These questions being asked by PiperTommy strike a real chord with me, and prove one of two things : either he had a crap IMCR instructor, or (actually) the fact is that the IMCR is
not a "how to fly IFR" guide. Yes, I know all the old guff about "it's only a get you home/get out of jail card", but I personally don't believe that that is how a great many PPLs with one
actually use it, or why they even get one in the first place.
This rating is - whether those in authority like it or not - used to fly IFR, very probably often in solid IMC. Been there loads of times, eaten the T-shirt etc. But the instruction leaves a huge amount of gaps in the pilot's knowledge, eg in the areas of flight planning, IFR RT etc, and the obvious implication is that these are things only to be taught in the hallowed halls of the full IR. Can't have those IMC chappies getting in the way of the
real IFR traffic, can we ?
Excuse my sarcasm, but having had an IMC for a while now, I've learned (thanks to fantastic help in other places and on here from the likes of the inestimable Chilli) how much I
don't know, which is why I'm doing a (stupidly over-complicated and expensive) IR. But I'm one of the lucky ones who has the resources available, whereas many don't. I think it really is high time that that those who run aviation in Europe got their heads out of the sand and came up with some sort of IR for the PPL which is attainable in terms of cost and effort, and effective in terms of promoting flight safety and efficiency for those who, like me, aren't interested in driving a 737.
Hang on, did I just describe an FAA IR ? Oops ... but wait, that's no good, as it seems the CAA are going to ban N reg UK-based planes. Jolly good show, chaps : any more bright ideas for reducing flight safety ?
Rant over ....
FF
