This is a great video, thank you. For someone planning to complete my IR(R) rating this year, this was a great insight into a real deal IMC flight and approaches. Awesome! One thing that stands out is that DA40 is very capable and having a working Autopilot is very helpful! Nice work.
Thank you for the kind comments. The IR(R) is a great tool to start of with but then you’ll wanna really explore and the next step will be a full Instrument Rating, it’s not too bad with a fully working autopilot either.
I learned more in this one flight than any of all the IFR flights I've ever undertaken. A flight that pushes the limit of what one can do with the IR(R). If I am to pursue the venture that is the full IR(A) then I needed to push my capabilities and exercise the full privileges of my rating, safely and correctly. Some of the key learning points during this flight; 1) Timing is key, ensure you are always on time for your slots/arrival time at the destination 2) Be prepared for every eventually, runways change and so do the weather conditions 3) Increase the checks throughout the flight such as BUFFPEAR, FATRED, WASP, and BUFF PEARL 4) Having agreed SOPs to follow (This comes in the Pre-ATO/ATO training) 5) If you are not doing something you have probably missed something Enjoy!
My last flight before lockdown was an ILS into Oxford with my Dad as passenger. I was using my IR(R) for the first time so I felt the pressure (although nothing like your flight here). I don't intend on taking it further to a full IR but it's been four months and this video has made me excited to get back out again. Thanks for sharing.
One of my last flights was into Oxford. Its worth pursuing the full IR via the CBM route as it entails many benefits. Especially post-covid world. Whenever that may be.
Thanks for watching Tim! It was an enjoyable flight indeed :) Did you notice when I was fumbling around looking for miles to GST, it was on the screen in front of me haha!
That's a very exciting proper IFR flight. Nothing beats flying in actual IMC. Very well done in these conditions! No matter how many hours you've flown under the hood, the sensations are nowhere near the same as the real thing. Keep these videos coming! The IR(R) is pretty much like an IR but only valid in the UK? What is the deal? I did the "full" IR but I think this UK IR(R) rating is very useful for private pilots who don't intend on going commercial. Small hint: try to be more concise when you're telling ATC what you want, fewer words and more to the point: "Gloucester hello, GNY, 18 NM east of GST, 2800', request NDB approach with go around, followed by RNP and go around to leave your zone to the east". When they ask for your preferred IAF, you should have the answer ready, and no need to be overly polite "we can do OVNUP or would you prefer SULAP", just tell them "request OVNUP" and that's that. Don't worry, if you can't have it, they will definitely tell you. Just a question: why did you choose 2000' as your initial level? Were you concerned of icing at higher levels? I would always climb as high as I reasonably can, wouldn't really want to sit in IMC at 2000' which is pretty low.
Thanks for watching :) I needed to fly in those conditions as I was always nervous to fly in them. But the weather was very benign for a front, so found it very ideal flying conditions to boost my experience. Yes, the IR(R) is pretty much the full IR with many restrictions, namely but not limited to keep you below Class A airspace. You can shoot approaches down to minima but it's recommended to be 500 PA, and 600 NPA. I am starting the full IR very soon via the EASA CB-IR route very shortly having completed all theory late last year, one of the key elements I do need to improve on is my RT as you quite rightly pointed out. More clear and concise and to the point. 2000ft was due to the LTMA being 2400ft+ and unfortunately, with the IR(R) we are not allowed to utilise the upper airspace.
@@TheFlyingVLOG Best of luck with that CB-IR! I am sure you will do very well! Will you be doing your EASA CB-IR in Europe? I believe I heard EASA are not approving of instrument training in non-EASA airspace for some weird reason, even if the ATO, the aircraft, the instructor etc are all EASA approved, it has to be done within EASA airspace. (BTW: I will also have to do a second CB-IR because my UK IR is no longer valid in EASA... This Brexit thing has been a nightmare regarding pilot licences...)
