IMC rating diary
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IMC rating diary
Having been spurred on by Mazzy's great PPL Diary and FFF's CPL diary, I wondered if any tortured souls would be interested in following the ups and downs of my IMC rating. The first hour was completed today and was terribly rewarding.
My background
I am a PPL with 75 hours currently looking to build hours and experience for a CPL. My ATPL ground studies are continuing alongside this and my full time job. I gained the bulk of my initial training courtesy of the Royal Navy Grading Flight on the Grob 115D2 before I finally left a few years back. Last year after a considerable lay off I finished off my PPL and after some solo experience I have started my IMC rating flying from Coventry airport.
I have no desire to go into why I am doing the IMC rating as the pro's and cons have been discussed many times over on Pprune, it just suits the current phase of my flying development. Long term, my objective is to gain my IMC, night, CPL and then FI(R).
The first hour
Some will know and some will not, but the IMC rating consists of 15 hours training split into 3 main phases. The first phase is how to actually fly on instruments, the second is how to find your way around whilst on instruments and the last is how to get on the ground. I have already done the bare minimum of 5 hours instrument instruction with my PPL, but I have to say I was fairly apprehensive about today. Being used to VFR and the outside world for attitude, I didn't really have a clue as to what the straight and level, climbing and descending attitudes would look on the AI!
As ever, we started with a briefing, during which my instructor laid out the plan for the first hour. We discussed setting up a scan of the instruments and how to vary it for the manoeuver being completed. Throughout today we were going to use the full panel which on the cessna 152 I fly would be the 6 main flight instruments with the addition of the RPM guage for engine power settings. This led us on nicely to revision of PAT and APT with the power settings of 1900 rpm for a 90kt 450fpm descent, 2200-2300 rpm for 90kts straight and level and full power for our neck snapping 450 fpm rate of climb.
The walkround was stright forward but I did notice that for my first lesson under the hood, I had picked one of the nicest days of the year so far with clear blue skys and great visibility of 20k or so. Darn, no doubt the thermal activity of the lumps and bumps would give me a challenge to distract me from this schoolboy error.
Once airbourne we departed toward Draycott Water and once settled at 1400 ft outbound I went under the hood. Instantly, I got a horrible case of the leans (For those who have not had this happen to themselves, it is where your balance senses are adamant you are leaning to once side or the other. It is terribly disorientating when the instruments say you are right side up). I could see the sunlight dancing around on the panel and the hood became quite disturbing. Between the leans, and the sunlight moving quite differently to the actual movement of the aircraft, I couldn't have told you which way was up, but it sure felt strange. The turbulence was quite severe with first one then the other wing yanked skywards by thermals. I became fixated on the AI as my new best friend and missed my out of balance flight veering off from a heading of 120 to 090. On noticing this I realised I hadn't set up a scan, I was just fixed on the one dial that made me feel safe. It's a long time since I felt this out of control of an aircraft.
Gradually I got us back on our desired heading and clearing the base of the controlled airspace, we then started a series of climbs on various headings eventually levelling at 6000 feet. By now the air had become far smoother and I was having to spend less time fighting the aircraft. My confidence level grew as we headed off on a heading of 030, but I missed stopping the turn, only noticing that I had managed to get to 010. I dilligently altered the attitude to turn back to the right and scanned my balance ball and altitude only to see that once again we sailed past 030 and by now were closer to 050. Steeling myself, I got back to 030 and cursed, but soon ironed it out with a few 360 and 180 degree turns. Even now, with about 15 minutes under the hood, I felt more stable and I could sense that my scan had improved, headings and altitudes were held +/- 10 degrees or 50 feet. I had by no means conquered this new challenge as it dawned on me it had just taken all of my efforts to fly without navigating or talking to anyone on the radio. My instructor had filled in these gaps, and I had no idea where we were or what other aircraft were about. After 20 minutes under the hood, I had a breather, took it off and found we were overhead Leicester. I felt like I had been beaten up by Mike Tyson, with my brain aching from concentration.
The respite was over and I went back onto the instruments, but noticeably without any leans. Our route back was a series of descents and turns, obviously designed to practice the complementary side of how we got up there in the first place. Then came those words.......
