Ifr Puns

I'm studying for my instrument, and I may just be having a brain fart, but I figured I'd ask you guys.

Let's say you're flying in IMC. Your ammeter has been showing a battery drain for quite some time, but you haven't noticed. This eventually causes you to experience a complete electrical failure, leaving you with only the 6 pack (minus the turn coordinator). What would you do? Is there a way to make an approach using only the 6 pack?

This is probably the most important metric because it calculates how likely someone is to die from being infected. A higher number generates more fear and a more likely desire for stricter combat measures, and vice versa.

However, throughout the pandemic there have been widely different estimates from scientists, politicians, the media and members of the general public, whether because of different data, different levels of knowledge, or interests to overplay or downplay the severity of the disease. As we live with the virus longer these estimates have tended to converge, but there's still much we don't know.

So I'm going to divide this into several questions, mainly because the IFR itself can also vary substantially due to demographics and time periods. Based on the data you have seen, the knowledge you have obtained, and the experiences you've had if you know people that have been infected, what do you think:

1. was the global average IFR during the pandemic stage (when the virus was first spreading through the population)

2. is the global average IFR now that the virus has infected a substantial portion of the population, vaccines are available, and the virus has evolved with milder mutations.

3. is the average IFR of the elderly (70+ year old) population, which we can all agree are more susceptible to severe disease

4. is the average IFR of the non-elderly (<70 year old) population, which we can all agree are less susceptible to disease

Now let's contrast this with people you know, especially those who are more afraid of the virus or who support the restrictions (and who are more likely to give higher numbers). If you've asked them, what do they think the IFR of COVID-19 to be?

Hey all.Just starting my Vatsim adventure and so far i have done some dry VFR training, learning how to read charts and follow aproaches into CTRs etc.

However when outside of CTR's and in busy airspace with lots smaller airspaces around like over the netherlands and alike i find that it can be quite hard to keep track of all the zones.

It seems easier to me to be able to create and file an IFR flightplan and have the ATC tell me what to do, hand me over etc. So from what i gather there is less for me to keep an eye on. But ofc gives less freedom to deviate etc. But when i am not too sure i really preffer to have solid points and numbers to lean on.

Thing is though, i mainly fly the Piper Arrow, and those don't really climb very fast. So i wonder if that would cause a lot of headache for both ATC and i? As well as me holding up jets possibly. Though i do not plan to fly at major airports.

Any tips around this? (P.s will also fly the Kodiak K100)

https://reddit.com/link/rzcss1/video/6oln677xnja81/player

Got my instrument rating 8 months ago, and I had some experience with IMC with an instructor onboard. I had always known that single pilot IFR in IMC is hard, but I also know it was time to test my skills and prove to myself that I can do everything the checkride tests for in real weather. So in some sense, this is a checkride flight for myself.

I selected a stormy socal day for this flight. Radars show light-moderate and rarely heavy precip throughout the area, but better to the west, with ceiling variable between 800 and 1500agl. visibility varies depending on precip, as low as 1.5miles in the rain and as good as 6miles at some places. Wind is wack, coming from the north and east, which is completely opposite of the general flow, but mostly less than 10kts. Top of the cloud is at least 8000ft, and freezing level around 7k. I know that my flight will not take me above 5k, and no icing is forecasted or reported at that level. No convective weather, and turbulence according to forecast and PIREP is some chops in the cloud. The approaches I will fly can take me as low as 300ft agl, and I am comfortable transitioning to visual around 500ft agl. With all that, I decided to launch.

At takeoff, there was no rain but the ceiling was low, 800ft. I knew I would transition to instrument early on and was prepared for it. The chops were slightly more than I expected, but not something concerning as I still have great control of the plane and can see my instruments. I continued my scan, making sure to trust the instrument and not my vestibular system, and continued the departure.

Climb and cruise was all in thick soup, sometimes going through light precip. ATC vectored me all the way to final approach course of RNAV RW8 at KCMA, where I plan to stop and get a burger. The approach was pretty stable given the not so light wind, and I broke out at 1200ft. I continued to follow the glide path until close to minimums, and made one last GUMPS check. All good. But I don't know what got to me, in all the excitement of flying in the soup, I somehow made one of my worst landings. Not flaring enough, I bumped the nose wheel with some energy left and the plane bounced a bit back. There was some light porpoising and I stopped it fairly quickly. Cursing my landing, I taxied all the way down the runway and to the Waypoint Cafe.

