IMC training for a microlight pilot
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IMC training for a microlight pilot
Having recently acquired a 2-seater microlight (a Halley Apollo Fox) with the ambition/hope of flying it 50-100 hours per year, mostly on weekend (or longer) trips across Europe, I was slightly alarmed when reading in another thread
which seemed to indicate some IMC training might be useful for me. I am of course aware that, even more than a PPL+IMCR pilot, I should never deliberately plan flying close to any bad weather. But what WOULD be useful for me? Here in Belgium, there is no notion of an IMCR and even if there was, it wouldn't be available to a microlight pilot.
Certainly I think I should add an Artificial Horizon to my panel - it only has an ASI, altimeter and VSI at present, plus the engine instruments. But is the instrument much use without some training? It seems unlikely.
The way to add an AH is another point of doubt: I feel little inclined to invest solid money in outdated gyroscope technology. But the alternative would be a major panel redesign with some kind of EFIS - not a job for a lazy Sunday afternoon.
After adding the AH, I think I should find an IFR instructor to give me a couple of hours on essential IMC flying. And define a way of keeping this "bare essentials" knowledge active and available on the longer term.
Ideas? Suggestions? Experiences?
If you fly a lot and actually go places you will do well at some point not too come a little unstuck with the weather.
Certainly I think I should add an Artificial Horizon to my panel - it only has an ASI, altimeter and VSI at present, plus the engine instruments. But is the instrument much use without some training? It seems unlikely.
The way to add an AH is another point of doubt: I feel little inclined to invest solid money in outdated gyroscope technology. But the alternative would be a major panel redesign with some kind of EFIS - not a job for a lazy Sunday afternoon.
After adding the AH, I think I should find an IFR instructor to give me a couple of hours on essential IMC flying. And define a way of keeping this "bare essentials" knowledge active and available on the longer term.
Ideas? Suggestions? Experiences?
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Jan
That is a really good question.
I dont know enough about micro lights and the type of micro light you have to make an informed reply.
However I do know that if you are serious about touring at some point the weather will probably prove challenging.
I also know that a micro light with the minimium of IFR equipment is no place to be and find yourself in IMC. IMC should be avoided at almost any cost.
You will have read the debate on using IMC priviliges on another thread. As is apparent I am a firm believer that if the pilot has had the training and his aircraft is up to the job there are times when instrument skills will save the day.
Doubtless those times could apply just as well to you and therefore any instrument training and any equipment that would improve the ability to fly your aircraft on instruments would seem to make sense BUT only in circumstances of absolute last resort.
Any AI will do a wonderful job of enabling the pilot to keep the aircraft the right way up with some training. Even crossing the channel while being legal VFR in "legal" VMC and a pilot can still find himself with all too few visual references; a good example of circumstances in which you would be grateful for some instrument training.
If it were me I would certainly fit an AI and spend a few hours with an instructor on instrument skills.
That is a really good question.
I dont know enough about micro lights and the type of micro light you have to make an informed reply.
However I do know that if you are serious about touring at some point the weather will probably prove challenging.
I also know that a micro light with the minimium of IFR equipment is no place to be and find yourself in IMC. IMC should be avoided at almost any cost.
You will have read the debate on using IMC priviliges on another thread. As is apparent I am a firm believer that if the pilot has had the training and his aircraft is up to the job there are times when instrument skills will save the day.
Doubtless those times could apply just as well to you and therefore any instrument training and any equipment that would improve the ability to fly your aircraft on instruments would seem to make sense BUT only in circumstances of absolute last resort.
Any AI will do a wonderful job of enabling the pilot to keep the aircraft the right way up with some training. Even crossing the channel while being legal VFR in "legal" VMC and a pilot can still find himself with all too few visual references; a good example of circumstances in which you would be grateful for some instrument training.
If it were me I would certainly fit an AI and spend a few hours with an instructor on instrument skills.
They're the same thing from the cockpit perspective. Historically an AH is a cockpit display only, but an AI also transmits data to other systems - in practice everything gets called an AI nowadays.
I also, incidentally, agree that a bit of instrument training + an AI are not a bad idea if you're doing long trips regularly in a microlight - equally the best lifesaver in a microlight is the ability and willingness to land in a field and walk.
G
I also, incidentally, agree that a bit of instrument training + an AI are not a bad idea if you're doing long trips regularly in a microlight - equally the best lifesaver in a microlight is the ability and willingness to land in a field and walk.
G
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Hello,
Just to give you another viewpoint - I've done a lot of flying in the past (I stopped flying while the children grew up) and never once pushed the VMC limits. And this wasn't only with little local flights, having flown non-stop from Saarbrucken to Toulouse and loads of other multi-stop flight up and down France.
I've now started doing trips again and still have no intention of pushing VMC limits but will still be going places
It is possible, although not always possible on the day you want.
