IFR/IMC Flying Video

netsurfr

netsurfr

Pre-takeoff checklist
Joined
Aug 30, 2014
Messages
311
Location
Wisconsin
Display Name
Display name:
Jose
Yesterday was a perfect IFR/IMC flying day so took advantage. LIFR or slightly above for both takeoffs & landings and entire flight at altitude was IMC. No freezing temps to worry about. Challenging but very rewarding...

 
Nice video, but includes the dreaded "position checks"! :)
Which is why I say, don't learn from youtube videos...
 
Thanks. I don't use the "position checks" normally but this CFI was trained that way and wants me to so i use it with him. Guess some pilots and some don't even when it's not required.

RotorDude said:
Nice video, but includes the dreaded "position checks"! :)
Which is why I say, don't learn from youtube videos...
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nice plane! and nice vid, kinda makes me want to start IFR.
 
netsurfr said:
Thanks. I don't use the "position checks" normally but this CFI was trained that way and wants me to so i use it with him. Guess some pilots and some don't even when it's not required.
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I feel for you.
Ask your CFII(?) to find you a link on LiveATC to a single airline pro using that phrase. Please share it here, if he can find it.
 
Why is the chart on your phone set to the VFR sectional rather than the low en route IFR chart?

Nice job, though. Must have been a lot of fun!
 
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Because I don't need to refer/use the IFR chart during takeoff or enroute and the VFR chart has information that is more valuable (urban areas, lakes, roads, etc...) for situational awareness in event of emergencies. I switch over to approach plates for that phase of flight or IFR charts if I need to (intercepting victor airways, deviations, etc...).

PPC1052 said:
Why is the chart on your phone set to the VFR sectional rather than the low en route IFR chart?
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Never heard it before working w/ current CFI. When you establish contact w/ radar facility (ATC/Center) and they call out your position then some pilots confirm that position by saying Position Checks as a measure to confirm that you are where they say they see you at. Not a FAR nor an AIM as far as I know. There's a thread about this very same topic here in POA. Some pilots use/like it, others think it clutters radio frequencies.

write-stuff said:
Nice panel! And what's a position check?
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RotorDude said:
I feel for you.
Ask your CFII(?) to find you a link on LiveATC to a single airline pro using that phrase. Please share it here, if he can find it.
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Lots of airline pros use non standard phraseology.
 
RotorDude said:
I feel for you.
Ask your CFII(?) to find you a link on LiveATC to a single airline pro using that phrase. Please share it here, if he can find it.
Click to expand...

Wouldn't be that hard to find...
 
I don't see the point in it. The default is that yes, you are at that position. If you're not, then say something. No need to confirm the default. ATC is not sitting around waiting for it. It's useless verbiage.
 
write-stuff said:
I don't see the point in it. The default is that yes, you are at that position. If you're not, then say something. No need to confirm the default. ATC is not sitting around waiting for it. It's useless verbiage.
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I'd rather hear that than "Traffic in the area please advise...."
 
write-stuff said:
I don't see the point in it. The default is that yes, you are at that position. If you're not, then say something. No need to confirm the default. ATC is not sitting around waiting for it. It's useless verbiage.
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This. By this logic, you'd also be telling ATC, "All gauges in the green, and I AM SAFE." Or maybe "All systems are GO"?
 
RotorDude said:
Only as passenger.
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I'd agree with you that most "pro's" live up to their name, but at the same time, many of them have neither the time nor inclination to get into a battle of the phraseology debates that occur on this message board.

I'd love to attend a POA fly-in and critique the performances and radio chatter..
 
BellyUpFish said:
I'd agree with you that most "pro's" live up to their name, but at the same time, many of them have neither the time nor inclination to get into a battle of the phraseology debates that occur on this message board.

I'd love to attend a POA fly-in and critique the performances and radio chatter..
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I'll be coming in on a 40 mile final asking traffic in the area to advise and letting everyone know that my position checks with where my GPS says I am.
 
isn't there another entire thread devoted to how ridiculous 'position checks' is? cause I only mentioned how silly it is in this thread, so figured I'd go over to the other one and chime in there as well.
 
netsurfr said:
Because I don't need to refer/use the IFR chart during takeoff or enroute and the VFR chart has information that is more valuable (urban areas, lakes, roads, etc...) for situational awareness in event of emergencies. I switch over to approach plates for that phase of flight or IFR charts if I need to (intercepting victor airways, deviations, etc...).
Click to expand...

I do the same thing with my iPad, leave it on sectionals for the most part, I'll sometimes switch over to planning too.

