IMC Minima help please
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An IMC only not in VERY current practice would be VERY stupid to attempt an approach beyond the 500/600ft recommendations In fact I would suggest even those are too low if you are not CURRENT.
It doesn't matter how current you are, if you intercept the needles for an ILS and have a nice stabilized approach, keeping the needles centred, then any monkey can fly the approach. The difficult bit is knowing when to go missed and knowing that you have set everything else up properly (missed approach aids dialled in, brief for the missed, having a plan B!) and knowing when things are going wrong.
Believe it or not, instrument flying is not rocket science as some like to make out. I've held an IR since 2002 and there have been times when I have been "un-current", not legally but feeling. One thing I notice though is that the more instrument experience you have, the quicker currency comes back - a bit like riding a bike, if you're 40 years old and haven't ridden for 20 years, you'll feel a bit wobbly at first but not really dangerous, and it doesn't take long for it to come back. This equally applies to IR and IMCr holders......
Just my humble opionion of course.
Join Date: Sep 2003
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Your full of crap Al. You are just looking for a fight!
Knowing when to make the Missed Call, setup and IDENT the aids is just as much a part of CURRENCY as being able to keep the needles centred or the correct rate of descent for a Non Prec.
You are right, Instrument flight is not rocket science and is in fact easier than VFR flight. But it relies on Currency to do it safely regardless of the rating printed on your license and at no point did a single out any rating. My comment was about currency nothing else.
Knowing when to make the Missed Call, setup and IDENT the aids is just as much a part of CURRENCY as being able to keep the needles centred or the correct rate of descent for a Non Prec.
You are right, Instrument flight is not rocket science and is in fact easier than VFR flight. But it relies on Currency to do it safely regardless of the rating printed on your license and at no point did a single out any rating. My comment was about currency nothing else.
Join Date: Feb 2001
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I understood that cloud base is not the main factor in determinining approach limits, but that it is the visibility. The problem with the IMC combo of 1800m and 400/500 feet is that on a 3 degree slope, at 500 feet, you'll still be almost two miles from touchdown in a vis of a mile, so at the limits, you may end up throwing away a perfectly legal approach simply because you can't see the runway until you get a little further along.
In practise, it may be better to confirm sight of the ground at 500' then continue down the GS a little further until the runway comes into sight. Of course a decent CAT2/3 lighting system at the airfield helps greatly as the approach lights will easily be seen at 500' even if the runway isn't.
I've taken a couple of PPL/IMC mates in the sim and frozen it right on their limits to show them how murky it still looks at 500' but that within another 10-20 seconds on the approach, the whole picture changes and the warm fuzzy feeling follows.
In practise, it may be better to confirm sight of the ground at 500' then continue down the GS a little further until the runway comes into sight. Of course a decent CAT2/3 lighting system at the airfield helps greatly as the approach lights will easily be seen at 500' even if the runway isn't.
I've taken a couple of PPL/IMC mates in the sim and frozen it right on their limits to show them how murky it still looks at 500' but that within another 10-20 seconds on the approach, the whole picture changes and the warm fuzzy feeling follows.
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In practice the 1800m viz requirement is not a problem. I don't recall it ever being a problem in 5 years.
This may be because viz is rarely that bad. 1800m is serious haze/mist and in those conditions one tends to not have a cloudbase problem. 3000m is common (like today) but 1800m is not common.
The biggest problem is cloudbase below the MDH or DH. Much of the UK is not flyable because of this, much of the year, and that includes most airfields with an IAP too. Only an ILS really cracks it.
This may be because viz is rarely that bad. 1800m is serious haze/mist and in those conditions one tends to not have a cloudbase problem. 3000m is common (like today) but 1800m is not common.
The biggest problem is cloudbase below the MDH or DH. Much of the UK is not flyable because of this, much of the year, and that includes most airfields with an IAP too. Only an ILS really cracks it.
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Your full of crap Al. You are just looking for a fight!