Takeoff and departure from KCMA was routine, with good visibility and MVFR ceiling. The cr

I’m flying piper archers with 6 packs, and they are very old and creaky. They have g530’s that work fine, but I hear g1000’s are much much easier for instrument training. The planes are also much newer and are all very similar whereas I’m being bounced around all these ancient archers which act very differently from one another so the g1000 archers should be more of a constant. I flew g1000 for the second half of my PPL, but not since. I don’t remember it being that much of a learning curve other than the added ground knowledge you have to know in terms of systems. Should I stay old school or trade up?

Hey All:

I am about to begin some transition training to get checked out on a local SR22T. I have a wet ink IR, and did all of my instrument training in a piper arrow. With the transition to the SR22T, I am going to be regularly flying at much higher altitudes (helpful to get above and light and thin icing layer here in the midwest winters when safe to do so with a full FIKI bird). My question is, at what altitude is it generally required to fly the airways making long GPS direct legs in an IFR Flightplan? I've never had an issue with one or two fixes and GPS direct to date, but all my flights have been at 8k ft or below.

Does anyone have experience with the typical approaches on a Bay Area checkride? I saw one person recently got the RNAV 12 into KTCY circle which makes a lot of sense because you can circle there and it has a course reversal for the hold from SUNOL. I’m guessing Livermore ILS and an RNAV back to wherever you started. That said, I can’t find anything… PPL was easy, lots of writeups. Any experienced folks in the Bay Area want to chime in? Looking at what would be efficient would be a PAO, TCY RNAV 12 Circle, KLVK ILS, KPAO RNAV with the other stuff mixed in.

First, sorry in advance for the long post -- takes a bit to describe ;-)

A few years back, where I used to live in the northern CA foothills, it was a breeze to file IFR on a VFR day (to keep up some currency in the system). Picking up the clearance on the ground was simple and quick. Did it all the time in VFR conditions.

For years now, my (new) home airport has been KTVL, 6280 Elev, with surrounding big rocks up to ~10k-11k range. The IFR departure transitions out of KTVL all put you at SWR VOR (~20 miles NW) with high outbound altitudes in the 11k-13k range, depending on direction of flight. I have oxygen on-board, but if I want to go SW on an IFR plan in VFR conditions, that's a lot of hassle to go that far (and high to the) NW just to go SW, when typical VFR departure is 10.5k directly out over Echo Summit to the SW -- perfect. In this VFR departure scenario, once beyond the ridge line, the terrain drops away quickly as you head towards the Sacramento valley to the west.

Here's the rub, and the questions. I want to be able to find a way to file more IFR plans in
VFR conditions out of KTVL (without having to always go NW and high), but would like to know if there is a way to file (and likely get) an IFR request that:

1. Has a VFR departure of my own choosing (of course my own personal minimums require VFR conditions including minimal winds, that are safe for this mountain area)
2. Allows me to pick up the IFR flight plan at some fix or point to the SW that is beyond the ridge line (IE: 30 miles or so)

Is it possible to pre-file such a plan that has a likelihood of being granted? If so, just how would I actually make (the wording for) such a request?

I don't know if the above is possible, but I've been thinking about this for some time now and thought that this Reddit community would be the best forum for such a question.

Your thoughts are very welcome!

Low-time VFR pilot here. At one time I could do IFR approaches in the flight sim based on muddling my way through online videos and training, and lately I've been studying everything I can get my hands on. Unsupervised muddling may work for a simulator in my office but is a truly terrible thing when learning how to handle an aircraft in IMC, so now I'm ready to put some organization around my learning and flight experience. Obviously, I can contact an instructor and get in the air fairly quickly, but would my development as a pilot be more effective and thorough if I start with an instructor who has access to an approved simulator? In some sense, money is no object as I am not willing to cut corners to save a few bucks, but I would like to make effective use of time and money toward becoming a safe IFR pilot. Thanks in advance for any advice you can offer.

Trying to find information on IFR practice approaches, and when they can be denied. And what is deemed a practice approach.