If you want any suggestions,

when they ask you to ident the ident is confirmation enough, no need for any radio work.

I'd use your bottom GNS430 like a FMS, have the bottom on flight plan screen and the top on map view (with crossfill ofcourse)

As for the whole position checks stuff, I just say my call sign or roger to those, not a big deal ether way, the goal is just to keep things short while conveying the information needed, many ways to skin that cat.

On your initial call up, I would leave out all the stuff about who you're talking to and having just departed, just say "Piper XXX 2 thousand for 4 thousand" add any other restrictions like runway heading or speeds or whatever too.

On frequencies, just leave off the one, were VHF, they all start off with one, no sense wasting your mental RAM, 125.4 just say 25.4.

Good flying and sweet panel too BTW!
 
netsurfr said:
Never heard it before working w/ current CFI. When you establish contact w/ radar facility (ATC/Center) and they call out your position then some pilots confirm that position by saying Position Checks as a measure to confirm that you are where they say they see you at. Not a FAR nor an AIM as far as I know. There's a thread about this very same topic here in POA. Some pilots use/like it, others think it clutters radio frequencies.
Click to expand...

While the usage of the phrase doesn't chap my hide nor does the lack of use bother me, what does make me curious is why he insists you use it, especially when it's your training, not his?

If you don't want to use the phrase, don't use it and don't let a CFII tell you to use it, especially if it's not standard phraseology.
 
Guys/gals In the grand scheme of things I really don't mind nor care about the cfis preference with this phrase. Adding the words position checks doesn't annoy me, slow me down, or affect anything about the flight or my training. If he feels like this enhances safety and therefore useful so be it. We all have different ways of accomplishing our flights and I really gain nothing in arguing or disagreeing about the use of 2 words. Although I won't adopt the use of it the fact he brought it up has made me more aware of ensuring I pay attention to when atc acknowledges my position. Something I never thought about before so I'll focus on the positives and good things I've learned from this cfi and not sweat the little stuff.

Also, there's a thread entirely devoted to the use of "position checks" here on POA. Perhaps that's a better place to debate the use of it as opposed to this thread?
 
Good tips especially the Ident part as I always intend on checking wether or not I NEED to repeat the ident request but always forget to afterwards and I see that I really don't need to. I do typically have gns2 on the flight plan page but I also switch from that page for various reasons but normally that's where it's at.

James331 said:
I do the same thing with my iPad, leave it on sectionals for the most part, I'll sometimes switch over to planning too.

If you want any suggestions,

when they ask you to ident the ident is confirmation enough, no need for any radio work.

I'd use your bottom GNS430 like a FMS, have the bottom on flight plan screen and the top on map view (with crossfill ofcourse)

As for the whole position checks stuff, I just say my call sign or roger to those, not a big deal ether way, the goal is just to keep things short while conveying the information needed, many ways to skin that cat.

On your initial call up, I would leave out all the stuff about who you're talking to and having just departed, just say "Piper XXX 2 thousand for 4 thousand" add any other restrictions like runway heading or speeds or whatever too.

On frequencies, just leave off the one, were VHF, they all start off with one, no sense wasting your mental RAM, 125.4 just say 25.4.

Good flying and sweet panel too BTW!
Click to expand...
 
netsurfr said:
Guys/gals In the grand scheme of things I really don't mind nor care about the cfis preference with this phrase. Adding the words position checks doesn't annoy me, slow me down, or affect anything about the flight or my training. If he feels like this enhances safety and therefore useful so be it. We all have different ways of accomplishing our flights and I really gain nothing in arguing or disagreeing about the use of 2 words. Although I won't adopt the use of it the fact he brought it up has made me more aware of ensuring I pay attention to when atc acknowledges my position. Something I never thought about before so I'll focus on the positives and good things I've learned from this cfi and not sweat the little stuff.
Click to expand...

Wasn't attempting to debate it, just saying its your training, unless it's a safety thing, you should let it be your training, not the CFI's.

There are many ways to skin a cat. I had an instructor who used to get red faced when I would announce "left or right" for a pattern leg - left downwind, right base, etc. "THERES NO DIRECTION IN THE FAR!" Well, the FAR/AIM doesn't say land on the wheels, either..

I'll openly admit I've used the phrase - position checks (I've also called ATC and asked for college football scores from a 121 cockpit soooo...) but after reading some of the thoughts here, we will have to see if I use it again.