"Ill vector us in on a simulated SRA approach to about 2 miles, lets see how we go".......
Brain tries to compute what I have just heard. He wants me to do a non-precision approach in this bucking bronco.....now! The voice on the radio seemed distanced, even though it's owner was sat next to me as we got back into the turbulent air. I was given a series of headings to steer and descents to make, holding the AI on the required attitude becoming harder with each lump in the sky. We got to 5 miles at 2000 feet and I commenced my 90kt descent at 450fpm. Very shortly afterwards, a huge lurch to the left rolled the aircraft 15 degrees to the left and I fought the roll with my colleague the AI. Gathering it back in we were now 10 degrees off heading and more worryingly 300 feet high when informed I should have been at 1200 feet. I stuffed the nose down, whilst taking off a touch of the power and we charged down towards our 2 mile point where I would be released from this nightmare challenge. The voice next to me said 2 miles, but made no mention of removing the hood. Now I though, what the? A few moments later, I was asked to lift the hood and I can tell you the sight of that runway ahead was amazing. The flight was rounded off with a nice landing and we taxied in to shutdown and de-brief.
With hindsight, I cannot say that I enjoyed the flight, which sounds very odd. The concentration level was so high, I couldn't enjoy it at the time, but the approach and landing made it feel very rewarding. Now I can appreciate why instrument flying is a skill that needs practicing frequently, so I've booked hour 2 for a weeks time to continue the challenge.
If there is enough interest then I shall endeavour to continue this diary. It is my first attempt, and it is important for me to gauge the response as my main aim is to help others. The knowledge of what the IMC rating contains will no doubt help others decide if it is for them, and at what stage they feel they should be doing it. Likewise, I am sure for those going through an IMC it could be a source of information and possibly support for the times they feel it is beyond them.
Let me know should it stay or should it go?
Obs cop
My background
I am a PPL with 75 hours currently looking to build hours and experience for a CPL. My ATPL ground studies are continuing alongside this and my full time job. I gained the bulk of my initial training courtesy of the Royal Navy Grading Flight on the Grob 115D2 before I finally left a few years back. Last year after a considerable lay off I finished off my PPL and after some solo experience I have started my IMC rating flying from Coventry airport.
I have no desire to go into why I am doing the IMC rating as the pro's and cons have been discussed many times over on Pprune, it just suits the current phase of my flying development. Long term, my objective is to gain my IMC, night, CPL and then FI(R).
The first hour
Some will know and some will not, but the IMC rating consists of 15 hours training split into 3 main phases. The first phase is how to actually fly on instruments, the second is how to find your way around whilst on instruments and the last is how to get on the ground. I have already done the bare minimum of 5 hours instrument instruction with my PPL, but I have to say I was fairly apprehensive about today. Being used to VFR and the outside world for attitude, I didn't really have a clue as to what the straight and level, climbing and descending attitudes would look on the AI!
As ever, we started with a briefing, during which my instructor laid out the plan for the first hour. We discussed setting up a scan of the instruments and how to vary it for the manoeuver being completed. Throughout today we were going to use the full panel which on the cessna 152 I fly would be the 6 main flight instruments with the addition of the RPM guage for engine power settings. This led us on nicely to revision of PAT and APT with the power settings of 1900 rpm for a 90kt 450fpm descent, 2200-2300 rpm for 90kts straight and level and full power for our neck snapping 450 fpm rate of climb.
The walkround was stright forward but I did notice that for my first lesson under the hood, I had picked one of the nicest days of the year so far with clear blue skys and great visibility of 20k or so. Darn, no doubt the thermal activity of the lumps and bumps would give me a challenge to distract me from this schoolboy error.
Once airbourne we departed toward Draycott Water and once settled at 1400 ft outbound I went under the hood. Instantly, I got a horrible case of the leans (For those who have not had this happen to themselves, it is where your balance senses are adamant you are leaning to once side or the other. It is terribly disorientating when the instruments say you are right side up). I could see the sunlight dancing around on the panel and the hood became quite disturbing. Between the leans, and the sunlight moving quite differently to the actual movement of the aircraft, I couldn't have told you which way was up, but it sure felt strange. The turbulence was quite severe with first one then the other wing yanked skywards by thermals. I became fixated on the AI as my new best friend and missed my out of balance flight veering off from a heading of 120 to 090. On noticing this I realised I hadn't set up a scan, I was just fixed on the one dial that made me feel safe. It's a long time since I felt this out of control of an aircraft.