Just to give you another viewpoint - I've done a lot of flying in the past (I stopped flying while the children grew up) and never once pushed the VMC limits. And this wasn't only with little local flights, having flown non-stop from Saarbrucken to Toulouse and loads of other multi-stop flight up and down France.
I've now started doing trips again and still have no intention of pushing VMC limits but will still be going places
It is possible, although not always possible on the day you want.
I'm flying to the Isle of Man today in a microlight with an efis fit that I would love to have in the 172, but certification requirements prohibit.
It's common to see such superb instrumentation in modern microlights and I see little point in having it on board if you're not capable of using it in an emergency. Get an AI fitted and learn how to use it. Better that than joining the ranks of those who 'Lost control after inadvertent entry into IMC'. Just remember that it's a 'Get out of jail' card, and should never be relied upon to carry out a flight.
It's common to see such superb instrumentation in modern microlights and I see little point in having it on board if you're not capable of using it in an emergency. Get an AI fitted and learn how to use it. Better that than joining the ranks of those who 'Lost control after inadvertent entry into IMC'. Just remember that it's a 'Get out of jail' card, and should never be relied upon to carry out a flight.
Last edited by Flyingmac; 3rd Jun 2011 at 07:34.
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- equally the best lifesaver in a microlight is the ability and willingness to land in a field and walk.
A microlight is not a stable enough platform for instrumement flying, so that AI will only be useful for the 180 that gets you out of there in a hurry. It might be safer to simply learn to read the wx.
You only have to read the many accounts of trips done done by UK microlighters every year to realise that bad weather can be a nuisance, but is not a barrier to flying across much of Europe.
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I don't have a problem with a backup set of IMC instruments in a microlight. But, it should be stressed that initial training will not be sufficiently safe without fairly regular refresher training.
An increasingly stressful scenario could be escalated into panic if one finds oneself in true IMC without recent practice. It may be better to invest in BRS!
An increasingly stressful scenario could be escalated into panic if one finds oneself in true IMC without recent practice. It may be better to invest in BRS!
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It may be better to invest in BRS!
Flying your microlight in IMC is illegal, so the wreck caused by the BRS deployment will not be insured.
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Some are, some aren't.
Which microlights would you consider stable enough to be a good instrument platform?
I'd be looking for a duplicated vacuum & power system, which no microlight or LSA has. After that, reasonably firm apparent longitudinal static stability - say 1lb/6kn or higher, and positive spiral stability.
A CT, or even an X'Air for example, would give the handling, and it would be easy to put a battery backed up electric AI and a second altimeter. A few - such as the Eurostar which has neutral spiral stability I'd be more concerned about. A C162 would be fine as well from the LSA category.
Certification requirements do require a few other things, such as a certified engine.
I've never seen anything in the serious technical discussion which discounts LSAs on stability criteria alone.
G
A CT, or even an X'Air for example, would give the handling, and it would be easy to put a battery backed up electric AI and a second altimeter. A few - such as the Eurostar which has neutral spiral stability I'd be more concerned about. A C162 would be fine as well from the LSA category.
Certification requirements do require a few other things, such as a certified engine.
I've never seen anything in the serious technical discussion which discounts LSAs on stability criteria alone.
G
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The way to add an AH is another point of doubt: I feel little inclined to invest solid money in outdated gyroscope technology. But the alternative would be a major panel redesign with some kind of EFIS - not a job for a lazy Sunday afternoon.
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I think that some instrument flight appreciation could only be a good idea for microlight pilots. The latest generation of microlights and LSAs are so capable as touring machines that pilots are often more likely to press on than risk damaging £70,000 worth of aeroplane trying to put it down in a field.
The downside would be the large increase in the cost of getting your license should it be added to the syllabus, as the aircraft would need to be fully equipped for instrument flight and thats going to cost.
Perhaps the LAA could do/already does an instrument flight appreciation hour or two through their coaching scheme?
The downside would be the large increase in the cost of getting your license should it be added to the syllabus, as the aircraft would need to be fully equipped for instrument flight and thats going to cost.
Perhaps the LAA could do/already does an instrument flight appreciation hour or two through their coaching scheme?
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- such as the Eurostar which has neutral spiral stability I'd be more concerned about.
I've never seen anything in the serious technical discussion which discounts LSAs on stability criteria alone.
I just can't imagine instruments on an X'Air in turbulence providing the pilot with readings that did not cause over-reaction.
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obviously you should avoid ever getting into IMC conditions if you or the aircraft are not up to it!
Sadly we are very imperfect beings and with all the best intentions do get into pretty bad messes in many walks of life not just aviation.
Any insurance (not financial) That you have can save your life in one of those situations.
So yes do fit equiptment than can give you basic wings level speed and altitude.
Remember too its more often than not pilots who loose control or turn aeroplanes upside down.
Properly trimmed and just using rudder most will fly level with little input from the pilot.
Have a good radio and a back up handheld to talk to someone and get steers.
