Wendy wrote:
I upgraded from my ridiculously cheap and poorly performing Flightline
headset to a DC H20-10 in preparation for my IFR training. I haven't flown
with the DC's yet, but I will Saturday afternoon. My rationale here is
two-fold in that if I am in need of communicating, it would be a good thing
to not only have some equipment I can reliably communicate with, but to
initiate my IFR training at an airport that is controlled (KDWH) rather than
the admittedly fine uncontrolled airport I initially trained at (KCXO); the
choice of which will obviously requires a level of conversation surpassing
simply shooting the breeze.

Is this an Active Noise Reduction ANR headset. I recently purchased a DC
Non-ANR for my helicopter training and found that I like my old $100.00
Aviation Communications AC-200 better for most of my short trip flying.
The problem I have with the DC's is that the are convertible from a
helicopter cable (single jack) to a fixed wing cable (double jack).
While that is a great idea the connection sticks out longer and hits my
shoulder when I turn my head. I dont notice any more clarity over the
cheaper pair but I do notice that the DC's jell filled ear covers wont
bother me as much on long cross country flights. I also like the
individual ear volume adjustments.

The FBO where I bought the headset- Mercury Flight Systems- seems to have a
solid, while expensive, approach to the IFR experience. Rather than making
loads of short XC's, they seem to stress longer ones;
Houston-Memphis-Houston being one example. Obviously, there will be a lot
of shorter excursions in the curriculum, but I have to say that the idea of
flying under an instrument flight plan on major excursions is a challenging
surely and valuable experience. These people seem honestly concerned with
making me a proficient IFR pilot rather than simply preparing me for the
checkride, which is the general impression I got from the operation where I
obtained my initial certification. Any comments on this would be greatly
appreciated; being trained to pass the PTS is one thing, and thoroughly
understanding it is another, IMHO.

KHOU to KMEM, Thats 420 NM each way. Considering re-routing you will
probably be doing over 1000 NM of travel that day. Thats further than
I've ever flown and unless your 172 has long range tanks will most
likely require a fuel stop. And unless you have long range tanks you
will probably require a we-we stop.

I recommend you get the IFR ticket as fast as possible then do trips
like this, or shorter, with an instructor in actual IMC after you get
your ticket. I just flew 4 hours last month to Williamsburg after work
on a IFR flight plane in mostly VMC weather. I was bone tired when I got
there. If I had to fly back the same day, I probably would have fallen
asleep in the plane. And that was only a 313 nm straight line distance.

The reason I say get the ticket as fast as possible is because in most
flight school situations the longer these lessons drag out the more
chances of instructor and aircraft changes you will be exposed to, which
intern drag it out further. Putting extra requirements on the student
like this will only prolong the process. No one will ever stop you from
taking more lessons after you complete your training. I go up with
instructors all the time especially when it is really gusty or hard IFR.
But when I fly with my family I stay within my limits.

Apparently the training will be conducted in a C-172 upgraded to 180hp with
a CS prop; since I have some (short) time in a Super Decathlon this won't be
totally new to me. Instrument flying will be new, other than than my brief
exposure required by the Private program, and I am looking forward to it.
This is a challenge I really want to master, and any suggestions you all
might have as concerns beginning training would be greatly appreciated.


The modified C-172 sounds like a more unnecessary costly option. It wont
teach you anything about IFR and it will cost more to operate.

I would seriously consider a more standard approach

Wendy