IFR rating?

just to get an hour or
so of instrument instruction because it had been so long since his private
checkride

I just had an hour of instrument hood time this week for the Wings program. (
First time doing the wings program) It was a great experience. What a challenge
for a VFR pilot.. I would like to pursue an IFR rating. I can see where it
would make you a better and safer pilot, even if you don't use it right away.
The instructor covered the AI and the DG later in the hour, and I had to make
climbing turns to headings using compass, turn and bank, airspeed and VSI only
to make it even more interesting.

Mitch
Luscombe 8A

(SKYKING195) wrote in message ...
just to get an hour or
so of instrument instruction because it had been so long since his private
checkride

I just had an hour of instrument hood time this week for the Wings program. (
First time doing the wings program) It was a great experience. What a challenge
for a VFR pilot.. I would like to pursue an IFR rating. I can see where it
would make you a better and safer pilot, even if you don't use it right away.
The instructor covered the AI and the DG later in the hour, and I had to make
climbing turns to headings using compass, turn and bank, airspeed and VSI only
to make it even more interesting.

If you don't use it right away it will go away very quickly. If you
want to be an instrument pilot you must fly in IMC. You can't just
keep the rating in your back pocket "just in case".

-Robert

On 27 Apr 2004 06:50:06 -0700, (Bob Martin)
wrote:

I'm debating whether to try for my IFR rating in the spring. I won't
have the time or money to start till then, but that's not the point.

The big question is, is it worth it right now? The only flying I
really do is cruising around, mild aerobatics, some formation stuff,
and occasionally a trip to the neighboring states. An IFR ticket
would be a "nice to have" but I don't think I'd really be able to make
use of it--our plane isn't IFR equipped, and probably won't be for the
forseeable future.

If you do not have access to an IFR plane, and don't see one in your
near future, I'd hold off on the rating.

Having said that, I have had my IR for about 2.5 years (10yrs flying)
and find it extremely valuable. Realistically, in a non-deiced
single, it only adds a few extra flights each year that would
otherwise have been no-go situations. However, I find a huge benefit
in the comfort factor added to VFR flight. Not having to worry about
getting stuck on top, or worrying about lowering cloud decks forcing
scud running is great.

-Nathan

Nathan Young wrote:

Having said that, I have had my IR for about 2.5 years (10yrs flying)
and find it extremely valuable. Realistically, in a non-deiced
single, it only adds a few extra flights each year that would
otherwise have been no-go situations.

That will depend, obviously, on where you live and whether you're willing to
scud-run at 1,000 ft AGL or lower in MVFR, like the old-timers do (the ones
who are still alive, anyway).

An IR is probably not that useful out in big sky country, but where I fly
(central Canada and NE U.S.), it figures into more than half of my longer
cross-country trips and has saved me a couple of cancelled trips and several
nights' hotel accommodation in the first ten months. Typically, I need only
to climb a few thousand feet through a low overcast or broken stratus or
stratocumulus layer, but sometimes I end up doing an entire flight in IMC.
Only occasionally do I end up with a low approach at my destination.

However, I find a huge benefit
in the comfort factor added to VFR flight. Not having to worry about
getting stuck on top, or worrying about lowering cloud decks forcing
scud running is great.

Agreed.


All the best,


David

"David Megginson" wrote in message
news
Nathan Young wrote:

Having said that, I have had my IR for about 2.5 years (10yrs flying)
and find it extremely valuable. Realistically, in a non-deiced
single, it only adds a few extra flights each year that would
otherwise have been no-go situations.

That will depend, obviously, on where you live and whether you're willing
to
scud-run at 1,000 ft AGL or lower in MVFR, like the old-timers do (the
ones
who are still alive, anyway).

An IR is probably not that useful out in big sky country, but where I fly
(central Canada and NE U.S.), it figures into more than half of my longer
cross-country trips and has saved me a couple of cancelled trips and
several
nights' hotel accommodation in the first ten months. Typically, I need
only
to climb a few thousand feet through a low overcast or broken stratus or
stratocumulus layer, but sometimes I end up doing an entire flight in IMC.

Same here, flying in the NE. I make several flights a year that are
partially or largely in IMC; a few VFR flights that would not have been
comfortable without an IFR option if weather deteriorated; and occasionally
a VFR flight with unexpected IMC at my destination, requiring a pop-up
clearance to approach and land instead of aborting. Also, an instrument
rating is required for Angel Flight missions (even flying VFR).

I use Microsoft Flight Simulator to help maintain my proficiency. Four times
a year (usually around April and October), I fly a few local approaches on a
LIFR day to be sure my official currency does not lapse (much of our summer
IMC is unflyable due to embedded CBs, and winter IMC is unflyable due to
icing). That combination, plus my occasional IMC XCs, works well for me. I
seldom need to practice with an instructor or safety pilot.

--Gary