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PIREPS brings you the latest news and information from Premier Aircraft Sales and Premier Aircraft Service. Premier carries a large, constantly-refreshing inventory of new Diamond and Mooney aircraft and pre-owned Beechcraft, Cessna, Cirrus and Piper aircraft. We broker aircraft for sale, and are also an Authorized Service Center for Cessna, Diamond, Mooney, Centurion and Lycoming. For more information, visit us at flypas.com. For best mobile experience, view this newsletter in Desktop mode.
Mooney Acclaim on Display at NBAA Oct. 16-18
Visit Premier at AOPA in Gulf Shores, Alabama Oct. 26-27
The combined two days are loaded to maximum gross with workshops, the Barnstormers Party, seminars, exhibits, world-class presenters, lots of aircraft, technologies, products, and services to make your flying more enjoyable, practical, and safe. For more information click here to visit AOPA’s website.
Save Up To $320,000 In Taxes With The Purchase Of A New Mooney! Tax Savings On Used Aircraft Is Substantial As Well
The tax law passed last December allows all aircraft buyers with business use to write off the ENTIRE PURCHASE IN 2018!
Meet Mountain Air (2NCO), A Fly-In Community with the Highest Runway East of the Mississippi
If you’re a pilot, Mountain Air is the ideal getaway in the glorious mountains of Western North Carolina, featuring the highest private runway east of the Mississippi. Depending on the type of aircraft, most locations in the eastern United States are no more than three hours away. This convenience provides flexible work and travel opportunities.
Waiting for the Ceilings to Lift?
By Corbin Hallaran, Chief Safety Officer
Let’s say a private pilot is flying 300 miles to a destination that is forecast for a 1500-foot broken ceiling and five miles visibility. Those marginal conditions could tempt a pilot to attempt the flight, hoping that conditions could improve with the ceiling lifting and visibility improving while enroute. However, the conditions can just as easily deteriorate, and the pilot could encounter IFR conditions instead…a recipe for disaster for a non-instrument rated pilot. A VFR pilot should always err on the side of caution and cancel the flight until another day, but if the pilot has an IFR rating they can depart with confidence, because should conditions deteriorate the pilot would have the skills to navigate and land at the destination under IFR flight. That’s what makes an instrument rating so appealing.
Flying a plane in IFR conditions requires not just an IFR rating, but a good understanding of the local meteorological environment and resources available to predict changes in a local forecast. The IFR rated pilot may decide to file an IFR flight plan while the VFR pilot tries to get as far as they can until they encounter the clouds and rising terrain.
The most recent Aircraft Owners and Pilot’s Association’s Joseph T. Nall Aircraft Accident Report showed a decline in GA accidents for the number of hours flown. The highest lethality of weather-related accidents are VFR flights into IMC. Click here for the full report.
Acquiring the IFR rating for pilots begins with good planning with small goals to achieve, as it’s one of the more difficult ratings to get while being in my opinion the most rewarding. It’s like learning a new language. It will make the pilot more aware of the pitfalls on launching in to marginal weather. The insurers recognize its value by offering lower rates for IFR rated pilots.
Non-instrument rated pilots know some of the IFR aviation language, but the private pilot may not know how to apply it and be confident to use it. Let’s look at some goals and avenues to prepare for the IFR course.
Preparation and proficiency are the skills required for any flight, but when flying IFR there are details that must be 100 % verified or else the consequences can involve a hazardous risk to the pilot and passengers. There aren’t as many choices on a diversion plan in IFR as there is with a VFR flight. The weather must be verified and rechecked during the flight as well as pireps to develop a plan for your track to a successful arrival. Preparing for Basic Attitude Instrument (BAI) flying lesson is accomplished scanning the panel in the correct sequence for the correct phase of aircraft attitude, and this must be the foundation of the training before advancing to the next part of the course.
The IFR student must have good skills in the areas of workload, communication and cockpit organization to be successful. A deficiency with any of the three skills will increase the time to obtain the IFR rating and lead to missteps in meeting the goals. I’ve seen examples of this deficiency with student showing up for a lesson not prepared. I just cancel the lesson to show them it’s a serious misstep not to be prepared. One student showed up for a lesson we had briefed the day before and didn’t have approach plates readily available in the cockpit. Another student only had one pen to write down clearances, and the only pen fell under the seat. Guess what that student did after he lost the pen and didn’t have anything to write with? He was trying to fly the plane, reference the instruments under the hood, and look for the pen under the seat all at the same time. What did he learn? How to be prepared with a backup plan for anything in an airplane, including another pen or pencil readily available.
Another student had the approach plates in his flight bag, which was safely tucked into the back seat of a Cessna 182. Half way through his cross country he needed them, and they were hard to reach behind the pilot seat. He asked me to get them and I refused, asking what if the CFII was not here? He learned about the difficulty of flying the plane under the hood while multitasking for something that should have been done prior to departure. He learned a valuable lesson on preparation and organization when flying reference to instruments.
The Code of Federal Regulations 61.65 gives specific rating requirements. The largest requirement in the rating is the 50 hours of cross-country time as PIC with ten hours in airplanes for an instrument rating along with 40 hours of actual or simulated time referencing flight instruments, navigation and IFR ATC procedures, approaches and emergency operations.
Some questions the IFR applicant should answer before considering the IFR rating endeavor are:
- Do I have enough time to allocate for flight training and ground training each week?
- Do I get along with the CFI who will be training me, and am I comfortable with his/her teaching style?
- Are the CFI’s schedule and my schedule compatible and flexible?
- What is my financial investment to obtain this rating?
- In what aircraft will I be learning to reference instruments?
- When should I expect to take my check ride once I begin the training?
- How much real cloud time experience can I expect during the training period?
Once the commitment is made to start the IFR training, a good CFI will have:
- A syllabus and course outline of objectives and goals.
- Commitment to the schedule
- Prepared lesson plans
- Measurement tool on progress
- Ability to identify and correct the areas the applicant is struggling with
- Ability and desire to fly in actual IFR conditions or at night
- Preparation plan for the practical test
If you don’t already have it, think about your typical mission and whether an instrument rating will make you a safer pilot.
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