Like you said, no need to sweat the little stuff...
 
netsurfr said:
Guys/gals In the grand scheme of things I really don't mind nor care about the cfis preference with this phrase. Adding the words position checks doesn't annoy me, slow me down, or affect anything about the flight or my training. If he feels like this enhances safety and therefore useful so be it. We all have different ways of accomplishing our flights and I really gain nothing in arguing or disagreeing about the use of 2 words. Although I won't adopt the use of it the fact he brought it up has made me more aware of ensuring I pay attention to when atc acknowledges my position. Something I never thought about before so I'll focus on the positives and good things I've learned from this cfi and not sweat the little stuff.

Also, there's a thread entirely devoted to the use of "position checks" here on POA. Perhaps that's a better place to debate the use of it as opposed to this thread?
Click to expand...

You must be new here. ;)

When is the checkride? And when can I safety pilot for you?
 
Busted altitude during a VOR approach while partial panel (failed Aspen PFD) so failed checkride and have to redo a VOR approach. It was a very bumpy day (should not have scheduled checkride for 1PM on a hot/sunny day) so had a hard time keeping plane trimed so between that and partial panel I didn't make it. Now the issue I have is scheduling a lesson & re-test. CFI has been unavailable as well as the DPE (out of town) and this week I got picked for jury duty so this is proving challenging to schedule.

mjburian said:
How did it go?
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Hey, I failed mine today. A partial panel VOR approach LMAO! I had the opposite problem, I misread the plate and was too high.

You'll get it the next time around.
 
netsurfr said:
Busted altitude during a VOR approach while partial panel (failed Aspen PFD) so failed checkride and have to redo a VOR approach. It was a very bumpy day (should not have scheduled checkride for 1PM on a hot/sunny day) so had a hard time keeping plane trimed so between that and partial panel I didn't make it. Now the issue I have is scheduling a lesson & re-test. CFI has been unavailable as well as the DPE (out of town) and this week I got picked for jury duty so this is proving challenging to schedule.
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fiveoboy01 said:
Hey, I failed mine today. A partial panel VOR approach LMAO! I had the opposite problem, I misread the plate and was too high.

You'll get it the next time around.
Click to expand...

You'll both get it next time around. Just do whatever you can to get them done in the 60 day window, it'll take a lot of stress off of you knowing you basically just need to shoot one approach (you'll know the type and maybe even the exact approach). The instrument ride was, by far, the toughest for me (and I've heard others say the same), so no worries... just get back up there when you can and knock the rest of it out!
 
Agree, retrain, fly some more (cuz it's fun afterall) and go for a retest. Should be a breeze if that's the only thing failed.
Many of us failed the first try. ;) (well, at least my PPL ride)
 
netsurfr said:
Busted altitude during a VOR approach while partial panel (failed Aspen PFD) so failed checkride and have to redo a VOR approach. It was a very bumpy day (should not have scheduled checkride for 1PM on a hot/sunny day) so had a hard time keeping plane trimed so between that and partial panel I didn't make it. Now the issue I have is scheduling a lesson & re-test. CFI has been unavailable as well as the DPE (out of town) and this week I got picked for jury duty so this is proving challenging to schedule.
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@fiveoboy01 knocked his out this morning, so now I'm waiting to hear how yours goes. Keep us updated!
 
So my IFR checkride re-test was scheduled for tomorrow but WX forecast was looking really bad. Called DPE (who's been traveling out of town lots) and he tells me Thursday is no good and Friday his wife goes in for surgery so he's going to be taking care of her afterwards and considering my plane is scheduled for annual Monday I was beginning to stress but DPE said he could do it today even though we had a convective sigmet for the area and a few nasty storms headed our way but decided to give it a go. Had to fly up to DPE's airport (KOSH) and on my drive to airport it was pouring rain but my plan/goal was that the worse of the storms would pass and I could quickly dash up north behind them, take care of the re-test (one approach) and fly back before more storms moved our way. So.... FINALLY!!! Had to dodge storms there & back and deal w/ a 17knot gust x-wind for the approach but got it done. Plus got the plane washed on the way there & back as I flew through rain. Considering all the challenge I had to go through to get this rating I'm actually happy it was a challenging WX day to bring it to conclusion!

2016-05-31 14.35.05.jpg 2016-05-31 14.41.50.png 2016-05-31 15.50.35.jpg
 
A fix-pitched prop with a digital engine monitor? More videos, please. I've been wanting to see exactly what kind of MP/RPM combinations you're getting at different altitudes for my planning purposes.
 
Congratulations!!! Well done and welcome to the wet wing gang...:eek::eek::eek: Did you file for the return flight???
 
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