scooter2525
Very well Member
Linky no worky. 1900 ain't much but that airport is one of the interesting locations next to a mountaint surrounded by mountains.
IMC in the winter.
- Thread starter Ayork62493
- Start date
Linky no worky. 1900 ain't much but that airport is one of the interesting locations next to a mountaint surrounded by mountains.
Nark
Macho Superpilot
maybe this link will work
Edited to add:
Excellent idea doing training at night. Since both 135 and ATP need 100 hours, its just killing 2 birds with one stone early on, as you may not find a job that will allow you to build that time easily.
Edited to add:
Excellent idea doing training at night. Since both 135 and ATP need 100 hours, its just killing 2 birds with one stone early on, as you may not find a job that will allow you to build that time easily.
Ayork62493
GBR
I currently have about 15 PIC night from my cross countries, I'll talk to my instructor about it. I doubt he'll go for it since he also has temperature minimums...
jrh
Well-Known Member
Temperature minimums? Has he ever explained why? You should ask him how they ever get anything done in Alaska in the winter. That state is perpetually cold and dark.
I do tons of night training with customers all year long. Temperature is rarely an issue.
We stop training at my school as soon as the temperature goes below zero Fahrenheit, but that's strictly for maintenance reasons, not safety. Everything gets so brittle. Plastic fairings, static wicks, etc. start breaking. It's also difficult to keep the engine oil temps warm enough when practicing maneuvers at idle power settings (touch and goes, simulated engine failures, etc.). We'd rather cancel a few flights occasionally than have to send the plane in to the shop more often.
By the way, I sent you a PM.
Mach.12
Well-Known Member
I just looked at my log, I had 10 hours of actual for my instrument training and I'm glad I did...it was a great learning experience. My notes say we picked up some light ice a couple times as well as some carb ice. Not something I would've wanted to see for the first time flying alone and in fact when I went to my club for the IFR checkout, we did the ride in IMC (3.2 hours hand flown in the DC ADIZ area = smoker) and also got some carb and structural ice...the instructor had come up from Florida and it was his first encounter with both in over 300 CFII hours.
I would ditch an instructor who had a blanket policy of no flying in less than 2500 feet or no IMC in the winter. One of the reasons humans are in the cockpit is to apply judgment and make decisions based on presented factors, if he can't do that then you will only learn skills from him at the detriment of gaining experience (if that makes sense to anyone but me). When we were in the soup, my instructor would take the plane and let me just look around...see what ice looks like on the gear for example. He helped me gain an understanding of the differences in the two environments beyond looking at the dash board. As the saying goes, a picture is worth 1000 words.
Talk to your instructor and try to make it work...even if you are just practicing holds over the field until you start to accumulate, it will be worth it. Obviously, don't do anything that will get you a ride in an ambulance.
Also, the night idea is a good one too...I did about 20 hours of my IFR training at night. If you can find some rural areas without ground lights, its pretty close to IFR.
I would ditch an instructor who had a blanket policy of no flying in less than 2500 feet or no IMC in the winter. One of the reasons humans are in the cockpit is to apply judgment and make decisions based on presented factors, if he can't do that then you will only learn skills from him at the detriment of gaining experience (if that makes sense to anyone but me). When we were in the soup, my instructor would take the plane and let me just look around...see what ice looks like on the gear for example. He helped me gain an understanding of the differences in the two environments beyond looking at the dash board. As the saying goes, a picture is worth 1000 words.
Talk to your instructor and try to make it work...even if you are just practicing holds over the field until you start to accumulate, it will be worth it. Obviously, don't do anything that will get you a ride in an ambulance.
Also, the night idea is a good one too...I did about 20 hours of my IFR training at night. If you can find some rural areas without ground lights, its pretty close to IFR.
tlewis95
I drive planes
Good post, and welcome to JC!
Simulated vice simulator.
BrewMaster
Well-Known Member
I thought he was still talking about the simulator.
I guess the / should have clued me in. It was late and I had lost a lot of calories opening Christmas presents.
drunkenbeagle
Gang Member
the freezing level is something you need to contend with, it is a serious concern. But a 400' layer with no precip is being a bit too cautious...