Gradually I got us back on our desired heading and clearing the base of the controlled airspace, we then started a series of climbs on various headings eventually levelling at 6000 feet. By now the air had become far smoother and I was having to spend less time fighting the aircraft. My confidence level grew as we headed off on a heading of 030, but I missed stopping the turn, only noticing that I had managed to get to 010. I dilligently altered the attitude to turn back to the right and scanned my balance ball and altitude only to see that once again we sailed past 030 and by now were closer to 050. Steeling myself, I got back to 030 and cursed, but soon ironed it out with a few 360 and 180 degree turns. Even now, with about 15 minutes under the hood, I felt more stable and I could sense that my scan had improved, headings and altitudes were held +/- 10 degrees or 50 feet. I had by no means conquered this new challenge as it dawned on me it had just taken all of my efforts to fly without navigating or talking to anyone on the radio. My instructor had filled in these gaps, and I had no idea where we were or what other aircraft were about. After 20 minutes under the hood, I had a breather, took it off and found we were overhead Leicester. I felt like I had been beaten up by Mike Tyson, with my brain aching from concentration.
The respite was over and I went back onto the instruments, but noticeably without any leans. Our route back was a series of descents and turns, obviously designed to practice the complementary side of how we got up there in the first place. Then came those words.......
"Ill vector us in on a simulated SRA approach to about 2 miles, lets see how we go".......
Brain tries to compute what I have just heard. He wants me to do a non-precision approach in this bucking bronco.....now! The voice on the radio seemed distanced, even though it's owner was sat next to me as we got back into the turbulent air. I was given a series of headings to steer and descents to make, holding the AI on the required attitude becoming harder with each lump in the sky. We got to 5 miles at 2000 feet and I commenced my 90kt descent at 450fpm. Very shortly afterwards, a huge lurch to the left rolled the aircraft 15 degrees to the left and I fought the roll with my colleague the AI. Gathering it back in we were now 10 degrees off heading and more worryingly 300 feet high when informed I should have been at 1200 feet. I stuffed the nose down, whilst taking off a touch of the power and we charged down towards our 2 mile point where I would be released from this nightmare challenge. The voice next to me said 2 miles, but made no mention of removing the hood. Now I though, what the? A few moments later, I was asked to lift the hood and I can tell you the sight of that runway ahead was amazing. The flight was rounded off with a nice landing and we taxied in to shutdown and de-brief.
With hindsight, I cannot say that I enjoyed the flight, which sounds very odd. The concentration level was so high, I couldn't enjoy it at the time, but the approach and landing made it feel very rewarding. Now I can appreciate why instrument flying is a skill that needs practicing frequently, so I've booked hour 2 for a weeks time to continue the challenge.
If there is enough interest then I shall endeavour to continue this diary. It is my first attempt, and it is important for me to gauge the response as my main aim is to help others. The knowledge of what the IMC rating contains will no doubt help others decide if it is for them, and at what stage they feel they should be doing it. Likewise, I am sure for those going through an IMC it could be a source of information and possibly support for the times they feel it is beyond them.
Let me know should it stay or should it go?
Obs cop
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Obs Cop,
I for one would definitely like to read more of your IMC diary. I started the thread 'Reckless or Nervous,' in which I describe the reasons why I want to do an IMC rating. So reading about your training will help me no end.
Cheers!
I for one would definitely like to read more of your IMC diary. I started the thread 'Reckless or Nervous,' in which I describe the reasons why I want to do an IMC rating. So reading about your training will help me no end.
Cheers!
The Original Whirly
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This is great! I've been meaning to do an IMC rating for years, and hope to finally do it this winter. It's really good to know what to expect.
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Thanks for the nice words peeps, I'll keep it coming "warts and all".
Rustle,
The 450 fpm climb is performance limited for our fully laden C152 in hot weather. The descent is a 90 kts cruise descent, which matched to a 450 fpm rate of descent gives approximately 3 degree glide slope.
Today I have mainly learnt that you don't do anything fast in cloud in terms of manouevers.
