IFR flight Dundee to Glasgow - The Flying Reporter 

That's good to know.

Thanks Adam.

Thanks Ken.

I should use it more, but it sometimes misbehaves and starts oscillating.

Thank you.

Thank you Mr Barber.

Thanks Chris.

Do - you will learn so much about procedure and one hell of a lot more about yourself.

Thanks. This would be ideal, but we were running 30 minutes late due to the taxi delay, there were delays getting fuel/paying landing fees at Dundee, so the cameras had to be an afterthought on this journey.

Glad you enjoyed the video Tony.

They're super helpful.

Thanks Martin.

Thank you.

Thanks Michael. Yes, it was a rewarding flight.

Thanks. I will get there one day.

Thanks Mike.

Thank Lewis. congrats on your solo!

Thanks Kev.

It's all a matter of financial priorities Douglas, and plans in the pipeline...

Hi - The skydemon on the ipad is simply checking for terrain an obstacles, 1000ft below in a 5nm radius *you can set it to a different minima*. That's the standard IFR minimums. However, when you're on an approach, the approach has been designed to keep you safe along that thin corridor - as long as you fly the approach accurately, you will be terrain and obstacle safe. If you exceed the tolerances on approach - greater than half scale deflection, you'd have to go around....and try again.

Time poor David.

Yup Wayne. I do the same.

Thank you Jeremy.

In Class E, VFR traffic will need to be 1000ft vertically and 1500m horizontally from cloud, and so I should have plenty of time to see them if I'm not in the cloud (IFR or VFR) and they shouldn't be closer to the cloud than that, or they'll be in IMC and should adopt IFR rules so will need a clearance too. VFR flights in class E, although not requiring a clearance, should be in two-way with atc for that airspace, and such, it becomes a known environment, and ATC can give me traffic information or deconfliction advice/headings.

5000 for the terrain, MSA. Couldn't go to 6000 because of the Class A at FL055.

@@TheFlyingReporter Makes sense, thanks for clarifying!

With a forecast of cloud bases down to 800 feet over Glasgow, and terrain up to 2500 on the route I’d say that vfr flight would have been virtually impossible from Dundee to Glasgow. Actual cloud bases for my arrival were around 1000 ft. A vfr entry into Glasgow airspace, which is class d, wouldn’t have been possible. Svfr might have been possible, just.

No Allan, just a restricted rating.

Hi Richard. Thanks for your views. I don't understand your question about POA?

@@TheFlyingReporter Sorry, should read POH. With particular reference to gear and flap selection. Krgds RichT

Yes.

With class A on this route at FL55, is was limited to 5000 for this flight. Track up/North up...that's a personal preference. I use both. The GNS navigator is track up and the Skydemon is North up, so that I have situational awareness both on the track and the cardinal points for position reporting etc.

I forgot to say that I thought the overlaid narrative was a very good idea.

For restricted instrument rated pilots, it's recommended that because of their limited training (ie, not the full IR training) they should apply a safety factor. the way that is calculated depends on the type of approach being flown, but in simple terms, it's recommended that for a precision approach (ILS) that the minimum should be no less that 500ft AGL. With the elevation of the 23 threshold being 21ft AMSL, my IR(R) minima is 521ft... It does depend on the OCA figure, which could calculate to a higher figure..and there are some safety factors added to that figure for IR(R) pilots. But, the recommended absolute minima is 500ft AGL. That is not to stop me going to the published minima if I'm in recent practise, and competent enough to do so, but since I don't fly approaches every day, I usually apply the safety factors. Jon

A good video showing how instrument flying over short distances can be of a high work load and therefore the “seven P’s” are even more important. As you rightfully pointed out, it demonstrates how IRR pilots who don’t use their rating often increase that workload. The number of times I hear/read IMC pilots say ‘it’s not an IR rating, it’s a get out of gaol free card’ …well it could save your life, so practice, practice, practice and then you can fly right down to 200’ agl. I fly instrument approaches almost every time I fly, and IFR departures even when not entering controlled airspace. Always call for engine start; as you found out, your departure clearance was, initially, not available; saves engine hours and fuel and some airports just don’t like you sitting there polluting the atmosphere. About once a year, I will fly a three approach training sortie. Humberside RNAV - Norwich NDB - RTB Cambridge for the ILS to land. I’ll always do this in VMC unless I have my IR inst with me. In my experience, I can’t remember the last time I actually flew an arrival procedure as most ILS approaches will be vectors to final, as indeed yours was. You could have loaded this into your 430; SIDs are more common although normally if you are going into controlled airspace. Cambridge doesn’t have an official SID but has departure routes - IFR exit reporting points. Your SkyDemon “Altitude” is not based on QNH but the altitude is derived from GPS using mean sea level (1013.2) as its reference point, which means it will not normally be as accurate as a properly-set pressure altimeter. Also, ATC report cloud levels using the QFE, ie HEIGHT above the terrain on which it is reporting, not ALTITUDE. On SkyDemon, you can toggle the ALT to read HGT. This I use to give better SA in case of an engine failure as your altimeter may not have an accurate QFE pressure setting. Again, I believe SkyDemon calculates the terrain height based on its GPS input, so pretty accurate. Always great learning points from your videos, well done for educating the GA community. You really should get your confidence in your autopilot, it reduces the workload considerably.

Hi Neil. You can't operate the throttle to full travel in the turbo, or it'll over-boost. You set it to the right power setting (in my case 41 inches) then stop there. As you climb higher, I'd need to open the throttle more to maintain the same power.

@@TheFlyingReporter aha... cheers Jon 👍

Don’t know if you’re aware but transport category (eg your Boeing 737, Airbus A320) aircraft rarely use full power for takeoff as turbine engines have waaaaay excess power.

Normally 3 degrees or thereabouts. It’s shown on each instrument chart.

I file my requested level(s) and specify in the remarks that I’m not qualified for flt in class A. I’ve only once been asked if I can accept a climb which would have put me in class A and I said I was unable. That time wasn’t on a full fpl.

@@TheFlyingReporter brilliant, thanks. I have never been brave enough to try it. BTW, great content, and so professionally produced 😁

Yes, utilizing an autopilot reduces the workload while flying in IMC and while using an ILS or RNAV approach significantly. The pilot can focus more on communication and navigation with an AP handling most of the stick/rudder duty. That said, yes, it is still important for pilots to practice hand flying an airplane in IMC if they wish to stay proficient and in case of an AP failure as you described. Im an instrument rated pilot here in the states and I use the AP on my G1000 anytime I am flying via instruments. But I still go out and hand fly instrument approaches to stay proficient at least once a year, but I aim for once a quarter. Its also been easier to practice shooting instrument approaches by hand having a decent flight sim setup at home.

It takes practice but not hard once you know how.

I don't think that you are in any position to criticise. You know nothing about this young lad. You have based your toxic comments on 1min 40secs of footage. Your comments are typical of a social media troll that can have devastating effects on our young people.