To IMC or not to IMC?
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Does this then mean that if you do the IMC before April 2014 you will be able to use the IMC rating (IR(R)) after this date?
It's something I am also considering, but wouldn't want to spend the money only to find out its worthless in the future!
Any one have a link to what training is involved, other than partial panel and various approaches? Thanks
It's something I am also considering, but wouldn't want to spend the money only to find out its worthless in the future!
Any one have a link to what training is involved, other than partial panel and various approaches? Thanks
Last edited by banditb6; 5th Jun 2013 at 18:50.
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Does this then mean that if you do the IMC before April 2014 you will be able to use the IMC rating (IR(R)) after this date?
Any one have a link to what training is involved, other than partial panel and various approaches? Thanks
http://www.caa.co.uk/docs/33/srg_fcl_25v2.pdf
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Even if you never use the IMC rating in its legal definition, it is some of the most valuable training you can do in the british weather, especially if you do any cross country time. I was like you and unsure whether to spend the money a few years ago, I did, and I can think of more than a few flights where it has added a safety margin in deteriorating weather. Even though I'm now overseas and the ticket is no longer of use, I call on those skills once in a while. The only danger - never expect the skills to be there when you need them without continual practice!
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Cannot recommend doing it too much and try to do as much as possible on steam driven instruments and in as awful weather as your instructor is willing to go out in.
The experience is invaluable in the UK given the weather we get. As others have said it may well save your bacon. It has got me out of deep poo twice in the past.
One thing I would add though is don't deliberately go out into dire weather when you have got it. Use it to get out of unavoidable trouble not into avoidable trouble.
You'll be a better and safer pilot for it.
The experience is invaluable in the UK given the weather we get. As others have said it may well save your bacon. It has got me out of deep poo twice in the past.
One thing I would add though is don't deliberately go out into dire weather when you have got it. Use it to get out of unavoidable trouble not into avoidable trouble.
You'll be a better and safer pilot for it.
custardpsc
Sorry about the long delay....I missed your question. I was, in a fairly disorganised kind of way, aiming to find VMC above or in between cloud, and relying on confidence to climb up through cloud to get there. It was not controlled airspace and it was well about 3,000ft, but I probably only had a hazy idea of the regs anyway.
The flight was Naples to Brindisi, and the long way round the coast was very long. Over the mountains looked quicker. As I mentioned, I was supremely confident that I could manage it, with an IMC rating.
It was all a very long time ago; rules were less oppressive then.
To round off the tale; when the engine went all quiet I managed to establish a glide at 60KT (it was a Prentice, why is no-one surprised it stopped) and turn 180 as the probable best escape route. Just as I was beginning to think I might hit the ground quite soon, I came out of the cloud about 1,000 ft above ground. Here the Good Lord intervened; the 1:500,000 map showed no strips, airfields, whatever within 30 miles, but there right below me was a long, wide runway, and I was pretty much at the 1,000 ft point for a forced landing. It was a military airfield, but they were very nice about it, fixed the magneto's (basically, dried them out, it was a Prentice, after all) and sent me on my way with instructions NOT to fly the beast in cloud again. So I didn't. So it caught fire instead, taking off from Baghdad a few days later.
Sorry about the long delay....I missed your question. I was, in a fairly disorganised kind of way, aiming to find VMC above or in between cloud, and relying on confidence to climb up through cloud to get there. It was not controlled airspace and it was well about 3,000ft, but I probably only had a hazy idea of the regs anyway.
The flight was Naples to Brindisi, and the long way round the coast was very long. Over the mountains looked quicker. As I mentioned, I was supremely confident that I could manage it, with an IMC rating.
It was all a very long time ago; rules were less oppressive then.
To round off the tale; when the engine went all quiet I managed to establish a glide at 60KT (it was a Prentice, why is no-one surprised it stopped) and turn 180 as the probable best escape route. Just as I was beginning to think I might hit the ground quite soon, I came out of the cloud about 1,000 ft above ground. Here the Good Lord intervened; the 1:500,000 map showed no strips, airfields, whatever within 30 miles, but there right below me was a long, wide runway, and I was pretty much at the 1,000 ft point for a forced landing. It was a military airfield, but they were very nice about it, fixed the magneto's (basically, dried them out, it was a Prentice, after all) and sent me on my way with instructions NOT to fly the beast in cloud again. So I didn't. So it caught fire instead, taking off from Baghdad a few days later.
