Interested to hear you are doing the IMC and FAA IR. After getting my FAA
licence revalidated recently at Luton, I decided to carry on with some
training. I am now three hours into my night rating and then will finish the
IMC I started ten years ago and move on to the FAA IR. My instructor says
that I could even go for a FAA commercial licence, as I have enough hours,
but I'll leave that for now, sounds like hard work. Circuit bashing at Luton
is hard enough already, imagine Easyjet and Ryanair being told they are
number 2 to the cherokee on base!

The interesting thing I found out is that if you get the IMC and then the
FAA IR, if you fly in a "G" plane, you can use the IR rating once you leave
the UK FIR. If it's a "N" reg, then obviously no problem the whole time.

Regards
John

"Jeb" wrote in message
om...
Studying both for the FAA/IR and a UK IMC rating. The UK IMC give a
good clue to what it is. It allows flying in IMC but with limited IFR
privileges. Essentially it is a get home safe rating. UK weather is so
unpredicable that it is feasable to get caught out easily even with
the most thorough of planning.

Enough of that. Been doing test papers for the respective knowledge
tests. The FAA questions are quite straight forward and I am doing
good. Getting 75% right but will go for the test when I consistantly
get 85+%.
The IMC is a whole other ballgame where the theory can be a little bit
too much. The passmark is 72%.

Here is a fantastic question. No prizes for getting the right answer
(with explaination) but anyone fancy a go?

Given the following:
Ground speed 90kts
aircraft altitute 6000ft
VOR transmitter at mean sea level
Tan 40° = 0.839
assume 6000ft = 1nm

Theoretically, for approximately how many seconds would you expect the
morse identifier to be inaudible within the cone of silence if the
aircraft is tracking directly TO the VOR followed by its reciprical
directly away FROM the VOR?

A - 7 seconds
B - 20 seconds
C - 67 seconds
D - 100 seconds