Practice IMC in real IMC

"Peter R." wrote in message
...

[Who also said:]

Nah, just accumulating a lot of IMC experience as of late where the scan
is
starting to become second nature, rather than demand every last brain
cycle
like it did when I was a student.

I take it you dumped that guy?

Nope. He's a 10,000 hour, gray-haired ATP with a lot of experience to
share and a very good teacher. I would imagine he only hands out tasks
such as these if he has confidence in the instrument pilot taking the IPC.


Yeah, you eastern seaboard folks...

Out here in the West, it's not unusual to find a 2,000 hour pilot with less
than 40 hrs IMC time.

Matt Barrow wrote:

Out here in the West, it's not unusual to find a 2,000 hour pilot with less
than 40 hrs IMC time.

I agree, but you all certainly have your daily challenges there as well,
such as mountain flying and density altitude.

My family is having a reunion/vacation at a resort in Avon, Colorado, in
July. There is a towered airport west of Avon and I was considering flying
the Bonanza from NY to this airport. However, the fact that I would have
to go over the front range to fly into this airport leaves me with two
options: 1) Don't fly or 2) Leave a few days early and take a mountain
flying course in Denver.

I might take option (2), but this would depend on my business schedule.


--
Peter

Peter R. wrote:
Matt Barrow wrote:
Nah, just accumulating a lot of IMC experience as of late where the scan is
starting to become second nature, rather than demand every last brain cycle
like it did when I was a student.


Back in my freight hauling days, I can remember reading the Charlotte Disturber
while flying hard IFR with no autopilot. Shifting my focus between the newpaper
and the instruments wasn't all that tough, but flipping pages was a real bitch.

Couldn't do it today. Back then I was flying twice daily Monday through Friday.
Now I'm lucky to fly once a month.



--
Mortimer Schnerd, RN

VE

Years ago, when I was training for my instrument at Oak
Grove Airport (Ft. Worth) my instructor was giving me
vectors and altitude changes. I did not notice that he had
changed the altimeter setting. He had me doing turns and
descents...the next things I knew, we landed the 172 with
the hood still on my head. It was really an instrument
landing.



wrote in message
...
| Robert M. Gary wrote:
| : Did he have you practice Controlled Flight Into
Terrain also?
|
| : Do landings count?
|
| Touche!
|
| --
|
|
************************************************** ***********************
| * Cory Papenfuss
*
| * Electrical Engineering candidate Ph.D. graduate student
*
| * Virginia Polytechnic Institute and State University
*
|
************************************************** ***********************
|

Roy Smith writes:
"Matt Barrow" wrote:
"Mortimer Schnerd, RN" wrote
wrote:
Robert M. Gary wrote:

Did he have you practice Controlled Flight Into Terrain also?

Do landings count?

Touche!

How hard do you touche?

Depends if your doing a touche and go.

Can we please bring this thread to a full stop?

Into everyone's life a little nonsense must fall.

Yes,

Greg

gregscheetah wrote:
Thanks for everyones response to my question.
I would add a note about the practice of stalls and unusual attitude
recovery in IMC.
I work in the Oil and Gas industry on Catalytic Cracking units. If
something goes wrong it is serious (usually only in $, but sometimes
lives)
However almost nothing ever goes wrong. And when it does, it is almost
always because TWO things went wrong. Therefore we never test one
thing going wrong, because we never know when the other thing might
also go wrong.
Imagine practicing stalls in IMC at the moment your vacuum system
fails? Or steep turns?
Not for me - but others have a high risk tolerance.
Thanks for everyones response.


Don't you practice partial panel recovery from unusual attitudes? I'll
argue that if you aren't proficient at this you shouldn't be flying in
IMC at all, let alone doing stalls and steep turns.

Matt

Matt Barrow wrote:

"Matt Whiting" wrote in message
...

Robert M. Gary wrote:

One one instrument proficiency check a few years ago, I had a CFII not
only
ask me to perform stalls, but also to make two steep turns, all while
flying on an IFR flight plan in IMC


Seems a bit like asking a student to practice spins on his turn from
base to final. Some things seem better to practice simulated. In my
aircraft the plane rolls over about 30 degrees in the stall and has a
pretty good nose down attitude. I wouldn't be excited to do that in
IMC.

I actually recover from stalls better under the hood than I do visually. A
stall feels much less dramatic to me when I can't see out and I tend to
respond faster and smoother than when stalling visually. I would have no
fear doing stalls in IMC with a competent instructor along.


Alas, one of the most (if not THE MOST) common forms of death in flying.

Do you have even a shred of evidence to back up this claim?


Steep turns in IMC is lunacy.

Sure is, if you don't know how to fly on the gauges.


In IMC I'd rather follow the flight director and mine limits bank angles to
about 20 degrees.

You probably wouldn't be save in IMC without your flight director so I
think you are exercising good judgement.


Matt

Mortimer Schnerd, RN wrote:

Peter R. wrote:

Matt Barrow wrote:
Nah, just accumulating a lot of IMC experience as of late where the scan is
starting to become second nature, rather than demand every last brain cycle
like it did when I was a student.



Back in my freight hauling days, I can remember reading the Charlotte Disturber
while flying hard IFR with no autopilot. Shifting my focus between the newpaper
and the instruments wasn't all that tough, but flipping pages was a real bitch.

Couldn't do it today. Back then I was flying twice daily Monday through Friday.
Now I'm lucky to fly once a month.

I never flew as much as you, but I once did fly a fair amount of IMC and
got to the point that I actually got bored flying down the ILS. Now I'm
busy most all of the approach and constantly wondering what I forgot to
do! :-)

Matt

Its funny. In Mexico when you get an IFR clearance they always first
ask you if you're instrument rated. I'd love to know what story is
behind that.

-Robert