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09-26-2018, 06:38 AM
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Join Date: Jun 2006
Location: Delaware, OH (KDLZ)
Posts: 4,196
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After I was flying my RV-10, I needed an IPC. I had a problem finding a CFII that was willing to fly in an experimental. Then those that were willing, I had to find one that was comfortable will glass panels in IMC. Then I had to find somebody that was will to learn my AFS panel.
It took me awhile, but I did find a great instructor. He was a local corporate pilot that built an experimental. I was able to locate him through the local IMC chapter.
While he wasn't familiar with AFS, he had no issues learning the buttons. The aircraft that he flies in his day job had different vendor's glass panels. I liked his perspective on training. It was more here is want we want to do, the glass panel is going to do this, so now what's the AFS buttonology. After flying for a couple years, I learned a lot during that IPC.
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10-25-2018, 12:45 PM
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Join Date: Aug 2016
Location: Terre Haute, IN
Posts: 42
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Quote:
Originally Posted by rleffler
After I was flying my RV-10, I needed an IPC. I had a problem finding a CFII that was willing to fly in an experimental. Then those that were willing, I had to find one that was comfortable will glass panels in IMC. Then I had to find somebody that was will to learn my AFS panel.
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Why would they have to fly imc? Ipc and check rides are supposed to be in vmc by the regs. Well, I guess specifically the ipc doesn?t have to be vmc by the regs but it doesn?t have to be imc. Check ride has to be vmc by the regs due to the fact that the testee is pic and before passing he/she wouldn?t be able to be pic in imc.
As for myself with a thorp I trained for a week in a Cessna prior to my check ride and took my check ride in a 172. My thorp is not ifr certified so I couldn?t do my ride in it despite the check ride being in vmc.
__________________
Jeff
1980 Thorp T-18
1962 Cherokee-180
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10-25-2018, 03:22 PM
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Join Date: Oct 2006
Location: Garden City, Tx
Posts: 5,145
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Quote:
Originally Posted by Binder
Why would they have to fly imc? Ipc and check rides are supposed to be in vmc by the regs. Well, I guess specifically the ipc doesn?t have to be vmc by the regs but it doesn?t have to be imc. Check ride has to be vmc by the regs due to the fact that the testee is pic and before passing he/she wouldn?t be able to be pic in imc.
As for myself with a thorp I trained for a week in a Cessna prior to my check ride and took my check ride in a 172. My thorp is not ifr certified so I couldn?t do my ride in it despite the check ride being in vmc.
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Going through this right now with my DPE, trying to get my IFR but there has been very low weather lately. He told me the FAA encourages the DPE's to not be PIC but it's ultimately the DPE's choice. Mine told me he was OK with minor IMC (puffies, thin layers) etc but not low overcast on an approach - so I'm now on my second reschedule for better weather.
This is in my glass-panel 9A, by the way.
__________________
Greg Niehues - SEL, IFR, Repairman Cert.
Garden City, TX VAF 2020 dues paid 
N16GN flying 700 hrs and counting; IO360, SDS, WWRV200, Dynon HDX, 430W
Built an off-plan RV9A with too much fuel and too much HP. Should drop dead any minute now.
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10-27-2018, 06:20 PM
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Join Date: Jan 2016
Location: WA
Posts: 52
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Just passed my IFR Check-ride in my 10
My RV 10..has 3 3GX, G750, 307 Autopilot etc...I did all my training and check ride in it w/o any issue. In fact, 2 CFIIs said they never want to do any more training in a steam gauge plan again after flying w me. I live in Seattle area..and had 9hrs of actual of my 42 hrs of training. "the situational awareness is amazing in your plane..' both CFII said.
When you go to do your IACRA, and look for the model/make of your plane...look under KIT build for what plan you have been flying. Took me a bit to figure this out...as Van's RV isn't listed on the IACRA website.
IR is awesome, so glad its done, but learned a ton!
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10-29-2018, 07:41 AM
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Join Date: Oct 2006
Location: Garden City, Tx
Posts: 5,145
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Quote:
Originally Posted by mdmba
My RV 10..has 3 3GX, G750, 307 Autopilot etc...I did all my training and check ride in it w/o any issue. In fact, 2 CFIIs said they never want to do any more training in a steam gauge plan again after flying w me. I live in Seattle area..and had 9hrs of actual of my 42 hrs of training. "the situational awareness is amazing in your plane..' both CFII said.
