MSFT-1
Well Known Member
I am a VFR guy with about 500 hours (around 300 of it in my RV-8). I am working on my IFR ticket now with hopes of being finished in about 60 days. I simply do not understand how those schools claim you can complete your IFR ticket in a weekend. I have been taking serious training from a terrific instructor (Phil) for about two months and am about half way through the process. We fly/train consistently two times per week. I secretly think I have a leg up on ?an average IFR student? because I have shot dozens of practice approaches at the local airport in VFR conditions before I began serious training and have flown quite a bit of cross country. I am finding out the IFR ticket is probably about twice as much work as getting my private pilot license.
Some things I have learned:
I know about 1/100th of what I should about weather. I have never gotten into a serious weather jam, but my training has really driven home how little I really know on this topic. My complete weather planning for many cross country flights used to be to simply call the land line ATIS at various airports along my route of flight. No more. The amount of detailed current weather and the very accurate forecasts available via the web and via the briefers is truly amazing. In particular TAFs, Area Forecasts and the Radar graphics are unbelievably good.
The Rate of Turn Indicator is a lot more useful than I ever imagined. I have always known what it did and occasionally looked at it but never appreciated how much good information it provides. Similarly, I have a fuel flow gauge in my plane that I rarely used for anything more than checking the current fuel burn. I now program it before each cross country flight so I have a good read on things like gallons remaining and time remaining. This is a much more useful instrument than I previously gave it credit for.
There is a lot of stuff in the IFR curriculum that is hopelessly outdated. My instructor smiles pleasantly and shakes his head when I start ranting about this but I simply don?t see a reason to learn to fly a DME arc (my plane doesn?t have DME and never will). And while I am on this topic why are there so many seemingly arbitrary things in flying in general: MOCA only guarantees coverage when within 22 miles of a VOR (not 20 miles or 25 miles but 22). Why is visibility in statute miles but everything else is in nautical miles? Why does class E start at 14,500MSL, 10,000MSL, 1200AGL or at the surface. Why is class D airspace 4.3 nautical miles in diameter? Why, why, why? Oops, am I ranting out loud again, Phil?
Jepp charts are much nicer than the NOAA ones (in my opinion) but not worth the money unless you are a pro pilot (and somebody else is paying for them).
Controllers are my friends. Most of them are particularly helpful when they know you are a student. You can usually tell by the tone in their voice whether they are going to be helpful or harsh.
Some things I still stink at:
Slowing down for approaches. Even in the training plane, I find that I am often too fast during the approaches. My instructor keeps having to remind me about bending the flaps. This is probably a symptom of the bigger problem: getting behind the plane/situation. I think I will get better with experience. Of course this is a bigger problem in my RV-8 than it is in the Archer.
Cockpit organization. I look over at my instructor and he has the most organized kneeboard with a precisely folded sectional and Low Altitude Enroute chart. Two pens clipped to the board. The clearance info written out in perfect block lettering. Then I look down at my own lap. My kneeboard has paper stuffed in each pocket, my little timer is gone (likely on the floor between my legs somewhere). My sectional is invariably open to the North side when I need it on the South side. My pen is missing. I wrote the clearance on the margin of my sectional (and hastily lined through the same entry I did from the last flight).
Distances. I honestly have no idea what the difference between three statute miles of visibility and five miles looks like. I don?t know if I am 500 feet below a cloud or 2000 feet from it.
Conclusion
I am enjoying and benefiting from IFR training. It has really helped me realize how much stuff didn?t completely sink in during primary training.
I wouldn?t mind hearing war stories, tips, thoughts etc. on IFR training.
Cheers,
bruce
Some things I have learned:
I know about 1/100th of what I should about weather. I have never gotten into a serious weather jam, but my training has really driven home how little I really know on this topic. My complete weather planning for many cross country flights used to be to simply call the land line ATIS at various airports along my route of flight. No more. The amount of detailed current weather and the very accurate forecasts available via the web and via the briefers is truly amazing. In particular TAFs, Area Forecasts and the Radar graphics are unbelievably good.
The Rate of Turn Indicator is a lot more useful than I ever imagined. I have always known what it did and occasionally looked at it but never appreciated how much good information it provides. Similarly, I have a fuel flow gauge in my plane that I rarely used for anything more than checking the current fuel burn. I now program it before each cross country flight so I have a good read on things like gallons remaining and time remaining. This is a much more useful instrument than I previously gave it credit for.
There is a lot of stuff in the IFR curriculum that is hopelessly outdated. My instructor smiles pleasantly and shakes his head when I start ranting about this but I simply don?t see a reason to learn to fly a DME arc (my plane doesn?t have DME and never will). And while I am on this topic why are there so many seemingly arbitrary things in flying in general: MOCA only guarantees coverage when within 22 miles of a VOR (not 20 miles or 25 miles but 22). Why is visibility in statute miles but everything else is in nautical miles? Why does class E start at 14,500MSL, 10,000MSL, 1200AGL or at the surface. Why is class D airspace 4.3 nautical miles in diameter? Why, why, why? Oops, am I ranting out loud again, Phil?
Jepp charts are much nicer than the NOAA ones (in my opinion) but not worth the money unless you are a pro pilot (and somebody else is paying for them).
Controllers are my friends. Most of them are particularly helpful when they know you are a student. You can usually tell by the tone in their voice whether they are going to be helpful or harsh.
Some things I still stink at:
Slowing down for approaches. Even in the training plane, I find that I am often too fast during the approaches. My instructor keeps having to remind me about bending the flaps. This is probably a symptom of the bigger problem: getting behind the plane/situation. I think I will get better with experience. Of course this is a bigger problem in my RV-8 than it is in the Archer.
Cockpit organization. I look over at my instructor and he has the most organized kneeboard with a precisely folded sectional and Low Altitude Enroute chart. Two pens clipped to the board. The clearance info written out in perfect block lettering. Then I look down at my own lap. My kneeboard has paper stuffed in each pocket, my little timer is gone (likely on the floor between my legs somewhere). My sectional is invariably open to the North side when I need it on the South side. My pen is missing. I wrote the clearance on the margin of my sectional (and hastily lined through the same entry I did from the last flight).
Distances. I honestly have no idea what the difference between three statute miles of visibility and five miles looks like. I don?t know if I am 500 feet below a cloud or 2000 feet from it.
Conclusion
I am enjoying and benefiting from IFR training. It has really helped me realize how much stuff didn?t completely sink in during primary training.
I wouldn?t mind hearing war stories, tips, thoughts etc. on IFR training.
Cheers,
bruce