We have controllers who will have a jet coming into a towered field, requesting an instrument approach because they are unfamiliar, and say unable and to expect the visual approach. Is there anything written to provide guidance for this? Just seems super shitty to me, and all the pilot would have to do is not call the field....

Also, IFR GA aircraft requesting an instrument approach to a towered field. Beautiful day, obviously out practicing. Can they be denied an approach and be required to be put on the visual? Can you just tell them there is going to be a delay for that approach? I was told there might be something written in the .65 about allowing one approach but not multiple, but couldn't find anything that says that.

Just got a call today for a VFR course in YEG. I think I have a preference for the VFR job but the spouse would be less than enthused if I did make it through training and we ended up in say Fort Mac.

For any controllers in the know, how does the post training bid process work, what are the current needs and likely outcomes, how easy are transfers down the line? What is pay like and potential for overtime? How different is say Whitehorse from Edmonton or Springbank? Benefits or downsides to each?

VFR or IFR is a bit of a dream and covid put a huge hold on all of that. Wasn't expecting a call at all as the 18 month window was gone but I guess they stopped all of the hiring as well. Just looking for any thoughts and advice.

I'm wondering how you all think about emergency supplies when flying IFR in areas where you might get vectored out over open water for a period of time.

To use a specific example, I'll be flying out of SNA in a few weeks and the MUSEL8 departure takes you ~7 miles off the coast -- uncomfortable in a piston single.

As a renter, would you pack life vests or other flotation devices?

I assume it's not reasonable to request an early turn or ask for a vector to avoid open water?

Appreciate the insight!

A friend has an aircraft with a limitation (in the AFM) that the aircraft is approved for “Day or night VFR only.” It would be nice to upgrade the avionics to make the aircraft IFR capable.

Does anyone have experience getting that limitation lifted? I’ve read some places that it’s next to impossible. I’ve read elsewhere that the STC for modern avionics “does it for you”, but nobody seems clear on the exact regs involved.

Thanks!

What if the other pylotes don't like me. What if they think my pee pee el is too small?

I need advice.

I have my parachute. And 2 ipads for dual foreflight. That way I can look at both just like my boi Jerry. I purches 13 go pro hero 10 blacks to put on the outside of the plane to film the left seat. And I bought 2 ridge wallets. Just in case.

Hey guys,

I came across this term on Boldmethod the other day (https://www.boldmethod.com/blog/lists/2021/11/you-should-know-these-ten-minimum-ifr-altitudes/ reference number 9). I’ve honestly never heard of it before and wanted to learn more about it.

Boldmethod really doesn’t do a great job explaining it here, does anyone have any better explanations they can give? My interpretation is that it’s just a general term for all types of IFR altitudes that you’ll find. For example, MEAs, MOCAs, OROCAs are all MIAs. Is that correct, or is it something entirely different that I’ve somehow never learned about? Thanks!

Hi everyone! Elana/Fenyx voice #2 here! Twitter let me know that it’s the one year anniversary of Immortals Fenyx Rising. I’m just hopping on here to thank you for supporting the game. I hope that the world of Immortals brought you joy and a few laughs during the last year! Cheers 💕

My IFR solo is tomorrow and I'm nervous. Any tips before I launch? I know my instructor wouldn't sign me off if I wasn't ready but flying alone under the foggles makes me nervous even though I've done it several times. Taxiing is the hardest part. I appreciate any advice. Fingers crossed.

Need help with my financial reporting exam. Only message if you are good with IFRS standards. I also need to see some vouches and solve a tiny question to know that you are good in the subject.

Quick question for class D controllers. I’ve recently started flying out of a class D airspace within bravo airspace. Multiple times I’ve been vectored to the delta airspace on a return IFR flight and been cleared for “left/right traffic” for a runway. What is tower expecting me to do when they don’t give me specific instructions to enter downwind/base/straight in

Okay, so bear with me. I'm salty as fuck.

We've been a year into release. At launch people said, oh it crashes because its new. But we're way over a year into release and every single update keeps breaking everything. I tried to fly from Munchen to Budapest three times in a row. Crashed on startup. Great. Crashed on takeoff. Great. Then after one hour, crash on descent. Just fuck this. I'm talking to ATC through VATSIM the whole way and it's just not satisfying like this.I just can't care about new planes, the F/A-18E, the new scenery... If it just keeps on fucking crashing on me all - the - time. It's unacceptable.

