I would read that there is no requirement for the approach procedure to be official, but it must be to an active airfield.
Likewise I landed from an ILS which is also a pilot interpreted aid so in effect it was covered twice.
Cheers
Obs cop
Squawking,
I have just checked the CAA standards document for IMCR flight test and revaildation as you got me a bit worried there.
Under Test Exercise - Instrument let down and approach it states:
1. Let down and approach to an active airfield to the declared DA/H or MDA/H using pilot interpreted aids.
So from that I would read that there is no requirement for the approach procedure to be official, but it must be to an active airfield.
Likewise I landed from an ILS which is also a pilot interpreted aid so in effect it was covered twice.
Cheers
Obs cop
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Well done mate! I enjoyed the write-up (but not as much as you enjoyed flying it, eh!?!)
And thanks for starting this thread - one of the best threads in the last year on PPRuNe Private Flying Forum I reckon (maybe we should instigate an award!?)... seriously I think it has really helped all of us working on the IMC in the last year or so, and has clearly inspired others too!
Hope we can catch up someday (e.g. anyone on here doing Project Propeller this year?)...
Andy
And thanks for starting this thread - one of the best threads in the last year on PPRuNe Private Flying Forum I reckon (maybe we should instigate an award!?)... seriously I think it has really helped all of us working on the IMC in the last year or so, and has clearly inspired others too!
Hope we can catch up someday (e.g. anyone on here doing Project Propeller this year?)...
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Guess it depends on your interpretation of "declared" DA/H MDA/H. Surely "declared" means that someone has been informed, I would think that would be a licensing authority.
I am not splitting hairs, just wondering...
I am not splitting hairs, just wondering...
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Congratulations Obs Cop!
Thanks for all the write-ups - I've enjoyed following your progress.
As I perhaps mentioned way back at the start of this thread, it was my intention to start my IMC and I'm glad to say I now have. Only 2 hours so far but now I understand what you mean about hard work!
Congratulations again and all the best!
Thanks for all the write-ups - I've enjoyed following your progress.
As I perhaps mentioned way back at the start of this thread, it was my intention to start my IMC and I'm glad to say I now have. Only 2 hours so far but now I understand what you mean about hard work!
Congratulations again and all the best!
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Well done Obs and welcome to the IMCR club!
I fully agree with the comments above that this thread has been of great benefit to all of us going through the IMCR at this time. I think we've all shared similar feelings with regards to expecting more from the test, then it being no big deal on the day. That pays testament to the level of instruction and the level of pilot ability the rating brings. And all in 15 hours!
Flying in IMC on a light SE a/c and single crew is a real demanding challenge - probably some of the hardest civil flying you can do. Furthermore, the complications of flying off airways in class G make for very mentally demanding flying, RT and situational awareness. I really believe having an IR just makes it too easy!
Well done again to all who have passed, good luck (not that you'll need it) to all who are trying and 'get signed up' to all who are thinking about it (but only if you're up for the challenge!).
Jez
I fully agree with the comments above that this thread has been of great benefit to all of us going through the IMCR at this time. I think we've all shared similar feelings with regards to expecting more from the test, then it being no big deal on the day. That pays testament to the level of instruction and the level of pilot ability the rating brings. And all in 15 hours!
Flying in IMC on a light SE a/c and single crew is a real demanding challenge - probably some of the hardest civil flying you can do. Furthermore, the complications of flying off airways in class G make for very mentally demanding flying, RT and situational awareness. I really believe having an IR just makes it too easy!
Well done again to all who have passed, good luck (not that you'll need it) to all who are trying and 'get signed up' to all who are thinking about it (but only if you're up for the challenge!).
Jez
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the complications of flying off airways in class G make for very mentally demanding flying, RT and situational awareness
Andy
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A great achievement! Don't let the moaning minnies tell you it's only a get out of trouble rating. Enjoy it, and keep it current (that's the hard bit).
I hope to meet you at a suitably murky airfield some time.
I hope to meet you at a suitably murky airfield some time.
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Well done!
At least you didn't squawk 7700 by mistake like I did on my IMC renewal recently. Though I passed, amazingly. Fortunately the controller who'd just said 'squawk 7000, good day' had realised what I'd done and telephoned the tower at my landing airfield so they could tell me...
Note to self: Remember... 0 is THREE clicks right from 5, not two...
Tim
At least you didn't squawk 7700 by mistake like I did on my IMC renewal recently. Though I passed, amazingly. Fortunately the controller who'd just said 'squawk 7000, good day' had realised what I'd done and telephoned the tower at my landing airfield so they could tell me...
Note to self: Remember... 0 is THREE clicks right from 5, not two...
Tim
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Thanks again to all who have followed thid diary and who are passing on congratulations.
£70 and my log book are now en-route to Gatwick, and I await my shiny new IMCR with baited breath.
Something I hadn't really thought of is whether the same set up as the PPL applies. With the PPL you can fly solo once the skills test is complete but you can't carry passengers until you have the licence in your sticky mit.
My assumption is that I can't exercise my new found privileges until I have the paperwork in my hand. Am I correct in this assumption?
Obs cop
£70 and my log book are now en-route to Gatwick, and I await my shiny new IMCR with baited breath.
Something I hadn't really thought of is whether the same set up as the PPL applies. With the PPL you can fly solo once the skills test is complete but you can't carry passengers until you have the licence in your sticky mit.
My assumption is that I can't exercise my new found privileges until I have the paperwork in my hand. Am I correct in this assumption?
