Instrument Training and Rating
Joined: Dec 2005
Posts: 304
Likes: 0
From: france
hello everyone!
so the last post dates of december 6...
today, I would like to know if other students did their IR before the CPL ?
what is your impressions ?
I hesitate because I know that many FTO take this way, IR then CPL. I do not know why exactly... is it cheaper for them ??
thanks.
so the last post dates of december 6...
today, I would like to know if other students did their IR before the CPL ?
what is your impressions ?
I hesitate because I know that many FTO take this way, IR then CPL. I do not know why exactly... is it cheaper for them ??
thanks.
Joined: Oct 2006
Posts: 332
Likes: 0
From: Bristol
IR/CPL
Might have something to do with the CPL hour reduction, I believe you do (or can, subject to ability) a 15 hour CPL, if you do it post IR. It's covered (ish) on the Bristol Flying Centre Website. Popped in there a month or so ago and was massively impressed with the chap's proffessionalism.
Regards
Rossco
Regards
Rossco
I Have Control
Joined: May 2004
Posts: 51
Likes: 1
From: North-West England
Seneca--stable!"
"The Seneca was faster etc. but I found it a really stable platform and yes it has two engines etc, but it wasn't that much more to manage than a Piper Warrior really once you'd got used to the power settings etc. and remember "
Great respect Hufty;
I and others found it a wobbly beast at the best of times! Even the A320 in Direct Law is a comfier proposition, handling-wise.
Great respect Hufty;
I and others found it a wobbly beast at the best of times! Even the A320 in Direct Law is a comfier proposition, handling-wise.
Joined: Nov 2006
Posts: 28
Likes: 0
From: uk
Acute Turns - Instrument Rating
What is the 'technically correct' method to turn acutely, at an enroute beacon?
I was taught, to turn onto a parallel track, time for 1 min (from abeam), then intercept.
However, I've discovered that some are initiating the turn at 2 miles prior, then intercepting, effectively cutting the corner...
Cheers,
Pip.
I was taught, to turn onto a parallel track, time for 1 min (from abeam), then intercept.
However, I've discovered that some are initiating the turn at 2 miles prior, then intercepting, effectively cutting the corner...
Cheers,
Pip.
Joined: May 2003
Aviation Qualifications: ATPL
Posts: 900
Likes: 0
From: Surrey
I've always cut the corner to get straight onto the outbound track, although I don't know if this is the proper way, I'm pretty certain it is. It certainly wasn't commented on when I did it this way in my IR. Plus its how airliner autopilots fly the turns as well. I've never heard of the method you use and it seems a little pointless, I can't see the benefit of doing it that way?
Why do it if it's not fun?
Joined: Jul 2001
Posts: 4,782
Likes: 12
From: Bournemouth
I don't think there is a "correct" way of doing it. The main thing is to understand what you are doing and why - and as long as you understand it, any (sensible) method should be fine.
As Blinkz says, an autopilot will probably cut the corner, and a modern GPS will prompt you to turn at such a time as to cut the corner. And, with both autopilots and GPS being allowed on IR tests now, this might create a good argument for doing it this way - but that's not to suggest that any other way is "wrong".
FFF
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As Blinkz says, an autopilot will probably cut the corner, and a modern GPS will prompt you to turn at such a time as to cut the corner. And, with both autopilots and GPS being allowed on IR tests now, this might create a good argument for doing it this way - but that's not to suggest that any other way is "wrong".
FFF
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Joined: Nov 2005
Posts: 301
Likes: 0
From: Uk
Remember also the wind, if you have a head wind component you can leave it later to turn onto the new course, a tail wind component you must turn early to allow for the wind to blow you onto track.
As you have to turn at rate 1, a turn with a tail wind will be wider than a head wind turn and therefore you must allow for this.
As you have to turn at rate 1, a turn with a tail wind will be wider than a head wind turn and therefore you must allow for this.
Joined: Nov 2006
Posts: 28
Likes: 0
From: uk
Thanks for all your views and replies. The most obvious advantage of the long way, is more accurate timing (I don't bother with the AP/GPS). Much depends IMO on the angle and prevailing cond's. I'll play it by ear. Nice to know it's OK to cut the corner if I need to 
.
.
Joined: Mar 2006
Posts: 262
Likes: 0
From: very west
IR training schools
Hi folks. Hope someone can help.
I'm looking for a reputable school to do my Initial IR. Problem is I live in North Wales and don't fancy travelling hundreds of miles there and back. As well as the travel aspect, I am looking for a place that hasn't got a queue for six months before I can get started. A half-way decent aircraft would also help.
Any decent suggestions?
Thanks in advance.
camlobe
I'm looking for a reputable school to do my Initial IR. Problem is I live in North Wales and don't fancy travelling hundreds of miles there and back. As well as the travel aspect, I am looking for a place that hasn't got a queue for six months before I can get started. A half-way decent aircraft would also help.
Any decent suggestions?
Thanks in advance.
camlobe
Joined: Nov 2005
Posts: 1,114
Likes: 0
From: UK
You can go (within limits) just about anywhere for the IR, but that won't necessarily get you quality. The good schools generally have queues because people want to get quality training with experienced instructors. They also might want a certain school on their CV to assist with job prospects. Some instructors might also be airline pilots who can facilitate in the job hunt if you meet the standard. Personally I would pick a good one and wait. Use the waiting time to get your skills up to speed. Talk to the school you have in mind and find out what bits of the IR syllabus most students struggle with and go bash some hours in your trusty C152 honing those skills so you hit the ground running. Get their SOP's and know them backwards, get their a/c checklists and know them backwards to along with the relevant POH etc. Find out if they use Jepps or Aerads and know them inside out. Read the AIP and find out all about DOC's and approach bans and RVR's and all that sexy Air Law stuff that you thought you would never need after you had done your ATPL theory exams. Get a copy of RANT or MS Flight Sim and practice NDB and VOR tracking until you can do it with your eyes closed.
Not only will you save some money (hopefully) it will all set you in good stead for later when Mr Airline asks you a whole bunch of technical questions about the mighty Duchess/Seneca/Diamond.
Not only will you save some money (hopefully) it will all set you in good stead for later when Mr Airline asks you a whole bunch of technical questions about the mighty Duchess/Seneca/Diamond.
Joined: Apr 2006
Posts: 229
Likes: 0
From: The Great Yonder
Single Engine IR to Multi IR
Question on behalf of a friend who has been flying on a SEIR over the winter and now wants to do her MEP, MEIR and CPL. What does she have to do to convert her SEIR to a MEIR?
Joined: Nov 2005
Posts: 1,114
Likes: 0
From: UK
Your friend should download a copy of LASORS. Its the bible for anything licensing wise and is a much better source of reference than an anonymous website forum for anything that is going to involve passing lots of cash over. It can be downloaded from the CAA website. Then they should go to Section E page 4 to find out what is involved.