@@jibeneyto91 This is very concerning. I am myself a non-UK EASA license holder currently living in UK and looking to start CB-IR this year. I have heard there are some new confusing rules regarding training outside EASA airspace (especially regarding FIs), but I thought ATOs should know how to deal with them.
@@JacobDlougach Most ATOs don't really know. In fact most national authorities don't even know. We are in very turbulent times regarding UK/EASA pilot licences. My recommendation is that you contact the EASA authority to whom you will apply for your IR and seek written confirmation that training and testing in UK airspace is OK to them. Don't start spending money before they confirm this. Don't trust the ATOs telling you it's fine because then come the nastry surprises later.
I'm a Brit living in the US with US PPL plus IR. I'm trying to pick up an understanding of the UK instrument procedures. When the controller at Gloucester said you were 35 mins late had you called ahead or filed a VFR flight plan? How did she know you were late? I assume you can only file an IFR flight plan with Eurocontrol if you fly much higher?
Hey Andrew, Everywhere in the UK usually requires PPR. You can't just rock up, so not only do you have to file a FPL. You have to seek permission. If someone else got there before you, you'll have to fly in at a different time. However, I think some places take your CFMU flight plan as permission. It's a weird system.
@@TheFlyingVLOG Thanks for your response. Now I'm thinking most flights in the UK in IMC by GA are likely in Class G with a "traffic" service if possible and maybe some Class D transits. Its a shame the LARS units close in the evenings which rules out night flying unless one is extremely brave! I would think future mandated ADS-B out for IMC flight would really make things safer for GA: hopefully that happens in the UK.
Is UK ATC usually this bad? I've flown in the US and it seems far easier to handle than here. It seems they're unwilling to do anything, even telling you after the fact that you had the wrong transponder code after leaving their control area. I have sweaty palms after watching this! ATC were stressing me out more than the flying! A suggestion: less is more! Moving maps are cool, but IMHO they actually reduce your situational awareness by making you lazy as to where you are. Instead of your "internal map" knowing where you are, I find it can cause you to look at the GPS map instead and makes things a little trickier. A tip for future videos: show a map of your route so we can follow along! I had a good idea where you were, but not exactly sure.
The structure of UK airspace is very watertight around controlled airspace (CAS), the services they offer to flights outside controlled airspace (OCAS) are very limited and depend on the good will of the controller essentially. It doesn't matter whether you are IFR or VFR, while flying OCAS ATC will treat you in the same way. Communications in the UK are also too long-winded because ATC are signing a legal verbal contract each time they push their PTT, so they have to lay out the terms extremely precisely.
The below reply explains in a very detailed fashion why the UK ATC is this way. In terms of moving maps, the positioning of my iPad at current is a bit frustrating but I have a solution for the future, which involves getting a thinner mount and purchasing the iPad Pro so it's less distracting. Should fit snuggly in the left-hand-side so I can view charts and ForeFlight/SkyDemon and any weather information in the future. In terms of the route, this is something I definitely want to do, however, my current iPad probably wouldn't handle recording as well as showing maps. I'll look into it but I'll probably wait till I get the iPad Pro before doing that. Unless you know of any decent software that won't take up all my space on my iPad?
@@TheFlyingVLOG I wasn't thinking anything that extravagant for the map - just a screenshot of a sectional at the beginning so we can see where you intend to fly! :D iPad Pro has a pretty large display! I guess it is easier to read but also takes more space. I'm just debating which iPad to get. Thinking Air (great screen, fast, and relatively small).
This is a great video, thank you. For someone planning to complete my IR(R) rating this year, this was a great insight into a real deal IMC flight and approaches. Awesome! One thing that stands out is that DA40 is very capable and having a working Autopilot is very helpful! Nice work.
Thank you for the kind comments. The IR(R) is a great tool to start of with but then you’ll wanna really explore and the next step will be a full Instrument Rating, it’s not too bad with a fully working autopilot either.
