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#21
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Thanks for all the feedback. The common theme is obvious: just know
your limitations, which should go without saying anyway! I'll still be planning on that ticket. Whether or not I go for it some time is relevant to me at the moment because I'm looking at the purchase of a C150 or 152 and need to decide if I need IFR cert. |
#22
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I think that was over quite a number of years. He'd been flying since
the 40s. Not sure if all were in the Cubs either but the two in a row were. (He landed, looked things over, restarted, did a runup, looked good, took off.. and ended up in the next field over.) By the way, this guy must have had a terrible mechanic - nine engine failures! Michael |
#23
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I think that was over quite a number of years. He'd been flying since
the 40s. Not sure if all were in the Cubs either but the two in a row were. (He landed, looked things over, restarted, did a runup, looked good, took off.. and ended up in the next field over.) so what does that tell you about his judgment? BT |
#24
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Even if you never fly honest IMC, only VFR, the improvement in
your flying abilities (precision, accuracy, dealing with ATC, etc) will be well-worth the rating. |
#25
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"George" wrote in message news:i1w0c.19779 This kind of BS just plain ****es me off. You do not become more likely to kill yourself with an instrument rating and not flying 3 times a week. This statement is a perfect example of why hours do not necessarily mean competence in aviation. methinks thou doth protest too much...... |
#26
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"Paul Folbrecht" wrote in message Thoughts on this?? Definitely get the rating. On the one hand, the added skills accompanying the Instrument Rating can only enhance your judgment and abilities. On the other hand, (at the risk of sounding elitist), he was right -- once you've flown every day in the IFR system, earning your living on a schedule, good weather and bad, you realize just what the difference between adequacy and proficiency means. That doesn't mean that a 200 hr instrument pilot is dangerous, simply that he operates in a world with a higher degree of vulnerability than the daily professional. I'm speaking here of the vulnerability of the skills to degradation through intermittent use. One very important distinction to keep in mind is this -- the Instrument Rating does not equip you to fly in bad weather; it equips you to fly when you can't see. That's all. Regards, John Gaquin B727, B747 |
#27
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IMHO, and, granted, spoken from the standpoint of a non-instrument rated
pilot, I think your friend of a friend is making some pretty gross generalizations Paul. If he could back it up with real data, ok, *maybe* I'd consider his point...depends on the data though. without it. (Logic being, obviously, that the ticket will give me such a sense of security that I won't be afraid of hard IMC even when I'm not current enough to handle it.) I'd have to agree that if someone was so confident that they could handle hard IMC just because they were instrument rated, that's the first link in the accident chain. And, sure, if they're not current enough to handle *any* IMC, that's link number two in the chain. I disagree, however, that just because someone has an instrument rating, they'll automatically have such a sense of confidence with IMC that they'll make a bad go/no go decision and end up flying when they shouldn't. Sure, some people are going to do so but not everyone. Anyway, just my 2 cents. Personally, I'd ignore the friend of a friend, even if he has a zillion hours. Thanks for posting this though as I've found this an interesting thread. I'm planning on starting my instrument rating this year. -- Jack Allison PP-ASEL "When once you have tasted flight, you will forever walk the Earth with your eyes turned skyward, for there you have been, and there you will always long to return" - Leonardo Da Vinci (Remove the obvious from address to reply via e-mail) |
#28
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In article k.net, Paul
Folbrecht wrote: Thanks for all the feedback. The common theme is obvious: just know your limitations, which should go without saying anyway! I'll still be planning on that ticket. Whether or not I go for it some time is relevant to me at the moment because I'm looking at the purchase of a C150 or 152 and need to decide if I need IFR cert Having an instrument rating helps to reduce insurance costs. As your friend stated you must be current, having an instrument rating does not make you an instrument pilot. If you have poor judgement getting the instrument rating isn't going to change the outcome, it'll just happen sooner perhaps. G -- Dale L. Falk There is nothing - absolutely nothing - half so much worth doing as simply messing around with airplanes. http://home.gci.net/~sncdfalk/flying.html |
#29
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On Mon, 01 Mar 2004 00:53:29 GMT, Paul Folbrecht
wrote: So, this is what he told me: unless I'm going to be flying 3 times/week at least, getting my instrument ticket is a waste and possibly dangerous as well. He thinks I'll be more likely to end up dead with it than without it. (Logic being, obviously, that the ticket will give me such a sense of security that I won't be afraid of hard IMC even when I'm not current enough to handle it.) In other words, the less you know, the safer a pilot you will be. It seems his comments imply that you have/will have poor judgement, in order to be true. That is probably more a commentary on him than on you. Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA) |
#30
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I've got to agree with the friend of a friend of a friend of a
friend, etc. Listen to what he says and understand what he means. In another thread on this News Group there was a discussion about single pilot IFR and I'll paraphrase some comments 'You can get like a one arm paper hanger'. The only way a one arm paper hanger can do his job is to be proficient (or to say it another way, "Practice makes perfect"). If you are going to fly hard IFR to minimums then you need to practice all aspects of IFR flight often enough to stay proficient in the manner you are using your license. Remember you can only die once so plan your flying activities to delay that occurrence as far in the future as possible. The way to die, is in bed with your boots on (paraphrase) G Big John On Mon, 01 Mar 2004 00:53:29 GMT, Paul Folbrecht wrote: I had always planned on getting my instrument rating- within the next year, probably. But last weekend I had a chat with someone who really got me thinking about it. This guy is a friend of a friend and is a retired 20,000 hour ATP. Retired in the 80s flying 707s and I forget what else. Instructed in Cubs for years. (Guy has nine count 'em nine engine failures in Cubs! Two inside 20 minutes once!) So, this is what he told me: unless I'm going to be flying 3 times/week at least, getting my instrument ticket is a waste and possibly dangerous as well. He thinks I'll be more likely to end up dead with it than without it. (Logic being, obviously, that the ticket will give me such a sense of security that I won't be afraid of hard IMC even when I'm not current enough to handle it.) Thoughts on this?? |
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