IFR into uncontrolled field

First and foremost, I agree with all you've mentioned about "losing that knowledge base" when coming to an IPC. You hear all the time that the FAA minimums are nearly enough to be proficient with your IFR ticket. Now, my question. . .

Why? Might it be because of not practicing those techniques? Limited flying hours while in IMC?

My second question with regard to the autopilot. Might 121 guys also lose that skill as well performing coordinated turns if they lack that practice as well although if so, I'm fairly confident they're more eager to learn than the typical GA pilot?
 
Try to have the phone number for the controlling Center/Departure control before-hand, and have your cell. It's much easier to call them from the run-up ready to go. At some fields, you can't reach anyone on the radio until airborne.

Use caution departing a field at night VFR to pickup an IFR clearance in the air, unless you're very sure of terrain. If you do, follow the instrument departure on the chart. Many pilots have come to naught this way, especially if trying to manuever around Bravo airspace while waiting for a clearance.

If you can safely cancel IFR before you land, it's much easier...
 
I would avoid cancelling IFR until the approach is complete, and I am on the ground.

In terms of picking up your clearance, it can be done in the air, assuming you can maintain VFR. Obtaining a void time on the phone might be the easiest way.
 
cfii2007 said:
I would avoid cancelling IFR until the approach is complete, and I am on the ground.
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I can understand this if you are the only one in the air, but what if it is 1500 OVC and you are flying the approach in a 152 with a freighter, or regional also trying to get in. Are you going to clog the system or be nice and cancel to allow them to start the approach?

Just food for thought...
 
Depends on the situation, and how low the OVC was. I'd rather keep it and go missed if I have to, then cancel and be up a creek.
 
MFT1Air said:
Why? Might it be because of not practicing those techniques? Limited flying hours while in IMC?
Click to expand...

Simply because you can't see outside. Scanning your instruments, keeping the CDI centered, changing frequencies, talking to approach, while IMC, is pretty tough if you get out of practice. Also, if you are logging your 6 approaches in VMC with a safety pilot, there is always that safety net feeling, so there is a lot less stress. It is tough to simulate the real thing, especially the turbulence that is usually involved.
 
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