I learned more in this one flight than any of all the IFR flights I've ever undertaken. A flight that pushes the limit of what one can do with the IR(R). If I am to pursue the venture that is the full IR(A) then I needed to push my capabilities and exercise the full privileges of my rating, safely and correctly. Some of the key learning points during this flight;
1) Timing is key, ensure you are always on time for your slots/arrival time at the destination
2) Be prepared for every eventually, runways change and so do the weather conditions
3) Increase the checks throughout the flight such as BUFFPEAR, FATRED, WASP, and BUFF PEARL
4) Having agreed SOPs to follow (This comes in the Pre-ATO/ATO training)
5) If you are not doing something you have probably missed something
Enjoy!
My last flight before lockdown was an ILS into Oxford with my Dad as passenger. I was using my IR(R) for the first time so I felt the pressure (although nothing like your flight here). I don't intend on taking it further to a full IR but it's been four months and this video has made me excited to get back out again. Thanks for sharing.
One of my last flights was into Oxford. Its worth pursuing the full IR via the CBM route as it entails many benefits. Especially post-covid world. Whenever that may be.
That NDB/DME on raw data and hand-flown was quite fun. Thanks for posting. Wayne (DA40 KSBA)
It was indeed very fun. But more work to do 💪
Awesome video, definitely looked like a challenging flight!
Many more to come. I do love this niche, and think it needs sharing
Phew, that was a busy one Robbie! Well done. 👏👍😎
Thanks for watching Tim! It was an enjoyable flight indeed :) Did you notice when I was fumbling around looking for miles to GST, it was on the screen in front of me haha!
@@TheFlyingVLOG Easy to do when you are working under pressure.
0:18 I do not fly Diamond, but very similar aircrafts. Is it possible, that you put the fuel cap in the wrong way?
It was the wrong way before this flight, it's been changed to the correct way now by an engineer :)
That's a very exciting proper IFR flight. Nothing beats flying in actual IMC. Very well done in these conditions! No matter how many hours you've flown under the hood, the sensations are nowhere near the same as the real thing. Keep these videos coming!
The IR(R) is pretty much like an IR but only valid in the UK? What is the deal? I did the "full" IR but I think this UK IR(R) rating is very useful for private pilots who don't intend on going commercial.
Small hint: try to be more concise when you're telling ATC what you want, fewer words and more to the point: "Gloucester hello, GNY, 18 NM east of GST, 2800', request NDB approach with go around, followed by RNP and go around to leave your zone to the east". When they ask for your preferred IAF, you should have the answer ready, and no need to be overly polite "we can do OVNUP or would you prefer SULAP", just tell them "request OVNUP" and that's that. Don't worry, if you can't have it, they will definitely tell you.
Just a question: why did you choose 2000' as your initial level? Were you concerned of icing at higher levels? I would always climb as high as I reasonably can, wouldn't really want to sit in IMC at 2000' which is pretty low.
Thanks for watching :) I needed to fly in those conditions as I was always nervous to fly in them. But the weather was very benign for a front, so found it very ideal flying conditions to boost my experience. Yes, the IR(R) is pretty much the full IR with many restrictions, namely but not limited to keep you below Class A airspace. You can shoot approaches down to minima but it's recommended to be 500 PA, and 600 NPA. I am starting the full IR very soon via the EASA CB-IR route very shortly having completed all theory late last year, one of the key elements I do need to improve on is my RT as you quite rightly pointed out. More clear and concise and to the point. 2000ft was due to the LTMA being 2400ft+ and unfortunately, with the IR(R) we are not allowed to utilise the upper airspace.
@@TheFlyingVLOG Best of luck with that CB-IR! I am sure you will do very well! Will you be doing your EASA CB-IR in Europe? I believe I heard EASA are not approving of instrument training in non-EASA airspace for some weird reason, even if the ATO, the aircraft, the instructor etc are all EASA approved, it has to be done within EASA airspace.
(BTW: I will also have to do a second CB-IR because my UK IR is no longer valid in EASA... This Brexit thing has been a nightmare regarding pilot licences...)
