Instrument checkride prep and advice for flying afterwards

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AlexJamesFitz@reddit

Did you get any actual time with your instructor?

If not, I'd raise those ceilings a bit. Get some IMC practice at cruise with enough space below you to cancel and go VFR if you get out of sorts, especially with no AP.

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dylanm312@reddit (OP)

I got about 7 hours in actual yeah, some of it in moderate turbulence. Turbulence in IMC with no AP is exhausting. At least I don’t get motion sick.

I really like what another commenter said about having a personal minimum of no flying in IMC inside an airmet for turbulence, I’m gonna adopt that.

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That's a good one, so long as you keep in mind that AIRMETs can cast a pretty broad net. I've been up plenty of times when there's an AIRMET and didn't hit a bump. Use them in conjunction with other resources to make an educated go/no go.

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dylanm312@reddit (OP)

Yeah, that’s true, they definitely need to be taken with a grain of salt. I suppose being on the edge of one vs squarely in the middle would make a difference

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fly123123123@reddit

(1) Don’t forget to use green needles for the VOR-B

(2) Don’t bust the MDA

(3) Don’t forget to start your timer

As for flying in real life, how much time do you have in actual IMC? It’s incredibly disorienting, especially if there’s any turbulence. Definitely spend some time in clouds with an instructor before going in by yourself, or at the very least, go at times when it’s really tame IMC (e.g, a thin stratus layer).

Icing is a real concern. Always check temps aloft. Never fly a non-FIKI equipped plane in temps below 2°C, and especially not if any icing is reported or forecasted. My limit is usually 4-5°C as a buffer.

Be wary of flying in clouds on days with lots of convective activity and/or cumulus clouds. Another rule of thumb I have for myself is to never fly in IMC with a turbulence AIRMET. But of course, this is proficiency and airplane dependent. I wouldn’t wanna be in a 172 in moderate turbulence in the clouds. But a TBM would handle it just fine. Just be smart!

Set good minimums for yourself regarding backup plans. I don’t like to fly IFR when there isn’t an airport anywhere near me that I can get into VFR. If I have a problem, or an instrument issue, or anything else, I want to be able to fly somewhere clear and land there. You may disagree with this, but it’s worth thinking about what your minimums are beyond just ceilings at your destination. How much extra fuel will you bring beyond the requirement? What are your departure minimums? What about your personal proficiency requirements for flying in actual?

Flying IFR in IMC is one of the most rewarding experiences in the world. It’s just so freaking cool. But it can also be deadly, so treat the opportunity with respect.

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dylanm312@reddit (OP)

The VOR-B is DME required so there’s no timing table fortunately. I have about 7 hours in actual, some of it in moderate turbulence. I agree that flying a Skyhawk with no AP in IMC and moderate turbulence is really exhausting and honestly not a lot of fun (although it could be type 2 fun haha).

My personal fuel mins are 1.5 hours (45 mins legal min x2). I like what you said about always having a VFR alternate somewhere nearby. Departure mins are at least 1000-3 for me, and in no case less than the lowest approach mins + 500 to ensure I can get back in if I need to.

Proficiency requirements are really hard to set for me. For now I’ve chosen one hour in the past 30 days, really hard to judge if that’s enough or not. For VFR it certainly is, but I don’t have enough experience to make that call for IFR yet.

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rFlyingTower@reddit

This is a copy of the original post body for posterity:

I knocked out my instrument oral this past Saturday with flying colors, glad to have that behind me. Unfortunately, the DPE wasn’t willing to file and fly IFR for my checkride, nor was he willing to lower the published altitudes, so with 3500’ overcast ceilings I had no choice but to discontinue. Flight is rescheduled for late May due to a whole bunch of scheduling conflicts.

Here is the checkride route:

KPRB JEDGI2.JEDGI into the VOR-B, published missed.
RNAV 19 from PRB with the HILPT, alternate missed to the southwest via vectors from the DPE
Unusual attitudes, simulated vacuum failure
Vectors to final RNAV 31 circle 19 full stop

Two questions:
1. What advice do you have for the ride? Obviously don’t bust minimums and fly good, don’t suck. Anything else?
2. After the checkride, I’m a bit nervous to start actually flying real IFR without my instructor. I plan to ease myself into it with a few IFR flights in pure VMC before I start adding in IMC. And I’m starting off with personal mins of 1000’ AGL ceilings or mins+500 (whichever is higher) and 3sm vis. What else should I take into account?

I feel ready for the checkride, but I think I have a healthy fear of how quickly things can go sideways in IMC and am looking for ways to mitigate that as much as possible. The planes I have access to are serviceable but nothing special - C172P w/GNS430W, G5 (x2), no AP.

Thank you all! 😁

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