IMC Training and ferry flight
Yesterday I started training for the Intrument Metelogical Conditions (IMC) rating, James is to be my instructor for the IMC so we met up early at Blackbushe. There was also a need to stop off at Denham airfield to pick up another pilot who had taken one of the club aircraft over to there as a ferry flight.
After a briefing we got airborne into rough conditions and low cloud, due to the route being under the London TMA we couldn't climb above 2500AMSL and therefore had to remain VMC, so I had to don the hood restricting vision to just the instruments. The hood went on right after take off and the first lesson focussed on climbing and descending, turning and airspeed control with sole reference to instruments. James also asked me to close my eyes whilst he threw the aircraft around alot to illustrate how the inner ear can decieve the brain as to movement. The instrument scan was also practiced, using the AI (Artificial Horizon) as the primary instrument and scanning out to the other instruments in turn, each time returning to the AI between checking individual instruments. The instruments in the scan differ according the maneouver being performed. Later on in the rating the training includes partial panel, simulating failure of electric or gyro instruments, but for now it is all full panel.
After a short while I was vectored on to the approach for Denham and was allowed to remove my hood as we crossed the lakes on base. We stopped and picked up Nigel and then departed back to Blackbushe, again under the hood. More of the same stuff on the way.
Back at Blackbushe we decided to go up again for another hour, however this time I hoped to use Lima Sierra, partly because of the cost factor and also it is the aircraft I fly regularly. This morning was in G-CCAT an AA5-A cheetah.
Having A checked Lima Sierra, we took her up and again on with the hood, before long we climbed into real IMC and I was able to remove the hood. Flying for extended periods of time in total white-out conditions was a new experience and at first slightly disconcerting, the cloud was dense cumulus and was pretty bumpy air. I found just flying the aircraft to require alot of concentration, with each adjustment requiring thought before action. Again we practiced climbing, descending at specific rates of descent, i.e: 90knt descent at 300fpm, or 90knt at 500fpm, turns onto headings and also tracking a VOR radial. All turns were rate one turns which varies according to the airspeed and is indicated on the turn coordinator. James handled the radio through-out and I carried out FREDA checks between scans, for example I would focus on the AI then glance at the fuel guages then back to AI, then heading, then back to the radio to set next frequencies, then back etc.
Finally we descended below the cloud back into VMC and so back on with the hood. Approaching Blackbushe, James made me keep the hood on until 300ft from the threshold on final, vectoring me there with headings. There was a fairly strong crosswind but an OK landing resulted.
The IMC will be hard work but alot of fun I have decided, later on will come unusual attitude recovery in IMC and ILS approaches, holds etc.
After a briefing we got airborne into rough conditions and low cloud, due to the route being under the London TMA we couldn't climb above 2500AMSL and therefore had to remain VMC, so I had to don the hood restricting vision to just the instruments. The hood went on right after take off and the first lesson focussed on climbing and descending, turning and airspeed control with sole reference to instruments. James also asked me to close my eyes whilst he threw the aircraft around alot to illustrate how the inner ear can decieve the brain as to movement. The instrument scan was also practiced, using the AI (Artificial Horizon) as the primary instrument and scanning out to the other instruments in turn, each time returning to the AI between checking individual instruments. The instruments in the scan differ according the maneouver being performed. Later on in the rating the training includes partial panel, simulating failure of electric or gyro instruments, but for now it is all full panel.
After a short while I was vectored on to the approach for Denham and was allowed to remove my hood as we crossed the lakes on base. We stopped and picked up Nigel and then departed back to Blackbushe, again under the hood. More of the same stuff on the way.
Back at Blackbushe we decided to go up again for another hour, however this time I hoped to use Lima Sierra, partly because of the cost factor and also it is the aircraft I fly regularly. This morning was in G-CCAT an AA5-A cheetah.
Having A checked Lima Sierra, we took her up and again on with the hood, before long we climbed into real IMC and I was able to remove the hood. Flying for extended periods of time in total white-out conditions was a new experience and at first slightly disconcerting, the cloud was dense cumulus and was pretty bumpy air. I found just flying the aircraft to require alot of concentration, with each adjustment requiring thought before action. Again we practiced climbing, descending at specific rates of descent, i.e: 90knt descent at 300fpm, or 90knt at 500fpm, turns onto headings and also tracking a VOR radial. All turns were rate one turns which varies according to the airspeed and is indicated on the turn coordinator. James handled the radio through-out and I carried out FREDA checks between scans, for example I would focus on the AI then glance at the fuel guages then back to AI, then heading, then back to the radio to set next frequencies, then back etc.
Finally we descended below the cloud back into VMC and so back on with the hood. Approaching Blackbushe, James made me keep the hood on until 300ft from the threshold on final, vectoring me there with headings. There was a fairly strong crosswind but an OK landing resulted.
The IMC will be hard work but alot of fun I have decided, later on will come unusual attitude recovery in IMC and ILS approaches, holds etc.
posted by Chris @ Wednesday, May 03, 2006
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