a first step into a larger world

saracelica said:
Start the book work early!
Click to expand...

I am in my IR training as well but decided to put off the hard core book study. when I did my PPL I had my knowledge test done before I even started flying. when it came time for my check ride I had to relearn all that stuff again. I'm gonna put it off this time so when I do my check ride it will be right after my written test and all be fresh.

I am studying though, just not full boar so I don't need to do it twice.

Did I make a really bad decision?
 
The IR test is ALOT harder then the PP. I did the same thing as you Jason. To each their own I guess. But it wouldn't hurt for you to read through the material and get some *real life* with the questions during your flight training. One of the questions that hung me up on the written was about a no-gyro approach. I asked my instructor and we flew to a towered field and did a no gyro approach and so that question made sense...there was other questions that all flowed together when I practiced them in real life. In October my instructor asked about the written I said "I'm working on it" and he said "Hurry up and get it down you got the flying part down" well February 12th I passed the written and hopefully tomorrow I can see how rusty my flying got. Flying it has to be a priority or else it'll just linger around forever. In your free time read about the questions/read the Gleim book or any of your favorite study prep and get it so you only have to review every couple weeks. When your CFII says "checkride soon" you can brush up the knowledge take the test and the checkride. It's just ALOT of information to absorb. YMMV
 
Make sure your instructor isn't afraid to get you in the clouds. Whenever it was a MVFR-IFR with higher ceilings day my instructor and I would go up and shoot approaches. It really helped me get used to the whole IFR experience
 
What he said :yes: Beg, borrow or steal to get real, live, no BS actual instrument time with your instructor. If he won't do it, get another instructor. Too many CFII's know little about real IFR.


jordane93 said:
Make sure your instructor isn't afraid to get you in the clouds. Whenever it was a MVFR-IFR with higher ceilings day my instructor and I would go up and shoot approaches. It really helped me get used to the whole IFR experience
Click to expand...
 
Working on mine now as well, started towards the end of January. Been chugging along pretty good but all the IFR days haven't been flyable (icing) until last Wednesday...what an experience! Totally different doing the real thing vs having the hood on, especially the ILS down to minimums!!! Luckily my instructor loves the actual stuff so I'm looking forward to lots more of it.
 
saracelica said:
Start the book work early!
Click to expand...

I snagged Machado's audiobook for my commute to work.

I picked up a pair of "Blockalls" brand foggles to see if they're less bad than the cone of shame.
 
The Blockalls worked well, much less awkward than the hood.
 
I like the toggles. Try to get some actual. If you fly a few actual approaches,you won't be anxious during the check ride.
 
Do over. Weekends were a nonstarter due to childcare constraints, so I rearranged my work schedule. I figure I'll do the IR and commercial back to back.
 
First "real" lesson today, second time in the redbird. Scan, airwork, intercepted and tracked a course, procedure turn, rnav approach. Same thing next week, but in the plane.
 
jordane93 said:
Make sure your instructor isn't afraid to get you in the clouds. Whenever it was a MVFR-IFR with higher ceilings day my instructor and I would go up and shoot approaches. It really helped me get used to the whole IFR experience
Click to expand...

And DEFINITELY this!! The real thing is quite different than being under the hood if you ask me. In my opinion, a CFI that won't take you in actual IMC or actually file IFR is doing you a disservice. I understand if you do not get the opportunity, especially folks in the SW, but I would certainly ask when looking for an instructor.
 
Never flown in the clouds, what is the turbulence like. Whenever I fly through a small cloud you can see through it gets bumpy.
 
Week 2: More intercepting & tracking, compass turns, timed turns, partial panel, and a GPS approach back home, in the 172 this time.
 
Last edited:
Week 3: A windy and bumpy DME arc & a hold. Couldn't log the approach back home, as I elected to take off the foggles and keep my breakfast.
 
Last edited:
Took advantage of the weather and shot an ILS, got 0.7 in actual. The flying is getting easier but folding in the radio and 430 buttonology is still hard. I think I've already forgotten how to land the 172.
 