Obs cop
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I really used the rating today - on purpose!!
My mate Adrian and I were very dissapointed today as our long-planned trip to Cherbourg / Alderney / Guernsey was weathered off due to fog/vis etc in the Channel. But after lunch today it cleared up quite a bit local to us at Benson, cloud base almost 2,000', so we decided rather than totally waste the afternoon, we'd head up to Cranfield and back.
I flew the return leg and decided that if I could get a radar service from Brize I would climb through the layer to FL040. As I climbed towards the base of the layer I felt the fear well up inside me... told myself it is irrational (after all, I have done it alright with the instructor beside me!) and so kept climbing.
The cloud layer was just starting to break up: the base was still around 2,000' or so, but there were some gaps starting to open up, and it was just gorgeous climbing up through the fluffy white towers that were now all around me. Finally, just reaching ~3,000', there was a big fluffy blob ahead of me that I was going to have to enter and continue the climb through. So, I just did what I knew I could do(!), kept going, and shortly after burst through the top and leveled just above the fluffy white peaks at FL040 - what a lovely site to behold! Blue skies, brilliant sunshine, and I had gotten there "all by myself" (well, with some help from Mr. Piper, Mr Lycoming, and the nice man on Brize Radar)!
Once on top, I tracked to WCO - by now feeling cool, calm and a every inch a total Sky God
. After turning for home at WCO, ~20 miles to run, the layer started to break up a little more. Now there were sizeable holes all around, and if I had to I could have got back down maintaining VMC by picking a path through the holes. But by now I was hooked! Still with the radar service, I started my descent in a stubborn straight line towards my goal, worried lest this time there was no cloud in my path! As luck had it though, I was back in cloud in a nice steady descent for a good few minutes as I tracked back to Benson. Brize called "traffic, 2 miles, height unknown" during the descent - but I had to say I was still in IMC an unable to look for the traffic. He replied that the traffic had turned away and not to worry. Soon I was below the layer and had Benson in my sights a few miles ahead - home safe!
I am really chuffed with myself - other than this I have only entered little bits of scud for a few minutes a time since getting the IMC rating; but today I feel I did something useful and practical and safe - well within my bounds - which I hope will help to keep me current for when I really need it.
Hoping for a better day tomorrow; heading to the BBQ at Bembridge at noon if the wx is good enough in the morning, then either strike for a lightning fast visit to Alderney after lunch, or back around the coast to Manston, Southend and back to Benson. However it turns out, I am hoping to practice again with another climb through a layer tomorrow if the skies oblige!
Regards to all,
Andy
My mate Adrian and I were very dissapointed today as our long-planned trip to Cherbourg / Alderney / Guernsey was weathered off due to fog/vis etc in the Channel. But after lunch today it cleared up quite a bit local to us at Benson, cloud base almost 2,000', so we decided rather than totally waste the afternoon, we'd head up to Cranfield and back.
I flew the return leg and decided that if I could get a radar service from Brize I would climb through the layer to FL040. As I climbed towards the base of the layer I felt the fear well up inside me... told myself it is irrational (after all, I have done it alright with the instructor beside me!) and so kept climbing.
The cloud layer was just starting to break up: the base was still around 2,000' or so, but there were some gaps starting to open up, and it was just gorgeous climbing up through the fluffy white towers that were now all around me. Finally, just reaching ~3,000', there was a big fluffy blob ahead of me that I was going to have to enter and continue the climb through. So, I just did what I knew I could do(!), kept going, and shortly after burst through the top and leveled just above the fluffy white peaks at FL040 - what a lovely site to behold! Blue skies, brilliant sunshine, and I had gotten there "all by myself" (well, with some help from Mr. Piper, Mr Lycoming, and the nice man on Brize Radar)!
Once on top, I tracked to WCO - by now feeling cool, calm and a every inch a total Sky God
. After turning for home at WCO, ~20 miles to run, the layer started to break up a little more. Now there were sizeable holes all around, and if I had to I could have got back down maintaining VMC by picking a path through the holes. But by now I was hooked! Still with the radar service, I started my descent in a stubborn straight line towards my goal, worried lest this time there was no cloud in my path! As luck had it though, I was back in cloud in a nice steady descent for a good few minutes as I tracked back to Benson. Brize called "traffic, 2 miles, height unknown" during the descent - but I had to say I was still in IMC an unable to look for the traffic. He replied that the traffic had turned away and not to worry. Soon I was below the layer and had Benson in my sights a few miles ahead - home safe!I am really chuffed with myself - other than this I have only entered little bits of scud for a few minutes a time since getting the IMC rating; but today I feel I did something useful and practical and safe - well within my bounds - which I hope will help to keep me current for when I really need it.
Hoping for a better day tomorrow; heading to the BBQ at Bembridge at noon if the wx is good enough in the morning, then either strike for a lightning fast visit to Alderney after lunch, or back around the coast to Manston, Southend and back to Benson. However it turns out, I am hoping to practice again with another climb through a layer tomorrow if the skies oblige!
Regards to all,
Andy
Last edited by Aussie Andy; 30th Apr 2005 at 21:15.
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Nice post Andy.
Bet that brought it all back to you.
I'm not sure if fear is the right word, but I'm damn sure I'll be really apprehensive the first time I solo in cloud.
Thanks again for the update.
Obs cop
Bet that brought it all back to you.
I'm not sure if fear is the right word, but I'm damn sure I'll be really apprehensive the first time I solo in cloud.
Thanks again for the update.
Obs cop