(Now I just can't wait for the "works perfectly fine for me, just uninstall" comments.)

Question.

Assume that I want to fly from Chicagoland eastbound; the sky over Chicagoland has a ceiling around 3500 but once you get to Ohio, it clears up completely.

I want to depart VFR in order to stay below the ceiling to prevent icing and have complete control over altitude, hopping airport-to-airport in case conditions degrade below forecast. Then, once I reach sky clear over Ohio, I want to climb to 11,000 and pick up IFR.

I was planning to file a "Z" flight rules plan with a route like:

KDPA KLOT KIGQ KVPZ C65 KGWB KDFI YOTUG/N0158F115 IFR YNG ETG KIPT

I have never filed Z before. If I'm getting the syntax right, that means "I'll navigate to YOTUG in VFR by myself. I'll reach YOTUG at 11,500 ft at 158 knots when I'll call you to pick up IFR".

At YOTUG, will I be able to call Cleveland center and say "N123AB at YOTUG at 11,500 request pick up IFR?"

Will that work?

Thanks to everybody who will kindly assist.

Just was wondering to myself and realized I had no idea how to find that info - anyone have a good guess?

How would it hurt to add that? I'm sure it would only help.

I was recently offered a spot in IFR training starting February. I am in shock.

I applied before the pandemic and forgot about it. Got called back in the fall and was told they were strictly hiring FSS, not to accept the interview if we were only interested in ATC. I continued in the process mainly out of curiosity. After the final round, they surprised me by offering me a spot on the upcoming IFR training course.

The problem is that in the 2 years since my initial application I have fallen into a very cushy government job. It's not very demanding, I worked from home often even before covid, and the pay is decent. I have a lot of job security and it complements my skill set. I have since bought a house and have been trying to focus more on relationships, family, and settling down.

My current job pays 65-70k, which is great. IFR obviously pays a lot more, I suspect it would be a great fit with my personality and it would offer much greater job satisfaction. I also think it would just be more fun. For all that, I would be willing to trade working from home and my current low-stress workload.

However, I'm worried about the training. Taking a huge pay cut for nearly 2 years with a mortgage, as well as potentially putting off starting a family, would be worth it if I knew I'd make it through.. but everything I'm reading online points to a very low pass rate of maybe 20-30% max.

I know I can't look to strangers on the internet to tell me what to do with my life, but if anyone who has been through it would like to chime in, I'd appreciate your insights!

I also wonder what the reasons are for people washing out of training. Is it the difficulty of the content, the sheer volume of material, people realizing they're just not cut out for it? One of the interviewers mentioned "the training is not like university, you can't just skip class and come whenever you feel like it", which made me think maybe some of the failure rate is simply due to immaturity or lack of workplace experience.

I have a good work ethic and I learn quickly. However, although I completed a masters I'm not very academically oriented. My study skills are poor, it has always been a challenge to be quite honest. So I'm also wondering whether the training is more hands-on or highly theoretical...

I'm just trying to gauge my chances realistically to see whether I should take the leap and risk losing what I've worked for so far. Any opinions, perspectives, insights or anecdotes you care to off

I just passed my ppl checkride. And will be going to ifr soon. Looking for online courses. Since there many courses out there. Any recommendations? Or compare each courses?

I just finished my PPL not long ago and started IR course. I’ve been asked by an instructor the following question - in a hold, what is the maximum distance that you can deviate from the inbound leg on the non protected / non holding side of the hold, or in other words, how big is the safety margin around the holding pattern.

Now I’ve looked everywhere I could think - google, FAR/AIM, Instrument handbooks, TERPS and couldn’t find a concrete answer but I thought it could be one of 2 things

1. 2nm from the airway as this is how big US Airways are
2. In the TERPS 17-6 it specifies the airspace allocated for the hold but it’s different sizes depending on altitude

Which one is it and why?

Edit: Passed the Oral portion and discontinued the flight due to 500’ ceilings. Flight planned for next week! Appreciate all the advice

Does a 2-seater IFR capable plane exist? It seems like they are generally LSAs, which, as I understand it, can't fly into IMC.

I'm looking for a plane to mostly just fly myself, but I'd like to be able to go into IMC.