Last edited:
jordane93 said:
Make sure your instructor isn't afraid to get you in the clouds. Whenever it was a MVFR-IFR with higher ceilings day my instructor and I would go up and shoot approaches. It really helped me get used to the whole IFR experience
Click to expand...

Make sure you get into some IFR when you are ready, remember you are flying on your CFIs ticket when you are IFR in training. If you can't hold altitude +/-100 and headings +/-10 degrees under the hood while talking to ATC, you aren't ready for the prime time.
 
PJS313 said:
Working on mine now as well, started towards the end of January. Been chugging along pretty good but all the IFR days haven't been flyable (icing) until last Wednesday...what an experience! Totally different doing the real thing vs having the hood on, especially the ILS down to minimums!!! Luckily my instructor loves the actual stuff so I'm looking forward to lots more of it.
Click to expand...
After 18 years of driving airliners, know its down to mins still raises my heart rate a bit, the day it doesn't is the day I retire.
 
1.5 in the Arrow today. Another DME arc for fun, intercepted/tracked a victor airway, VOR approach, went missed, VOR hold, procedure turn, another VOR approach, guard, turn, parry, dodge... all partial panel due to an inop AI.
 
Actually, its a much smaller world since yours will be confined to the instruments in your aircraft. Say goodbye to the wide horizons!
 
3 approaches today, took on most of the radio calls.
 
Third AMU in. Another few approaches today, it's starting to get easier. XC next time, then need to bang out some hood time in the sim, then checkride prep?!
 
GeorgeC said:
Third AMU in. Another few approaches today, it's starting to get easier. XC next time, then need to bang out some hood time in the sim, then checkride prep?!
Click to expand...

Feel like you're drinking from the firehose yet? ;)

It goes quick!
 
GeorgeC said:
Last year was the year of XC PIC, and this year will be the year of the hood; I started my journey to the IR yesterday in a 72 PA28-180.
Click to expand...
Good.

If it is even possible, I had more fun getting the IR than the initial PPL
 
Just finished my long cross country last Friday. AI went nips North on the way back from Palm Springs, so time for a G5 installation. I don't have a 430, just doing it old school. I was surprised how high the VOR approach leaves you and I need to concentrate on SMALL corrections as I did a great anaconda impression on my localizer approach. The ILS however, was pretty much spot on despite the wind.
 
A good CFII should minimize your hood time, actually or sim is where it's at.
 
James331 said:
A good CFII should minimize your hood time, actually or sim is where it's at.
Click to expand...

You know that's not practical in some areas of the country with the equipment we fly as trainers.

Edit: I get what you're saying, it's just not that easy if there's no access to a sim that meets the regs and the weather is only flyable IMC for spamcans about 3% of the year on average.
 
Timbeck2 said:
Just finished my long cross country last Friday. AI went nips North on the way back from Palm Springs, so time for a G5 installation. I don't have a 430, just doing it old school. I was surprised how high the VOR approach leaves you and I need to concentrate on SMALL corrections as I did a great anaconda impression on my localizer approach. The ILS however, was pretty much spot on despite the wind.
Click to expand...

The (late) instructor who did most of my instrument training would always rib me with "S turns for spacing on the approach, eh?" One of the last flights we took together was my flying safety pilot for him to update his instrument currency. So I reminded him "S turns for spacing eh?" as he wandered down the ILS...
 
denverpilot said:
You know that's not practical in some areas of the country with the equipment we fly as trainers.

Edit: I get what you're saying, it's just not that easy if there's no access to a sim that meets the regs and the weather is only flyable IMC for spamcans about 3% of the year on average.
Click to expand...

Depends, I lived in the PNW and got a good amount of IMC, plus you can use sims beyond the mins, and saftey pilot to save money, point is if you work it right most of the CFII time you pay for should be IMC or sim
 
You must log in or register to reply here.
Back
Top