I wasn't there/didn't see the weather/read the TAFs. But I will say that flying an approach is way different in actual than under the hood. If at all possible, you really want to do it with an instructor before doing it yourself.
And make sure your instructor has more than XXX hours actual time (arbitrary number) - I don't think someone that has only flown under the hood can teach you effectively about weather decisions.
I wasn't there/didn't see the weather/read the TAFs. But I will say that flying an approach is way different in actual than under the hood. If at all possible, you really want to do it with an instructor before doing it yourself.
And make sure your instructor has more than XXX hours actual time (arbitrary number) - I don't think someone that has only flown under the hood can teach you effectively about weather decisions.
dustoff17
Still trying to reach the Top Shelf
BrewMaster makes the point that you should really pay attention to.
Your examiner will have you wear the hood. It's the only way to check your proficiency on approaches and a down-to-minimums landing or Go-Around. He's never going to conduct an evaluation in low IMC in the first place. Get real comfortable wearing that hood, then later grab a safety pilot and go find a nice cloudy day in the summer.
elmetal
Ain't nobody got time for that
Could not agree more. I recently flew with an instructor who had actual and it was my first actual experience at nighttime no less and it was fantastic. He was completely calm about it, even took the plane from me and slowed it down so I could reach outside and "touch" the clouds. It was a fantastic experience, and we were basically riding the tops afterward, it's amazing to go flying in a night, come out on top and it's just a beautiful starry full moon night.
oh yeah, and shooting an approach in actual is something that you absolutely can't emulate except for MAYBE hood at night (most of my flying is done at night thanks to the good ol job)
Good luck!
swisspilot
Well-Known Member
Enjoy night flying if you ever get back to Brazil you are not going to see any of that with small GA planes.
Nark
Macho Superpilot
So let me get this straight, you're getting checked out (checkride) with a fellow (DPE) who feels that published FAA minimums are too low? What exactly are you paying him to evaluate?
I did my American multi add-on in actual, and broke out 200' above mins. It happens.
A150K
Well-Known Member
That's where I got lucky. My CFII was a freight dawg and is a current part 91 lear pilot who has lots of time working the system. We've even done some short IFR x-c's to get me comfortable with the system and I think his instruction will serve me well in the future.
dustoff17
Still trying to reach the Top Shelf
I knew there would be at least one here that would sharpshoot.
I should have posted this:
Based on my experience, having taken both my private instrument and multi with a FAA examiner (not a designee), I personally doubt you will take your evaluation in low IMC. MOST (note emphasis) examiners won't launch into low IMC for the sole purpose of evaluating the performance of a pilot seeking an initial instrument rating. There, is that a little more clear?
It doesn't pass the safety test.
A150K
Well-Known Member
Just out of curiosity, how come you took your rides with the FSDO? I thought many of them barely had the time to do CFI initials let alone other checkrides.
elmetal
Ain't nobody got time for that
way to make me sad man!
drunkenbeagle
Gang Member
Mine was IMC with an MD-80 reporting moderate to severe wind shear in front of us. So, uh, be prepared for that (and do the right thing -break of the approach and request vectors elsewhere). The Feds will likely have higher minimums than a DPE. But if he/she is comfortable doing it IMC, you should be too.
Be prepared to fly in whatever weather you think is safe. But more importantly - you should be comfortable with whatever weather you are likely to fly in anyway. Seriously! I somehow manage to be flying when we are at minimums fairly often in Florida -not easy to do. If most of my instrument training hadn't been in actual, I would probably be dead now. And even with most of my instrument time being actual, I still have a lot of brown underwear.
Find a CFI-I that will call you when there is safe IMC. It is worth every dime at this point. Knowing how to scud run, dodge CBs, shoot approaches in the soup, etc - you really need to see that with your own eyes - not from a book.
How to put it more clearly - you can not fly in bad weather without experience doing so. And the only way that will happen is flying with a Captain or CFI that knows it already. This is from someone that has tested their "personal minimums" the hard way, and grew up flying in that crap.
element94
Well-Known Member
drunkenbeagle
Gang Member
To keep that in context, light piston singles in New England winters and Florida summers. Safe? yes. But both require real world weather knowledge. And there is plenty of other bad weather I know nothing about.