As for keeping current a basic Microsoft FS can do that for you.
Anything that gives you more choice options has to be a plus whether in training or equiptment.
Thought there was quite a good GPS unit which gives its own mini partial panel?
Pace
Sadly we are very imperfect beings and with all the best intentions do get into pretty bad messes in many walks of life not just aviation.
Any insurance (not financial) That you have can save your life in one of those situations.
So yes do fit equiptment than can give you basic wings level speed and altitude.
Remember too its more often than not pilots who loose control or turn aeroplanes upside down.
Properly trimmed and just using rudder most will fly level with little input from the pilot.
Have a good radio and a back up handheld to talk to someone and get steers.
As for keeping current a basic Microsoft FS can do that for you.
Anything that gives you more choice options has to be a plus whether in training or equiptment.
Thought there was quite a good GPS unit which gives its own mini partial panel?
Pace
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It would depend on what kind of "microlight" you have but if it was me I would install a conventional gyro based AI (what I call a "horizon").
You can pick up electric horizons for about £1000. RC Allen make some at the bottom of the quality range, Castleberry Instruments make some much better ones and those are also sold under other brand names (I think the BF Goodrich ones were actually made by Castleberry).
The horizon should be right in front of you, not somewhere to one side. It is the most important instrument in the plane, and remains important even on "100% legal VFR" flights e.g. in haze or with visibility impaired by sunlight.
Make sure it has internal illumination, for the correct voltage.
You can pick up overhauled instruments much more cheaply than new ones, from various firms in the USA. Currently I would avoid anything overhauled by Mid Continent
Of course I would also have a decent IFR GPS, which has an OBS mode so one can intercept and fly along "radials" through any waypoint. This is a super feature for things like DIY letdowns; most pilots fly NDB/VOR approaches using that mode of the GPS.
The biggest cockpit workload saver is an autopilot; even a simple 1-servo type (which can hold wings level, or fly a heading) will save a huge amount of work.
You can pick up electric horizons for about £1000. RC Allen make some at the bottom of the quality range, Castleberry Instruments make some much better ones and those are also sold under other brand names (I think the BF Goodrich ones were actually made by Castleberry).
The horizon should be right in front of you, not somewhere to one side. It is the most important instrument in the plane, and remains important even on "100% legal VFR" flights e.g. in haze or with visibility impaired by sunlight.
Make sure it has internal illumination, for the correct voltage.
You can pick up overhauled instruments much more cheaply than new ones, from various firms in the USA. Currently I would avoid anything overhauled by Mid Continent
Of course I would also have a decent IFR GPS, which has an OBS mode so one can intercept and fly along "radials" through any waypoint. This is a super feature for things like DIY letdowns; most pilots fly NDB/VOR approaches using that mode of the GPS.
The biggest cockpit workload saver is an autopilot; even a simple 1-servo type (which can hold wings level, or fly a heading) will save a huge amount of work.
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“You´ll find that the 'outdated technology' is a heck of a lot easier and cheaper to deal with than messing arround for weeks dialing in an EFIS... unless of course you want an EFIS for some other reason and like projects.”
Not my experience. I started life with steam for 20 years and I installed an EFIS in my VLA 2 years ago. It is vastly easier with HITS and SV.
“It is generally agreed that even LSAs are not stable enough,”
Some are some are not.
“Which microlights would you consider stable enough to be a good instrument platform?”
How about an MCR01 ULC – much more stable IR platform than a 152…
“Perhaps the LAA could do/already does an instrument flight appreciation hour or two through their coaching scheme?”
Yes you can.
Have a look at an MGL Enigma – might fit the bill.
Rod1
Not my experience. I started life with steam for 20 years and I installed an EFIS in my VLA 2 years ago. It is vastly easier with HITS and SV.
“It is generally agreed that even LSAs are not stable enough,”
Some are some are not.
“Which microlights would you consider stable enough to be a good instrument platform?”
How about an MCR01 ULC – much more stable IR platform than a 152…
“Perhaps the LAA could do/already does an instrument flight appreciation hour or two through their coaching scheme?”
Yes you can.
Have a look at an MGL Enigma – might fit the bill.
Rod1
Thread Starter
MGL is an interesting link, thanks! Having depleted my resources to get the plane, I am reluctant to go for a full EFIS, which might also be a bit of overkill for the given aircraft. But their AV-2 seems the perfect add-on.
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Hi
having trained on steam gauges and since then spent 200+ microlight hours in front of the Dynon D180 EFIS/EMS I am happy to recommend their basic $1600 D6 which is a full electronic sixpack that fits into one 3 1/8 panel hole:
Dynon Avionics - EFIS Intro
having trained on steam gauges and since then spent 200+ microlight hours in front of the Dynon D180 EFIS/EMS I am happy to recommend their basic $1600 D6 which is a full electronic sixpack that fits into one 3 1/8 panel hole:
Dynon Avionics - EFIS Intro