Last edited by old,not bold; 11th Jun 2013 at 16:49.
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Echoing just about everyone else, just do it. The skills & confidence you gain may one day save your life.
I started my ab initio training with a somewhat quirky instructor (anyone remember the late Harry Knight?) & began flying in real IMC on my second PPL lesson. In consequence, instrument flying became ingrained from the outset.
Just as well - later in my PPL training, on my first solo flight away from the circuit, I ended up in a cloud a couple of miles from the edge of the Heathrow CTZ boundary. A stupid thing to do (and the CFI gave me a first-rate rollicking for it), but at least I was alive to receive it & managed to navigate my way back to visual conditions without busting CAS.
I did my IMC pretty much immediately after getting my PPL.
I started my ab initio training with a somewhat quirky instructor (anyone remember the late Harry Knight?) & began flying in real IMC on my second PPL lesson. In consequence, instrument flying became ingrained from the outset.
Just as well - later in my PPL training, on my first solo flight away from the circuit, I ended up in a cloud a couple of miles from the edge of the Heathrow CTZ boundary. A stupid thing to do (and the CFI gave me a first-rate rollicking for it), but at least I was alive to receive it & managed to navigate my way back to visual conditions without busting CAS.
I did my IMC pretty much immediately after getting my PPL.
Last edited by Sillert,V.I.; 11th Aug 2013 at 13:35.
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Thanks!
So today I passed my IMC test!!
I just wanted to say thanks for all the encouragement to do it. I certainly feel that the training has made me a better pilot particularly with regard to my decision making.
And thanks to Adrian at Stapleford for being a great instructor.
In a strange way I'm quite glad there was the threat of extinction for the IMC as it made me get on with it. But pleased that it has at least a five year reprieve.
Next thread - to Enroute IR or not to Enroute IR..........
I just wanted to say thanks for all the encouragement to do it. I certainly feel that the training has made me a better pilot particularly with regard to my decision making.
And thanks to Adrian at Stapleford for being a great instructor.
In a strange way I'm quite glad there was the threat of extinction for the IMC as it made me get on with it. But pleased that it has at least a five year reprieve.
Next thread - to Enroute IR or not to Enroute IR..........
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well done dax.
Now try and get into the habit of planning your flights IMC/IFR and then if you can stay visual do so.
The day you get caught out and need to actually use it in anger you will thank me for it.
Try and keep your currency up as well.
Now try and get into the habit of planning your flights IMC/IFR and then if you can stay visual do so.
The day you get caught out and need to actually use it in anger you will thank me for it.
Try and keep your currency up as well.
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Whatever you do holds a question mark! What would I do? Probably hot shoe it to the USA for a couple of weeks, use the money to get an FAA IR Then fly your hour building in the USA as IFR flight so you get the hours towards a conversion to a full EASA IR.
Flying is a much cheaper thing to do in the USA compared to europe!
But that is my opinion !
But hey we are all gambling on this one
Pace
Flying is a much cheaper thing to do in the USA compared to europe!
But that is my opinion !
But hey we are all gambling on this one
Pace
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Pace's comment was in context of the IMC rating may not be obtainable after April next year. At the moment, if everything goes as expected, Europe is going to let the CAA continue to give out new ones for another 5 years.
FAA IR is easier to get than an EASA one. However you need to keep in current. If you aren't going to use the facilities of a full IR then it there is no point in going for it. However if you want to use an IR internationally you will need a full one.
Comes down to currency in my view. If you are going to use it from time to time to hop through a few clouds to do some VFR on top, go IMC and know your limitations. If you are regularly going to do long distance airway transits you need a full IR. IMC is easier to keep current with (legally speaking) but real currency is in flying time.
FAA IR is easier to get than an EASA one. However you need to keep in current. If you aren't going to use the facilities of a full IR then it there is no point in going for it. However if you want to use an IR internationally you will need a full one.
Comes down to currency in my view. If you are going to use it from time to time to hop through a few clouds to do some VFR on top, go IMC and know your limitations. If you are regularly going to do long distance airway transits you need a full IR. IMC is easier to keep current with (legally speaking) but real currency is in flying time.