Shoot me a PM. You’re in the Wisconsin area right?Great idea, but I can't hardly find a CFII around here to fly under the hood, much less one that'll file actual. 45 minute drive one direction for instrument instruction, 1 1/2 hours the other, and last time I tried to book it was 3 weeks to get onto the schedule.
You’ll pick up your CFII when you get back to the ship, and if you don’t, give me a call. I’ll fly with you.Great idea, but I can't hardly find a CFII around here to fly under the hood, much less one that'll file actual. 45 minute drive one direction for instrument instruction, 1 1/2 hours the other, and last time I tried to book it was 3 weeks to get onto the schedule.
I was a little surprised i had the dreaded attitude indicator failure imc in an old 172 and had to shoot ALB to mins on the south runway and going back to that from a 1900 was still fine because everything was slower. Laughed at myself twice for going goofy on the ILS because i glanced at the bad indicator. Thankfully I wasn't hot on the Mike when I said"no stupid not that way" talking myself through the approach. Would have been good comedy.Equipment has a lot to do with it imo. After several thousand hours flying piston twins and turboprops in the NE year round I didn't give hand flying 200 and 1/2 a second thought. But as soon as I got back into a piston single that comfort went right out the window. I think I burned out the screen on my EDM staring at the thing so hard. Feel free to call me a nancy, but these days I'm not going anywhere with my family in the back that's reporting at minimums in something that either has less than two engines or doesn't burn Jet-A.
My thoughts exactly anytime I break out anywhere near mins, especially at night. Ain’t this stuff cool?Every time a runway appears at the end of an approach I can’t help but have a “I can’t believe this all works!”
I’m glad there are smart people to design and develop all this stuff.
Now a days, I don’t think I’d launch into less that 1000’ and 3 in a 4 cylinder single engine ship. I don’t even want to fly a single at night anymore, really. Now if @killbilly puts a ribeye at another airport somewhere, I might have to put on my big boy pants.Never? There's a lot of things that can go wrong in singles IMC. I don't think there has ever been a time where I didn't think I could be more proficient, have a better equipped airplane, or the weather be better.
I would say I felt "comfortable" after taking the CFI-I ride and teaching the stuff for a while.
If weather and schedules don't have some kind of marvelous coalescence in the next couple of weeks, we ain't goin' anywhere....
The ticket means you need to have - and maintain - the skill to go to your lowest authorized minimums.No, everyone has their own minimums.
That and I’m not making a $100 burger run to an airport that’s got a 200’ ceiling.
Really? Well, allllllriiiighty then.The ticket means you need to have - and maintain - the skill to go to your lowest authorized minimums.
Otherwise, fork it over.
It does not necessarily follow that you always should go to the lowest authorized, but your skill level shouldn’t be the determining factor if you are appropriately rated and equipped.
OMG, yes! @bassakwards. ... ... And this^^, more likely than not, will be your first paid job in aviation (I suppose sometimes not now, in our current era of entitled employment opps). But still, Ain't aviation grand??This is the big Bogyman in the room that no one in flying talks/writes about. Single pilot, IMC, hand flying with pax in the back can be absolutely terrifying for the newbie (ask me how I know).