When you go to do your IACRA, and look for the model/make of your plane...look under KIT build for what plan you have been flying. Took me a bit to figure this out...as Van's RV isn't listed on the IACRA website.
IR is awesome, so glad its done, but learned a ton!
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Either KIT or HOME will show our experimental class on IACRA.
__________________
Greg Niehues - SEL, IFR, Repairman Cert.
Garden City, TX VAF 2020 dues paid 
N16GN flying 700 hrs and counting; IO360, SDS, WWRV200, Dynon HDX, 430W
Built an off-plan RV9A with too much fuel and too much HP. Should drop dead any minute now.
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10-30-2018, 02:23 PM
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Join Date: Jun 2006
Location: Delaware, OH (KDLZ)
Posts: 4,196
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Quote:
Originally Posted by Binder
Why would they have to fly imc? Ipc and check rides are supposed to be in vmc by the regs. Well, I guess specifically the ipc doesn?t have to be vmc by the regs but it doesn?t have to be imc. Check ride has to be vmc by the regs due to the fact that the testee is pic and before passing he/she wouldn?t be able to be pic in imc.
As for myself with a thorp I trained for a week in a Cessna prior to my check ride and took my check ride in a 172. My thorp is not ifr certified so I couldn?t do my ride in it despite the check ride being in vmc.
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Because I wanted some IMC experience with a CFII.
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10-30-2018, 08:37 PM
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Join Date: Aug 2016
Location: Near Buffalo, NY
Posts: 68
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A related IPC comment/question. Forgive me if this is too much drift.
My 9A has a Garmin 625 which means RNAV approaches only. The IPC requires three different approaches. My sense is that a choice of LPV, LP+V, VNAV, LNAV should work.
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10-30-2018, 09:13 PM
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Join Date: Dec 2011
Location: Livermore, CA
Posts: 6,797
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Quote:
Originally Posted by Dreamin9
A related IPC comment/question. Forgive me if this is too much drift.
My 9A has a Garmin 625 which means RNAV approaches only. The IPC requires three different approaches. My sense is that a choice of LPV, LP+V, VNAV, LNAV should work.
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The appendix of the ACS (nee PTS) says the two non-precision approaches must use different types of nav aides.
The same ACS encourages emergency procedures, e.g., failed equipment. So for gps-only aircraft I usually ‘fail’ the gps, hand the pilot a portable vor radio, and have him shoot a VOR approach. IMHO meets the spirit, if not the letter, of the regs.
Which of course begs the question: If you’re flying in IMC and your 625 fails, what are your plans?
Last edited by BobTurner : 10-30-2018 at 09:31 PM.
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10-31-2018, 08:49 PM
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Join Date: Aug 2016
Location: Near Buffalo, NY
Posts: 68
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Backup
I think the same question applies if a Garmin 650 or 430 fails, you?ve lost instrument approach capability. In this particular 9A at least, there is a Dynon Touch with independent GPS (not legal approach) to navigate with, there?s a Dynon Comm and Garmin SL40 to communicate with, a Dynon EFIS and Garmin G-5 to help keep the oily side down.
Still no instrument approach but some decent options especially if there?s ?spare? fuel.
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11-01-2018, 08:22 AM
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Join Date: May 2012
Location: Ga
Posts: 662
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Very good question Bob, especially with the one-screen-wonder out there. It?s amazing how bright everything gets when that one high-dollar screen goes blank for no reason at all when in the clouds. If you survive, then you attempt to vent your frustration on the mfg and you get a reply that we should have rebooted, or it was a ?glitch?, or it?s a known problem that will be addressed in next software update in two months. Nevertheless, a lot of thought on alternate options is very good advice especially when IFR. Backup steam gauges is old technology but maybe a simple backup plan for the near term.
Quote:
Originally Posted by BobTurner
The appendix of the ACS (nee PTS) says the two non-precision approaches must use different types of nav aides.
The same ACS encourages emergency procedures, e.g., failed equipment. So for gps-only aircraft I usually ?fail? the gps, hand the pilot a portable vor radio, and have him shoot a VOR approach. IMHO meets the spirit, if not the letter, of the regs.
Which of course begs the question: If you?re flying in IMC and your 625 fails, what are your plans?
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__________________
Craig
RV-3 Sold
RV-4 Sold
RV-6a Sold
RV-9 IO-360 CS, Built and Flying
Aerostar 600A, Family Hotrod
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