A aviation & planes forum. AviationBanter

If this is your first visit, be sure to check out the FAQ by clicking the link above. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below.

Go Back   Home » AviationBanter forum » rec.aviation newsgroups » Instrument Flight Rules
Site Map Home Register Authors List Search Today's Posts Mark Forums Read Web Partners

Practice IMC in real IMC



 
 
Thread Tools Display Modes
  #61  
Old March 28th 06, 07:25 AM posted to rec.aviation.ifr
external usenet poster
 
Posts: n/a
Default Practice IMC in real IMC

On Sun, 26 Mar 2006 05:28:32 GMT, Jose
wrote:

Most of this can be done under the hood with an instructor, or safety
pilot who is intimately familiar with the airplane and its
requirements and is probably a lot safer.


It's different in the clag. Hoodwork is helpful, but actual can be an
eye-opener.


Yah, it's *usually* a lot easier in the soup than under the hood.
You don't get as many distractions and false clues at to attitude with
maybe the exception of flicker vertigo.

My instructor had me flying in actual right down to minimums to the
point my first solo trip after getting the rating was right down to
minimums. I was expecting I'd have to go over and shoot the ILS at
MBS as most of the area was down to about 200 feet, but about 3 mile
sout it opened up like flying down a inverted canyon about 2 miles
wide, about 4 long, and about 600 high. (MDA is about 500 AGL)

I was far more proficient then than I am now. I need to go spend some
time under the hood and take an IPC refresher.

Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com


Jose

  #62  
Old March 28th 06, 09:13 AM posted to rec.aviation.ifr
external usenet poster
 
Posts: n/a
Default Practice IMC in real IMC

On Sun, 26 Mar 2006 07:13:37 -0700, "Matt Barrow"
wrote:


"Roger" wrote in message
.. .
On Sat, 25 Mar 2006 22:36:59 GMT, Jose
wrote:

Let's see: I'm uncomfortable doing unusual attitude recovery in IMC. The


For practice I think it's an unnecessary added risk and really adds
nothing that you can't do under the hood.

accident record shows this to be probably the top killer of IR pilots.


I'm not so sure about that, but I don't know.


In combining the latest Nall Report (which does more to report by aircraft
type) and the data from the ASF's Beech Safety Report (which is more a
comparison of Beech models but also of IR vs non-IR pilots), it _appears_


It should be interesting once there are more SR-22s out there.
The Bo and Debonair (basically same airplane) are deceptively slippery
when you look at the light wing loading, but slippery they are. You
really need to be on your toes all the time and even more so when on
instruments. That's one of the reasons you seldom see a Bo without a
good autopilot that's flown in IMC.

With the nose down that thing will accelerate to Vne in just a few
seconds even though it has a lighter wing loading than some Cherokees.
Now take a SR-22 which is very slippery and I believe has a higher
wing loading and things can go down that slippery slope in a hurry.

the biggest killer of IR pilots is flight into thunderstorms during IMC and


Another reason to upgrade to a nice glass panel with satellite RADAR?

loss of control while maneauvering in IMC (combined factors???...I'm not a


I think if you fly into a thunderstorm the problems with maneuvering
are a given. :-)) OTOH I've been 90 degreed in the clouds and it was
not much more than a big "bump". However any time you pass into
unusually attitudes it's time to keep at least one eye on the TC in
addition to the AI. Keep little airplane in the TC level and the ball
in the center. Low airspeed, get the nose down to the proper attitude.
High airspeed, power off and *ease* the nose up.

OTOH it seems that "inadvertent" flight into IMC is pretty hard on
instrument rated pilots too. Still, we probably never hear about the
ones who survive.

Be it in IMC or under the hood the key is practice and personally I
would prefer to the unusual attitudes with some one in the right seat
who can see.

statistician, nor a "****house lawyer" :~) ).


statistics can mean most anything depending on how a study is
conducted and presented. If you don't know the parameters for the
study then the results don't mean a whole lot.


I'd be intereted in seeing a report that sifts the data out more directly
than trying to extrapolate multiple sources.


And there are so many variables. Time in make and model, total time,
time in the clouds, make and model of aircraft, pilot's attitude
(which is almost impossible to get) Compare high performance retracts
to fixed gear that are not high performance.

Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

snip

 




Thread Tools
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

vB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Forum Jump

Similar Threads
Thread Thread Starter Forum Replies Last Post
A Question For Real Airline Pilots Blue Simulators 34 September 6th 04 01:55 AM
The Real Enemy Staring Us in the Face WalterM140 Military Aviation 2 July 12th 04 06:18 PM
Real weather GPS ANTHONY ROTHSCHILD Simulators 2 July 1st 04 06:40 PM
I'm a real PILOT! CFLav8r Piloting 45 April 26th 04 03:29 PM
Virtual Airline sues Real Airline Joseph Brown Simulators 4 April 25th 04 09:10 PM


All times are GMT +1. The time now is 10:57 PM.


Powered by vBulletin® Version 3.6.4
Copyright ©2000 - 2024, Jelsoft Enterprises Ltd.
Copyright ©2004-2024 AviationBanter.
The comments are property of their posters.