IFR just 5.4% of the time

Jay,

Well, I have just obtained my IR last summer, my experience is limited
but already overwhelmingly positive. Here's why:

1. VFR conditions prevail roughly 95% of the time, even here in the
rough-and-tumble Midwest.

Numbers are lower here in northern Europe, but they are still way above
50 percent. However, that's only partly relevant. The reason: As a
pilot, you don't care about the average. You care about a specific day -
the one day you wanna go. Someone better at math than myself will tell
you exactly what that does to the chances of having VFR weather if you
select not any one day out of 365 but "next Sunday". It changes the odds
mightily! That's not all.

2. VFR cross country flying can be safely done, with the right
attitude, even in marginal equipment like most of us fly.

Well, sure. my experience with the IR however is that you go with so
much more confidence, with so much less fretting about the weather. A
typical IFR flight may be 10 percent in clouds. in the morning, there
are some wisps hanging low in the vicinity. VFR, I'd have to fret about
whether there will come more, whether fog moves in. IFR, i couldn't care
less. And so goes the flight. It's just so much more relaxing from the
first planning stages.

3. Obtaining the instrument rating is an excellent exercise, and makes
you a much more precise (and thus proficient) pilot, but unless you're
moving up to heavier metal, it won't help you much.

That's just plain wrong. It helps a lot.

4. This explains why just half of all pilots have pursued the
instrument rating, and why a very small percentage of instrument rated
pilots are current or proficient.

And the numbers for that can be found where?

--
Thomas Borchert (EDDH)

4. This explains why just half of all pilots have pursued the
instrument rating, and why a very small percentage of instrument rated
pilots are current or proficient.

And the numbers for that can be found where?

First, Thomas, let me congratulate you on the civil tone of your
response. It's quite pleasant, thank you!

The low number of current/proficient IFR pilots has been discussed by
Richard Collins in Flying magazine (I don't remember the source of his
data, sorry), and it's backed up by my personal observations. After
five years of catering to pilots at the hotel, of being our AOPA
Airport Support Network Volunteer, and of running our airport advocacy
group, "Friends of Iowa City Airport", I know one helluva lot of
pilots -- and I can count just TWO that are both current and
proficient instrument pilots.

(Remember, I'm restricting this to Spam-can pilots like us. Obviously
our commercially rated pilot guests are a different breed
altogether...)
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

On 2/28/2007 1:01:29 PM, "Jay Honeck" wrote:

and I can count just TWO that are both current and
proficient instrument pilots.

Did you count me into that mix? I met you last summer. Flying IFR twice
per week since I met you, I am definitely both current and proficient.

--
Peter

and I can count just TWO that are both current and
proficient instrument pilots.

Did you count me into that mix? I met you last summer. Flying IFR twice
per week since I met you, I am definitely both current and proficient.

Yep.

(Of course, I tell that to *everyone*... ;-)
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

On 2/28/2007 4:00:54 PM, "Jay Honeck" wrote:

and I can count just TWO that are both current and
proficient instrument pilots.

Did you count me into that mix? I met you last summer. Flying IFR twice
per week since I met you, I am definitely both current and proficient.

Yep.

So you only know one other IFR-rated pilot out of your "helluv a lot of
pilots" group who is both current and proficient? I find that difficult to
believe.

--
Peter

I always say currency is black and white while proficiency is always grey.
A current instrument pilot must be aware of his level of proficiency.

Right now I'm confident that I'm proficient in all areas of departure,
climb, cruise, decent, and arrival procedures and also proficient to shoot
most precision and non precision approaches down to minimums in non
mountainous terrain, both in radar and non radar environments. Some times I
don't feel confident that I am as proficient as that, and when not, my
weather minimums go up, my landing airports get more runways and better
services, and the entire flight's acceptable level of complexity goes down.

Many times an IR will give you more options, but with those options comes an
increased responsibility to know your current level of ability and
proficiency.

Jim

On 2/28/2007 4:39:47 PM, "Jim B" wrote:

Right now I'm confident that I'm proficient in all areas of departure,
climb, cruise, decent, and arrival procedures and also proficient to shoot
most precision and non precision approaches down to minimums in non
mountainous terrain, both in radar and non radar environments.

Wait a minute... you know Jay, too, so you are the second of the two
instrument-rated pilots he knows. That means there are no pilots in Iowa City
who are proficient and current.

--
Peter

Lol! I know nothing
Jim

Peter R. wrote:

On 2/28/2007 4:39:47 PM, "Jim B" wrote:


Right now I'm confident that I'm proficient in all areas of departure,
climb, cruise, decent, and arrival procedures and also proficient to shoot
most precision and non precision approaches down to minimums in non
mountainous terrain, both in radar and non radar environments.


Wait a minute... you know Jay, too, so you are the second of the two
instrument-rated pilots he knows. That means there are no pilots in Iowa City
who are proficient and current.


With their weather and flat land, there is no need to be current and
proficient! :-)

Matt

Jim B wrote:

I always say currency is black and white while proficiency is always grey.
A current instrument pilot must be aware of his level of proficiency.

Right now I'm confident that I'm proficient in all areas of departure,
climb, cruise, decent, and arrival procedures and also proficient to shoot
most precision and non precision approaches down to minimums in non
mountainous terrain, both in radar and non radar environments. Some times I
don't feel confident that I am as proficient as that, and when not, my
weather minimums go up, my landing airports get more runways and better
services, and the entire flight's acceptable level of complexity goes down.

Many times an IR will give you more options, but with those options comes an
increased responsibility to know your current level of ability and
proficiency.

Jim



I agree. I'm current. I'm proficient, other than GPS and NDB
approaches. However, I'm not as skilled as I'd like to be and as I was
when I owned an airplane and flew IFR in IMC and into large airports
(PHL, BOS, BWI, etc.) on a regular basis. I'd not feel real comfortable
flying into a busy airport in IMC at the moment, but flying into a small
airport wouldn't be a problem.

I used to get bored flying an ILS as the Skylane was so slow I thought
I'd never get to the ground. Now, I still have to concentrate to make
sure I'm staying ahead of the airplane. I'm safe, but I'm not at the
level where I can almost fly an approach subconciously.

Matt