IFR rating was one of the most difficult but rewarding undertakings I've completed. Frustration, success, followed by mistakes, followed by frustration followed by triumph made it so sweet when I heard "Thats a pass, lets head to the hangar and debrief". One day it all clicked, and no more full scale deflections, no more altitude errors, approaches became stable, and confidence grew. If you're thinking of doing it, DO IT ! But don't take it lightly and be ready to be consistent and study study study ! Great video, and solid game shots of my 8 bit childhood.
Wow, brother!! You hit it out of the park with the graphics and soundtracks. You put an awful lot of time in the pulling that together, and it paid off. Thanks for producing something so fun and entertaining. Us kids of the 80's really liked this. 👍🙂
Very nice video. 50 yrs ago, when I was working on my IR (never got it - life got in the way), I used VOR, ILS and ADB approaches using the old 6-pack instruments. So much more information and capability now, but I suspect that it also tends toward information overload. The key is to manage the overload.
The first couple times I flew with glass after using only a six pack I definitely feel overloaded with all the information then you start to adapt. Big thing I guess is the brain learns what to ignore. Also nice thing about glass you can turn on and off features and even go back to a digital representation of the six pack.
I trained in 2006 and at the time just used the standard six pack, 2 vors, and a NDB. I’ve since become a rusty pilot and got refreshed in a G1000 and couldn’t stand it. Honestly way too much work for single pilot IFR. Give me the two VORS and a simple WAAS gps and that’s perfect for single engine pistons.
@@briank3754 I watch an awful lot of flying videos from a lot of different people with a lot of different types of displays. I haven't flow as PIC since the late 70s and early 80s. We barely had LORAN, let alone GPS or glass screen cockpits. But, if were going to go back to flying today, a glass cockpit is the way I want to go. I would much rather have all of that information at my fingertips, ready and right there, instead of trying to twiddle VOR knobs, ADF headings, etc. All of that on top of trying to figure out a paper chart? Nope. Now, you can say 'what happens with the lights go out?' Good question. That's what back ups are for, whether a program on your iPad, a backup ADI/Heading indicator in the panel with battery power, or a hand held GPS/Comm unit. I mean, the same thing could have been asked 50 years ago, lose an alternator and the battery at night in IMC? What are your back ups? A lot of the same things, actually. My two cents.
@@GaryMCurran Those modern GPS displays have at least 45 minutes independent backup power each. Given you generally need two for redundancy purposes you can double that time by running one at a time.
@@glennwatson thank you. I was aware of that, but you've always got the one person out there who comes along and say 'Yeah, but what if . . . ' About the only way that you're going to run out of power is if you're not within 30 minutes of an airport. I will say though that in the situation where you have a battery back up, independent of ship's power, they aren't tied together so that if you lose ship's power you can run just one for twice the power. Not the way they work.
Love the 8-bit graphic simulations. :) I never did get my Instrument rating, and it's been 40+ years since I've been in the left seat. But, even in PPL training, we did a lot of stuff under the hood. I don't know that I ever experienced vertigo, I don't remember, but I have had ear infections which duplicate it. I would hate to have a bad case of vertigo while in solid IFR weather. I DO think that pilots today, with today's glass panel avionics have a better feeling for what's going on around them, especially if you can make the ADI full screen. It just gives you a bit more of something to latch on to. But, even a non-instrument rated pilot, if he or she keeps their head on, can get out of a inadvertant IMC encounter. There are even videos here on RU-vid that go through that. You have an autopilot in 1BW, don't you? One of those Aero ones that Bendix King just recently bought out? My feeling is that if you're in IMC or marginal VMC, and you have an autopilot, you should be using it. It will help if you're overcome with vertigo, but more importantly, it frees up part of your mind from the actual control of the aircraft and lets you do more system management. But, that's just me. Fine video, serious topic done in a kind of a light hearted manner.
The real risks of flying IFR are a great topic for discussion, however, I am a big believer that an instrument rated pilot who is proficient is a MUCH safer pilot under most circumstances. Great topic. Really like the videos you put out.
Awesome intro to what IFR flight is like for folks that don't live GA 24/7. I'm kind of surprised you didn't mention the autopilot, and how it's a huge relief while flying actual?
One thing about flying and Instruments especially one tends to remember (even 26 years later) every mistake you ever made and didn't kill yourself or your passengers. Worst Fear ICE. Best Feeling, approach lights at Miniums.
Here's an early welcome to SZP! I recommend checking out the airport's website to get familiar with the local procedures. If we have a lot "May gray" and "June gloom" (if you're here thru June) this year, I'll keep in mind that it's good training for you as a silver lining. I think my favorite 172 is 9MB (but 184 is new here and a contender), but since you'll be going IFR you might like the additional fuel in 172 and 168. Or will you use the 182RG? They don't have approaches, but L52 and L05 are cool airports if you need a short break from training and want to fly somewhere. L52 is having their airport day in mid May too.
Today I saw a video by Veritasium about the toxicity of lead, and at the end said it's still used in fuel for piston airplanes. Does your plane uses that kind of fuel? If so be super careful plss That video is titled, "The man who accidentally killed the most people in history".
The Editting of this Video is freeking Insane,,, Great Job Captain Erick I hope Ppl take your humble advice and fly safer,,,I love ,please deposit ,025c for the next three mins of instrument flight ,Lol
Hello, What are you using on your yokes for grip? I need these in my life!! I have the same yokes and battle with them being slippery, especially on those difficult landings!
I usually read the manual twice before buying and twice after buying with the unit in front of me. My channel has some in depth reviews of most of the stuff in my plane to help out others.
Well, try to land a space shuttle ot a plane on an aircraft carrier. I would consider these much more deadly video games. Nice video though... Already waiting for the next one.
Well, landing a Space Shuttle in itself is not so hard. It is just the awful flight characteristics it had. The approach is extremely long and straight, no delay vectors or crossing traffic. The runway is completely prepared for your specific landing. Only if it wouldn’t fly like a brick. And no go-around as it’s a glider. Compare that to a general aviation plane that has to keep up with jets on final approach. Totally different game.
Working on my IR right now👍🏼 having tons of fun too. Such a rewarding feeling to fly an approach to minimums in sim ifr (or actual) and be where you should be
Always thought something weighted hanging from the roof on the inside might help to defeat disorientation. My time in the Guard in helicopters (as a 19DF20 scout observer) illustrated just how life-critical IFR ability is for your survival. We used to practice IFR "under the hood" on really beautiful VFR days. It helps, as it establishes in your mind, you can trust the instruments. Provided of course, you did a proper/correct pre-flight.
I'm not a pilot so take it with a grain of salt, but I always thought a huge part of the disorientation was that because the wing is always creating lift in the upward direction (relative to your body) even if you are rolling, you won't be able to feel it as easily because there's still plenty of force in the "upward" direction tricking your senses. Would a visual indicator that relied on gravity be totally effective? The actual attitude indicator uses a gyro and relies on inertia rather than the forces on the plane at any one moment.
@@leviathan7477 I always thought what happened to pilots were they would see the instruments, read them, and internally override them because they kept falling back to seat of the pants flying, even using instruments. You seriously cannot practice enough IFR training.
@@leviathan7477 no. It would not help. Because if you are in a coordinated turn, the ball on a string would still be straight down. The forces applied while flying are why stunt pilots can pour a can of Red Bull while doing a barrel roll.
I've wondered about the weight thing too! Happily, Scott Purdue has a great demo of flying with a ball on a string in his Bonanza that turned out differently than I would have guessed. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-Jg4mxGBHKV4.html