Secondly, you have to avoid a low to idling power setting in IMC in light aircraft because your suction lowers correspondingly, less suction to your gyro's means less stability for your AI and DI. We try to avoid power settings less than 1900 rpm which coincidentaly is used for the cruise descent so that the suction remains in the green band. At least that is what I have gleaned so far, but it is early days
Obs cop
Rustle,
The 450 fpm climb is performance limited for our fully laden C152 in hot weather. The descent is a 90 kts cruise descent, which matched to a 450 fpm rate of descent gives approximately 3 degree glide slope.
Today I have mainly learnt that you don't do anything fast in cloud in terms of manouevers.
Secondly, you have to avoid a low to idling power setting in IMC in light aircraft because your suction lowers correspondingly, less suction to your gyro's means less stability for your AI and DI. We try to avoid power settings less than 1900 rpm which coincidentaly is used for the cruise descent so that the suction remains in the green band. At least that is what I have gleaned so far, but it is early days
Obs cop
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Thanks - I did have a reason for asking about your ROD being 450fpm but I won't say any more... (I sussed the climbing limitation)
I will, however, continue reading your diary to see if you comment further about climbing and descending and/or atc and/or radio failure etc
Hopefully no-one will chip in and spoil my fun
I will, however, continue reading your diary to see if you comment further about climbing and descending and/or atc and/or radio failure etc
Hopefully no-one will chip in and spoil my fun
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Obs cop
As a newly qualified PPL with a great desire to complete my IMC rating at some time in the not too distant future, I look forward to reading the rest of your diary as much as I've enjoyed the first installment.
Please keep up the diary and good luck
Murphy
As a newly qualified PPL with a great desire to complete my IMC rating at some time in the not too distant future, I look forward to reading the rest of your diary as much as I've enjoyed the first installment.
Please keep up the diary and good luck
Murphy
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fantastic. Keep it coming. as an instrument pilot it brings back memories.
As a guide to other thinking that the the IMC is a get out of jail free card it should highlight just how much time needs to be spent to keep current on instruments.
I look forward to the next installment!!!
As a guide to other thinking that the the IMC is a get out of jail free card it should highlight just how much time needs to be spent to keep current on instruments.
I look forward to the next installment!!!
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Reasons to do the IMC ? You live in the UK
I decided to start mine after reading the 78 seconds thread a while back.
The first minute after the foggles go on is definitely the minute in which you'd put yourself in most danger if you were a PPL entering cloud inadvertently.
It's one thing reading about 'The leans' , but another entirely when you're suddenly convinced that you're diving and turning all at once, all instrumentla evidence to the contrary.
Mind you, you can feel a bit of a muppet when everyone is posting on here about what a great gin clear day it was ("There I was over Milton Keynes watching the traffic going in and out of Galway") and all you've seen is the instrument panel and possibly only half of that.
I decided to start mine after reading the 78 seconds thread a while back.
The first minute after the foggles go on is definitely the minute in which you'd put yourself in most danger if you were a PPL entering cloud inadvertently.
It's one thing reading about 'The leans' , but another entirely when you're suddenly convinced that you're diving and turning all at once, all instrumentla evidence to the contrary.
Mind you, you can feel a bit of a muppet when everyone is posting on here about what a great gin clear day it was ("There I was over Milton Keynes watching the traffic going in and out of Galway") and all you've seen is the instrument panel and possibly only half of that.
Spicy Meatball
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Obs-cop
Fantastic mate - definately keep it up - as a PPL student I will most definately read your diary. Dont be put off by negative comments (which you most likely will get). I have had a few of those my diary (and BRL does a fantastic job keeping them at bay) but generally you will notice a positive attitude (as you can see) Best of luck and safe flying.
Lee
Fantastic mate - definately keep it up - as a PPL student I will most definately read your diary. Dont be put off by negative comments (which you most likely will get). I have had a few of those my diary (and BRL does a fantastic job keeping them at bay) but generally you will notice a positive attitude (as you can see)
Best of luck and safe flying.Lee
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obs cop,
Good stuff - I look forward to the unfolding story!
There were a few of us here who did their IMCs last year - you may be interested in some of the experiences recorded in this thread.
