REFLECTOR: IFR training

Tue Mar 8 17:17:42 CST 2011

Hmm, 

This is most timely!!  I have recently upgraded my panel to take advantage
of current technology to get my IFR ticket, and fly in the IFR environment.

I installed two Dynon Skyviews, two Dynon GPSes, Two back up batteries,
Dynon Xponder (which shows traffic) and ADAHRS.  So, I do have a two totally
independent systems (batteries last one hour each).  I also added a GNS430W
to an existing GNS430.  I also have an IPAD with WingX Pro 7 with geo-ref
taxi diagrams, and approach plates.  I do not have in flight Wx (hoping this
will get added once Apple release its Ipad2 and allows vendors to configure
their products).

Flight Training Plan.  My CFII is my A&P (IA), and a senior ATC in the Wash
DC area.  I have another friend who built a beautiful Cozy III, and is an
Electrical Engineer.  The three of us plan to take two weeks off from work
and focus exclusively on the IFR rating.   We will rotate one person from
the back seat, into the pilot position.  The other two gentlemen have
extensive flight experience (I have about 1,000 hours, mostly in canards).

My CFII¹s tasking is to ensure the DFE will give the check ride in the
Velocity equipped with a glass cockpit.

We are also looking at what software programs are best to use for the
written.  (I have King, and MS Aviation).  We are also looking at what
simulator flight program is useful for getting use to an EFIS (different
muscle memory).  So far, I like ASA on Top.

Good point about night IFR flying!!  Really need to make sure the lighting
is correct.

I am hoping to share my experiences.  Tim

On 3/8/11 1:12 PM, "Terry Miles" <terrence_miles at hotmail.com> wrote:

