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IR without actual IMC
Anyone IR without having actually flown in IMC? My checkride is around the
corner and I've no actual IFR yet. I'm itching to experience it but the damned weather isn't co-operating (seemed the same way with the PPL!). Iain |
#2
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"Iain Wilson" writes:
Anyone IR without having actually flown in IMC? My checkride is around the corner and I've no actual IFR yet. I'm itching to experience it but the damned weather isn't co-operating (seemed the same way with the PPL!). Most of my actual came near the end of my training; until then, we were just outside that nasty weather sitting over the U.S. east coast in the Spring, so we just couldn't find any IMC at a reasonable altitude to practice in. Even then, I was getting actual only in cloud at altitude (i.e. for holds and enroute). We didn't manage to find enough actual for approach to near minima until (I think) my second-last lesson. I ended up doing my flight test a couple of days later at 8:00 am with 400 ft ceilings, and it went great (it was wonderful not to have to wear the foggles; the missed approach on the NDB 07 was for real, and and the final ILS approach was the only way we could get back home). For now, you should be able to arrange some holds and enroute up in the clouds, even if the ceiling is too high for approaches in IMC. All the best, David -- David Megginson, , http://www.megginson.com/ |
#3
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"Iain Wilson" wrote in message
arthlink.net... Anyone IR without having actually flown in IMC? My checkride is around the corner and I've no actual IFR yet. I'm itching to experience it but the damned weather isn't co-operating (seemed the same way with the PPL!). I don't think it matters much whether your checkride occurs before or after you're introduced to actual IMC. But if the checkride happens first, I'd strongly advise against flying in clouds until you've had a chance to try it with a CFII. Staying upright can be surprisingly more difficult when you don't have the peripheral-vision cues that hoods/foggles usually fail to suppress. --Gary Iain |
#4
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It would be ideal to find some actual IMC and fly in it prior to the
checkride. That's not always possible, especially in the southwest, but it would be a good idea. It might be a littel disconcerting to you to enter your first cloud during your flight test. A friend of mine who's a pilot examiner gets upset when instrument applicants cancel their checkrides due to flyable IMC. He grumbles that they must not be ready to fly in the clouds if they can't do it without foggles. -Ryan CFII-A/MEI/CFI-H Iain Wilson wrote: Anyone IR without having actually flown in IMC? My checkride is around the corner and I've no actual IFR yet. I'm itching to experience it but the damned weather isn't co-operating (seemed the same way with the PPL!). Iain |
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Michael ) wrote:
IMC that is sufficiently benign for the average instrument trainer is not common in much of the US. For example, where I'm based IMC usually means embedded T-storms; Come to central NY. Typically there is a low overcast over our region thanks to Lake Ontario. However, I do have to admit that this summer we have had more than our share of embedded t-storms. Then, of course, there is the issue of icing from October to April... Well, OK, in May and September it is good. :-) -- Peter ----== Posted via Usenet.Com - Unlimited-Uncensored-Secure Usenet News==---- http://www.Usenet.com The #1 Newsgroup Service in the World! 100,000 Newsgroups ---= 19 East/West-Coast Specialized Servers - Total Privacy via Encryption =--- |
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Peter R. writes:
Come to central NY. Typically there is a low overcast over our region thanks to Lake Ontario. However, I do have to admit that this summer we have had more than our share of embedded t-storms. I'd expect that you'd have the low overcast typically in the morning, and the embedded CB and TCU in the afternoon. All the best, David -- David Megginson, , http://www.megginson.com/ |
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There are lots of helicopter CFIIs who have never seen the inside of a cloud.
Not their fault - there's no reasonable way for most of them to fly a rotorcraft into IMC without spending a fortune, since most (all?) piston trainers are not IFR-certified. -Ryan CFII-A/MEI/CFI-H I once read an article written by a CFI-I who claims to have NEVER flown in actual IMC. Is that scary? |
#9
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In article link.net,
Iain Wilson wrote: Anyone IR without having actually flown in IMC? I guess I can't do that, since I got 0.1 actual during my PPL. In fact, that dual XC made it crystal clear how useful an IR could be even without every flying "hard" IFR. I flew the Farmington 3 departure from HIO and we broke out at about 3000' and the rest of the trip was VFR (clouds burned off HIO by our return). -- Ben Jackson http://www.ben.com/ |
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On 1 Aug 2003 10:02:44 -0700, (Michael) wrote:
"Iain Wilson" wrote Anyone IR without having actually flown in IMC? My checkride is around the corner and I've no actual IFR yet. I'm itching to experience it but the damned weather isn't co-operating (seemed the same way with the PPL!). When I took my checkride, I had no dual in IMC. This is not a rare condition. There are even quite a few CFII's out there who have never flown in IMC. The problem is lack of opportunity. IMC that is sufficiently benign for the average instrument trainer is When I took the flight test I had enough time in actual that my first flights were down to minimums. I was far more proficient then than I am now. As far as benign...my instructor only picked stuff where he wasn't worried about structural failure, or it sure seemed that way. I sure didn't think the stuff was benign. I had over 12 hours of actual and probably 15 to 20 approaches right down o minimums and below, on NDBs, VORs, and ILSs prior to taking the test. He was real good at getting me out to practice approaches when the ceilings were just barely high enough to do the VOR - A to get back into 3BS. A couple of times it went well below minimums after we landed. There were times when I was concerned we'd have to go back over to MBS for the ILS and have my wife come to pick us up. Course I live in the center of the lower peninsula of Michigan where a really clear day may be 10 miles visibility. We may get those "see clear to the horizon" days 3 or 4 times a year on average. We get a lot of marginal VFR down to a mile or two quite often. There is a lot of vegetation with the accompanying haze. If you look closely the majority of the state, including the prime farm land is one big swamp. They just drained the swamp to create the farm land. not common in much of the US. For example, where I'm based IMC usually means embedded T-storms; unless your trainer has RADAR and/or Stormscope, that grounds you. Most rental IFR trainers don't. You can fly in the soup around here for hours (at times) without having to worry about thunderstorms. Sometimes you can end up in torrential rain where the RADAR is one big red splotch, yet the ride is as smooth as sitting in a big easy chair on a concrete floor. OTOH, some times just the green echoes are about as rough as you ever want to get. About 3 or 4 years ago It was almost solid from here to Oshkosh. I was solid from The lake Michigan shoreline to OSH. Then they ran me way to the west for the VOR 09. Coming home we were skimming the tops at 7,000 with about 40 miles of torrential ran before the VOR-A into 3BS. Yet it was as smooth as silk. The next week we weren't in the clouds as much, but it was like driving down a road full of chuck holes. Pretty rough ride and only about 40 miles of the whole trip (each way) was in the soup. Roger Halstead (K8RI EN73 & ARRL Life Member) www.rogerhalstead.com N833R World's oldest Debonair? (S# CD-2) My best suggestion is to do as much of your training as possible on overcast and/or moonless nights over sparsely populated areas; under those conditions hood training is quite realistic and will prepare you to maintain control of the airplane in IMC. Michael |
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