@@jibeneyto91 This is very concerning. I am myself a non-UK EASA license holder currently living in UK and looking to start CB-IR this year. I have heard there are some new confusing rules regarding training outside EASA airspace (especially regarding FIs), but I thought ATOs should know how to deal with them.
@@JacobDlougach Most ATOs don't really know. In fact most national authorities don't even know. We are in very turbulent times regarding UK/EASA pilot licences. My recommendation is that you contact the EASA authority to whom you will apply for your IR and seek written confirmation that training and testing in UK airspace is OK to them. Don't start spending money before they confirm this. Don't trust the ATOs telling you it's fine because then come the nastry surprises later.
I'm a Brit living in the US with US PPL plus IR. I'm trying to pick up an understanding of the UK instrument procedures. When the controller at Gloucester said you were 35 mins late had you called ahead or filed a VFR flight plan? How did she know you were late? I assume you can only file an IFR flight plan with Eurocontrol if you fly much higher?
Hey Andrew, Everywhere in the UK usually requires PPR. You can't just rock up, so not only do you have to file a FPL. You have to seek permission. If someone else got there before you, you'll have to fly in at a different time. However, I think some places take your CFMU flight plan as permission. It's a weird system.
@@TheFlyingVLOG Thanks for your response. Now I'm thinking most flights in the UK in IMC by GA are likely in Class G with a "traffic" service if possible and maybe some Class D transits. Its a shame the LARS units close in the evenings which rules out night flying unless one is extremely brave! I would think future mandated ADS-B out for IMC flight would really make things safer for GA: hopefully that happens in the UK.
@@andrewrtbaron69 I think ADSB full stop with in-flight data would be great. IMC happens in Class A, but only IR rated pilots. Not IR(R) (UK IMC).
But yes Class D and Class G you'd have your IR(R).
Awesome video 👐 some great flying here and it's nice not to see no negative comments from a certain individual 🤣🤣🤣
Haha thanks for watching ✈👀
Looking forward to ot
Going live in 3!
Is UK ATC usually this bad? I've flown in the US and it seems far easier to handle than here. It seems they're unwilling to do anything, even telling you after the fact that you had the wrong transponder code after leaving their control area.
I have sweaty palms after watching this! ATC were stressing me out more than the flying! A suggestion: less is more! Moving maps are cool, but IMHO they actually reduce your situational awareness by making you lazy as to where you are. Instead of your "internal map" knowing where you are, I find it can cause you to look at the GPS map instead and makes things a little trickier.
A tip for future videos: show a map of your route so we can follow along! I had a good idea where you were, but not exactly sure.
The structure of UK airspace is very watertight around controlled airspace (CAS), the services they offer to flights outside controlled airspace (OCAS) are very limited and depend on the good will of the controller essentially. It doesn't matter whether you are IFR or VFR, while flying OCAS ATC will treat you in the same way. Communications in the UK are also too long-winded because ATC are signing a legal verbal contract each time they push their PTT, so they have to lay out the terms extremely precisely.
The below reply explains in a very detailed fashion why the UK ATC is this way. In terms of moving maps, the positioning of my iPad at current is a bit frustrating but I have a solution for the future, which involves getting a thinner mount and purchasing the iPad Pro so it's less distracting. Should fit snuggly in the left-hand-side so I can view charts and ForeFlight/SkyDemon and any weather information in the future. In terms of the route, this is something I definitely want to do, however, my current iPad probably wouldn't handle recording as well as showing maps. I'll look into it but I'll probably wait till I get the iPad Pro before doing that. Unless you know of any decent software that won't take up all my space on my iPad?
@@TheFlyingVLOG I wasn't thinking anything that extravagant for the map - just a screenshot of a sectional at the beginning so we can see where you intend to fly! :D
iPad Pro has a pretty large display! I guess it is easier to read but also takes more space. I'm just debating which iPad to get. Thinking Air (great screen, fast, and relatively small).
IFR in the UK is.....different.
It is indeed, but eventually I'll be doing proper IFR.