> Scott, and everyone,
>  
> These are some great ideas.  Let me add a couple.  I know we are all
> different.  So this is my 2 cents, and I also realize this thread has to do
> with getting the ticket, and less about transition into your airplane.  I
> would like to make the distinction between legal methods to get a license and
> safe ops in IMC.  If you have the time, then an in-residence, concentrated,
> professional operation (ehrrr-license mill some of them w/ a big question
> bank) that has an in-the-can program like Rene attended is a good way to get
> legal.  I think I do that myself, if I had it to do over, so you can get the
> licensing issue out of the way, and have some great notes and procedures and
> much more.   
>  
> Next I would take those new skills and sit long and hard in your own cockpit
> and come up with an instrument procedure pre-take off/top of descent flow for
> IMC departure and IMC arrival, and do it over and over and over in the
> airplane and then a bunch of times in front of a cardboard mock up of your
> panel and simultaneously control Velo in MS Flight Sim 2004 on autopilot so
> you are free to concentrate on procedure.  Only you can do this.  When you
> have that cold, over several nights a week for several weeks, invite your CFII
> for a cup of coffee and do a demo...again with the microsoft airplane on
> autopilot...this is procedural practice.
>  
> Next step is go flying with that same CFII and see how you do, so he can be up
> on what you intended to accomplish--not that you just didn't bust minimums.
>  
> Unless you are in your cockpit with your procedures, I would suggest that
> successful completion of course of study and a ticket in your wallet is more
> like a legal step.  To operate smoothly and safely in IMC, and have all the
> muscle memory to know instinctively what's needed in the soup in front of your
> panel, is another task.  Have a plan for both.  Or as some one once wrote:
> "In my head, I can play a perfect game of tennis."
>  
> I will add an aside note here:  I know of a local flight school with schools
> airplanes that are not GPS, so they are teaching VOR and ADF stuff.  Do not
> accept that, if you plan to operate with a WAAS GPS panel go get appropriate
> training.  
>  
> Terry 
>  
>  
>  
> 
> From: scottb33333 at gmail.com
> To: reflector at tvbf.org
> Date: Thu, 3 Mar 2011 14:03:00 -0500
> Subject: Re: REFLECTOR: IFR training
> 
> While some instrument rating candidates elect to spend all of the 40-hours of
> actual or simulated instrument time with a CFI-I, this is not necessary.
> A quick summary of the aeronautica experience needed to take the Instrument
> rating examination are:
> *    50-hours PIC Cross Country time (not necessarily simulate instrument
> time, these hours can be VFR)
> *    40-hours of actual or simulated (i.e. hood) instrument time
> *    At least 15-hours of dual flight instruction from a CFI-I
> *    At least 3-hours of which are spent with your CFI-I in test preparation
> within 60-days of taking the examination
> *    IFR cross country flight (actual, with a CFI-I on board - or - simulated
> (hood) with a safety pilot) - see FAR61.65(d)(2)(iii) for details
>  
> You must have a combination of instrument flight instruction and simulated
> (hood) time with a safety pilot that totals a minimum of 40-hours.  The dual
> instrument instruction that you received from your CFI while earning your
> Student and Private ratings count towards this total.  If your CFI was also a
> CFI-I, then the dual instruction from 'back then' would also count towards the
> 15-hours (minumum) of dual instruction from a CFI-I.  The balance of the
> 40-hours can be under simulated (hood) flight with a safety pilot.  The safety
> pilot does not need to be a CFI or a CFI-I.  The only way you can legally
> operate and log 'actual' dual instrument flight time is with a CFI in a
> command seat.  You could not, for instance, log 'actual' instrument time with
> an IFR rated safety pilot - if you encounter IMC during simulated (hood)
> flight with an IFR rated safety pilot, the safety pilot legally becomes the
> PIC.
>  
> And, as Andy mentioned, you may apply up to 20-hours of the needed 40-hours of
> simulated instrument time in an approved flight training device with a CFI-I.
> Time 'flying' an approved flight training device without a CFI cannot be
> logged.
>  
> In my opinion the best approach is to team up with a good CFI-I.  Map out a
> plan to spend between 5 to 10-hours in an approved flight training device with
> your CFI-I.  The flight training device is a gread medium to learn approach
> and holding procedures.
> Then spend another 10-hours with your CFI in the aircraft.  Ask your CFI what
> he/she feels about dual instruction in IMC.  I highly recommend it!  Also,
> during that time, do some night hood time with your CFI - or maybe do the
> 250-mile cross country at night with your CFI-I.  This is a great experience.
> By this time you should have around 25-hours of dual instrument time with a
> CFI-I.  At this point I would team up with an IFR rated safety pilot - and go
> fly about 10-hours practicing under the hood what you have learned.  When you
> feel that things have 'come together' - schedule 5-hours or more with your
> CFI-I in preparation for the Instrument Practical Test.
>  
> Remember that 40-hours is the minimum required by the FAA.  Many pilots
> require more time time to master what needs to be learned.  Learning and
> getting ready for the IFR check ride is demanding.  You will do better, and
> take less time if you can clear your schedule of work - and fly 2 or 3 times
> each week.  
>  
> Instrument flight and instrument flight training is about learning to "walk,
> talk, and chew gum at the same time".  You will be amazed at the number of
> times you will ask your CFI-I, "What'd he say?" when ATC issues you
> instructions.  It's about learning procedures, staying ahead of the aircraft,
> situational awareness, and making good decisions.
>  
> Scott B
> CFI-I
>> ----- Original Message -----
>> From: Andrew Judge <mailto:ajudge at grovenetworks.com>
>> To: Velocity Aircraft Owners and Builders list <mailto:reflector at tvbf.org>
>> Sent: Thursday, March 03, 2011 12:47 PM
>> Subject: Re: REFLECTOR: IFR training
>> 
>> You¹ll need 40+ hours with the CFII. 20 of which can be in approved simulator
>> with the CFII. That¹s as far as I know or at least was shown to me as a IFR
>> student just one / two years ago. John can probably answer that much better.
>> 
>>  
>> 
>> I did 2 hours in a simulator and hated it. I think it was much better in a
>> plane anyway. I didn¹t use my velocity because we thought it might be hard to
>> get a check ride in it. It might be feasible to do 20 hours in a velocity and
>> then 20 in a 172 or something to prepare for the check ride. I had 18 hours
>> from 12 years ago and spent 22 hours in a 172 preparing.
>> 
>>  
>> 
>> Andy
>> 
>>  
>> 
>> From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
>> Behalf Of nmflyer1 at aol.com
>> Sent: Thursday, March 03, 2011 12:23 PM
>> To: reflector at tvbf.org
>> Subject: Re: REFLECTOR: IFR training
>> 
>>  
>> 
>> Lou,  
>> 
>>  
>> 
>> I am sure that a CFII will have better answers than I do. When I got my IFR,
>> you were allowed to complete a portion (can't remember how much) of your IFR
>> training on/in an "approved simulator". This actually was cost effective and
>> a good way to begin basic scan and principles. I believe that you do have to
>> have At Least 15 hours of time with a CFII, and a total of 40 when you
>> combine simulators & flying.
>> 
>>  
>> 
>> Kurt 
>> 
>>  
>> 
>>  
>> 
>> -----Original Message-----
>> From: Lou Stedman <stedmanlou at roadrunner.com>
>> To: Reflector <Reflector at tvbf.org>; Canard Aviators
>> <canard-aviators at yahoogroups.com>
>> Sent: Thu, Mar 3, 2011 10:14 am
>> Subject: REFLECTOR: IFR training
>> 
>> I am considering taking training to get my IFR certificate. I am confused as
>> to what the requirements of a CFI or CFII are. Part 61.65 says that 40 hours
>> of actual or simulated IFR training is required before I can take the check
>> ride. Then it says that 15 hrs with a CFII are required, 3 of which have to
>> be within 60 days of the check ride. It also states that a 250 mile cross
>> country is required.
>> 
>>  
>> 
>> What I am confused about is how much of the 40 hrs has to be with a CFII? Is
>> it only 15 hrs and the rest is just with a check pilot? As usual the FAR is
>> confusing. Any help would be appreciated.
>> 
>> Lou Stedman
>> Velocity SEFG
>> N7044Q
>> Olean, NY
>> 
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