Good luck with yours
Good stuff - I look forward to the unfolding story!
There were a few of us here who did their IMCs last year - you may be interested in some of the experiences recorded in this thread.
Good luck with yours
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LC
Is an IMC Rating useful to an FI or FI(R)? I know it used to be in the BCPL days but I heard that today an instructor who can teach IMC needs the full IR.
My only comment on your diary is that the instructor should brief you better before the flight. I got endless NDB holds very early on, which was probably good for revenue.
Is an IMC Rating useful to an FI or FI(R)? I know it used to be in the BCPL days but I heard that today an instructor who can teach IMC needs the full IR.
My only comment on your diary is that the instructor should brief you better before the flight. I got endless NDB holds very early on, which was probably good for revenue.
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Obs Cop
I'll add to the complements. I got my IMC a number of years ago, but is currently lapsed- so a great prompt for me to renew it.
You comment on the weather reminded me of the last time I renewed it. I did two approaches into Bournemouth on a gin clear day - I never got to see the airport and as I haven't been in before or since - I still haven't seen the place yet
I'll add to the complements. I got my IMC a number of years ago, but is currently lapsed- so a great prompt for me to renew it.
You comment on the weather reminded me of the last time I renewed it. I did two approaches into Bournemouth on a gin clear day - I never got to see the airport and as I haven't been in before or since - I still haven't seen the place yet
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IO540,
As I am sure my instructor would attest, I am not shy in voicing my opinions or concerns. He was my instructor for my PPL and I have a great deal of respect for the way in which he teaches me.
I feel the suprise simulated SRA was simply used to extend my learning from the hour and to ensure that the most appropriate progress was made. No mention of it was made in the briefing, because it needed nothing more on my part than the ability to fly set headings and descents as I had done for the previous 50 minutes and therefore was just a practical extension of the work briefed and then flown.
Furthermore, the fact it was simulated by my instructor giving the headings and heights meant I didn't pay anything more than a normal landing fee.
Should any briefings fall short of what I needed for that lesson then my instructor will be the first to know, followed shortly by you guys. In any case, I have homework to do, namely reading up on VOR tracking.
Regards
Obs cop
As I am sure my instructor would attest, I am not shy in voicing my opinions or concerns. He was my instructor for my PPL and I have a great deal of respect for the way in which he teaches me.
I feel the suprise simulated SRA was simply used to extend my learning from the hour and to ensure that the most appropriate progress was made. No mention of it was made in the briefing, because it needed nothing more on my part than the ability to fly set headings and descents as I had done for the previous 50 minutes and therefore was just a practical extension of the work briefed and then flown.
Furthermore, the fact it was simulated by my instructor giving the headings and heights meant I didn't pay anything more than a normal landing fee.
Should any briefings fall short of what I needed for that lesson then my instructor will be the first to know, followed shortly by you guys.
In any case, I have homework to do, namely reading up on VOR tracking.Regards
Obs cop
Keep it coming!
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Quote:
Is an IMC Rating useful to an FI or FI(R)? I know it used to be in the BCPL days but I heard that today an instructor who can teach IMC needs the full IR.
In the pre-JAA days holding an IMC rating was necessary to hold an AFI/FI rating. Nowadays it is not required, but of course limits the weather capability of the FI/FI(R). An IR is not required to teach the IMC an IMC rating being sufficient but the 'Applied Instrument Flying Instruction' restriction has to be removed from the Instructor rating
My only comment on your diary is that the instructor should brief you better before the flight. I got endless NDB holds very early on, which was probably good for revenue.
Particularly as holding forms no part of the IMC test.
Is an IMC Rating useful to an FI or FI(R)? I know it used to be in the BCPL days but I heard that today an instructor who can teach IMC needs the full IR.
In the pre-JAA days holding an IMC rating was necessary to hold an AFI/FI rating. Nowadays it is not required, but of course limits the weather capability of the FI/FI(R). An IR is not required to teach the IMC an IMC rating being sufficient but the 'Applied Instrument Flying Instruction' restriction has to be removed from the Instructor rating
My only comment on your diary is that the instructor should brief you better before the flight. I got endless NDB holds very early on, which was probably good for revenue.
Particularly as holding forms no part of the IMC test.