Did my multi IFR there, had a great time and learned a lot. Great instructors and great aircraft. Might have changed a bit since the air china stuff but I would still go back there.
JW
Vancouver Area IFR
Moderators: Right Seat Captain, lilfssister, North Shore, sky's the limit, sepia, Sulako
An instrument rating flight test consists of a hold and two approaches, flown in excellent VFR weather.
The examiner will almost certainly set the hold up for maximum crosswind, and so that you can't use a direct entry.
One approach will be non-precision (traditionally NDB) and one will be an ILS (a cinch).
Now that you know what the objective is, it probably won't surprise you to learn that training for an instrument rating involves flying holds and approaches in excellent VFR weather.
Although there are some skills and tricks to be learned, it's really not that hard to fly a hold and two approaches in excellent VFR weather. If nothing else, your instrument instructor will have you fly all the nearby holds and approaches that you could possibly fly on your test. One nearby, highly recommended school does precisely that. The examiner doesn't have time to take you 1000nm from home, after all. The instrument instructor will almost certainly know exactly what the local examiner's flight test consists of - so you will fly it over and over until you can.
However, don't be fooled by thinking that the above in any way qualifies you, in a practical sense, to conduct all-weather flying. There is an awful lot to learn, after you get your instrument rating. Think back to right after you got your private pilot's licence. I'll bet you've come a long way since then, wrt VFR flying. Same same IFR.
The examiner will almost certainly set the hold up for maximum crosswind, and so that you can't use a direct entry.
One approach will be non-precision (traditionally NDB) and one will be an ILS (a cinch).
Now that you know what the objective is, it probably won't surprise you to learn that training for an instrument rating involves flying holds and approaches in excellent VFR weather.
Although there are some skills and tricks to be learned, it's really not that hard to fly a hold and two approaches in excellent VFR weather. If nothing else, your instrument instructor will have you fly all the nearby holds and approaches that you could possibly fly on your test. One nearby, highly recommended school does precisely that. The examiner doesn't have time to take you 1000nm from home, after all. The instrument instructor will almost certainly know exactly what the local examiner's flight test consists of - so you will fly it over and over until you can.
However, don't be fooled by thinking that the above in any way qualifies you, in a practical sense, to conduct all-weather flying. There is an awful lot to learn, after you get your instrument rating. Think back to right after you got your private pilot's licence. I'll bet you've come a long way since then, wrt VFR flying. Same same IFR.
Here's a free tip for anyone starting to fly under the hood:
Would you like to always effortlessly track the final approach course of any approach, regardless of the wind(shear)?
Easy. Get yourself, however briefly, on the final approach course. For a LOC or BC or VOR, this is the white vertical needle. For an NDB, you want to have the inbound track at the top of the DG, with the ADF needle also at the top (pointing at the NDB at the FAF fix, or on the field).
Once you are there, glance at the GPS "bearing" and "track" numbers, programmed to the airport.
The bearing should be within a degree of the final approach course on the approach plate.
Now, the for brilliant pilot stuff: push on the rudder pedals until the "bearing" and "track" numbers are the same.
Voila. The VOR/ADF needles will be perfect, all the way down. With the GPS, there is no need to ever let them move.
If you feel a bump, that's the wind shear. Instantly roll off some of whatever crab you have on, and recheck the bearing/track to keep them the same.
Look up after a while - there's the runway.
Would you like to always effortlessly track the final approach course of any approach, regardless of the wind(shear)?
Easy. Get yourself, however briefly, on the final approach course. For a LOC or BC or VOR, this is the white vertical needle. For an NDB, you want to have the inbound track at the top of the DG, with the ADF needle also at the top (pointing at the NDB at the FAF fix, or on the field).
Once you are there, glance at the GPS "bearing" and "track" numbers, programmed to the airport.
The bearing should be within a degree of the final approach course on the approach plate.
Now, the for brilliant pilot stuff: push on the rudder pedals until the "bearing" and "track" numbers are the same.
Voila. The VOR/ADF needles will be perfect, all the way down. With the GPS, there is no need to ever let them move.
If you feel a bump, that's the wind shear. Instantly roll off some of whatever crab you have on, and recheck the bearing/track to keep them the same.
Look up after a while - there's the runway.