Heck, just stick the AP into approach mode and fly it on the AP. That is always current
50' pull the power and watch George flare for you.....easy
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The real problem for the IMCR holder is that usually the approaches flown during training are not to the tolerance required for an IR. Therefore an IMCR holder must develop his skills in line with his "willingness" to accept lower minima. If he does so in a controlled way he will achieve the same skill level as a newly minted IR holder, if he does not, he will need quicker reactions and a steady hand the first time he becomes visual after an approach to near minima.
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Hi, had a quick search and haven’t found anything on the topic but basically I’m on a structured modular course and as part of our hours building we’ve been given the chance to do an IMC rating. As I will be going onto gain and IR etc is it necessary to do the IMC? I can see that the IMC would give u an advantage going into the IR but would the 15hours of dual be better spent on P1 time?
Thanks for the advice in advance
Rich
Thanks for the advice in advance
Rich
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At a guess, an IMCR will give you single crew IFR privileges in UK airspace Classes D,E,F,G whereas your multi crew JAA ATPL will give you no single crew IFR privileges whatsoever.
Whether, once you have your ATPL, you could knock off a quick IR checkride in some piston twin to get a single crew ME IR (which is way better than an IMCR because it gives you worldwide IFR privileges in any JAA-reg single crew SE or ME plane) in less time, is a good question.
An IMCR is rarely done in 15hrs to the required standard. 25 is more like it.
Whether, once you have your ATPL, you could knock off a quick IR checkride in some piston twin to get a single crew ME IR (which is way better than an IMCR because it gives you worldwide IFR privileges in any JAA-reg single crew SE or ME plane) in less time, is a good question.
An IMCR is rarely done in 15hrs to the required standard. 25 is more like it.
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rich,
worst case, the IMC rating will make you a very bored student as you struggle to fill the sim hours for your IR with sensible things to do....
If you don't mind spending an additional 1000-1500 pounds during hourbuilding (for better equipped a/c, instructor, test, and fees) I would do it, but you won't get full payback in saved IR hours because of the minimum 55 hours (no credit).
Re hours - you need 200 TT and 100 PIC, so unless you already used 80 for your PPL and night qualification that is not a factor. Don't think the 15 hours PIC will set you apart from other "low hours" candidates after CPL/IR.
Ah, one more thing - I would recommend doing the IMC rating with proper screens or at very least a hood, not foggles. Screens give the most realistic "IMC" experience, foggles make things far too easy. Hood is halfway in between if you don't cheat.
worst case, the IMC rating will make you a very bored student as you struggle to fill the sim hours for your IR with sensible things to do....
If you don't mind spending an additional 1000-1500 pounds during hourbuilding (for better equipped a/c, instructor, test, and fees) I would do it, but you won't get full payback in saved IR hours because of the minimum 55 hours (no credit).
Re hours - you need 200 TT and 100 PIC, so unless you already used 80 for your PPL and night qualification that is not a factor. Don't think the 15 hours PIC will set you apart from other "low hours" candidates after CPL/IR.
Ah, one more thing - I would recommend doing the IMC rating with proper screens or at very least a hood, not foggles. Screens give the most realistic "IMC" experience, foggles make things far too easy. Hood is halfway in between if you don't cheat.
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If he does the hours with an IRI at his commercial school as if they were towards the IR he can get an IMC when he meets the standard and the hours will still count towards the IR as long as they are completed within the the appropriate time frame etc.
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IO540:
Surely that's not right? The guy's on a "structured modular course". That presumably means he will be doing a CPL followed by a ME IR on a single-crew piston twin. Therefore his IR when he gets it will give him all the single crew IFR privileges you can get. He won't lose those until that rating lapses because he doesn't do his annual route sectors etc. That MIGHT be because he's only then flying multi-crew aircraft, but might be because he's flying nothing, or only singles. And in any case he won't get an ATPL until he has 1500 hours and a type rating on a multi-crew type. Until that point his flying is done on a CPL.
NS
an IMCR will give you single crew IFR privileges in UK airspace Classes D,E,F,G whereas your multi crew JAA ATPL will give you no single crew IFR privileges whatsoever
NS
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Bose-X said:
and you're not then Bose-X?
(Re: The "new IR")
Your full of crap Al. You are just looking for a fight!
The timetable is this summer. We are working on the changes now with a submission for june.
