Single pilot IFR - pilot fatigue - The Flying Reporter
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- Опубліковано 7 гру 2021
- On a long flight from southern England to Scotland, I experience pilot fatigue after a delayed departure and single pilot flight in IMC.
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I have only flown the real thing once in my life. My wife and youngest son bought me a pleasure flight from Withybush airfield (EGFE) for my 60th birthday. We flew out to St Brides bay and then up to St David's Head and from there we followed the coast to Goodwick where we live. We circled our house a few times and then our pilot asked me if I would like to fly the Cessna 172 (I had told him I was a MSFS nut), I jumped at the chance. I was told to follow the coast up to Cardigan and then follow the Teifi River for a while. I was then given headings to take us passed the Preseli Mountains back towards Withbush Airfield. By the time we reached Llys-y-fran dam I was ready to hand back control to our pilot. (I had only been flying for about 20 minutes) I was wacked with the concentration. I was quite pleased with myself as our pilot only had to tell me once to pick up the Cessna's nose a bit. What a wonderful birthday present that was and our son videoed the whole flight so I can relive it when ever I want. I really enjoy your videos and this was another great one. Thanks. Dave M.
thanks david.
bit late to the party on this video sadly, but my longest flight in a light aircraft (Piper Comanche single) was Southend to Gibraltar IFR stopping at Biarritz for lunch and fuel before setting off on the leg to Gib crossing the whole of Spain in one hop (because of the political situation between UK and Spain, not possible to land in Spain then depart for Gib). The return flight was even more of a challenge; because of a lack of Avgas at Gib, it was necessary to fly to Tangier on the north Africa coast, refuel there then depart (initially) VFR for the return flight to Biarritz then file IFR in the air for the Spain crossing. I did have another pilot in the right hand seat (with our wives in the back) who did share some of the en-route tasks but he was not IR rated so I handled the controlled airspace communications and was PIC for the whole flight. This did ease the overall pressure on such a long flight of course as well as being equipped with a dual GNS stack coupled to the autopilot 🙂
Wonderful experience!
Well done!!! That's where a "buddy" otherwise known as a co-pilot comes in handy!!!!........
Would be nice.
As always an entertaining and educational video. Thanks Jon.
Another superb video Jon. Just so you know, you and another chap on You Tube have inspired me to take up flying and am in the process of learning thanks to your videos, explanations and well thought out and documented programmes. I have always had a feel for all things aviation and now, thanks to you am in the process of gaining my licence. I look forward to letting you know in due course. Thanks and keep up the good work 👍👏
Enjoyed this video. Was at the edge of my seat.
As interesting and informative as ever - thanks Jon.
Thank you Patrick.
Excellent real world perspective. Thank you for sharing your experience with us!
My pleasure Larry.
Excellent video Jon, very professional as always.
Thank you lee.
Thanks for making these videos. Because you cover a range of topics your videos are much more valuable than the thousands of "watch me fly" type videos that populate UA-cam. And the videos of you flying have detailed narration. Please keep up the good work :)
Thanks Sheldon.
Hi John
Really great video. Your videos are so "real" . Sometimes you look like you are pushing yourself to your limit. Which makes me worry for your stress levels. Its no wonder you suffered fatigue on this flight. I admire that your love of aviation overides your constant fear of cocking things up in the cockpit. You allow us the pleasure of watching you living the dream without putting a unrealist gloss on the whole thing . The fear is a good thing it stops you from taking risks and always erring on the side of caution
Really glad you like the realism and the authentic nature of the videos.
Thanks Jon for another down to earth video. Really enjoy your channel. Now that you have sussed out the autopilot, using it might well be a lot easier than getting on the ground from IFR and then having to get up there again, and of course not forgetting to position your seat prior to departure. You were looking very uncomfortable before you adjusted it. Keep up the great videos.
I hadn't sussed the autopilot by the time I'd flown this day. But yes, definitely worth making use of it now that I know how to use it.
great vid really enjoyed
Thanks for watching.
Good flight and good experience. Take care John. I'm your new subscriber.
Thanks!
Thee, really excellent uploading-
So nice to hear Pete's voice on Perth Radio, he has just recently retired as a radio Operator.
Interesting video. As for fatigue, yes, when you realise that you are making silly mistakes with anything you do then you are fatigued.
Great work Jon, enjoyed that. Human factors like stress are covered in the books etc. but you've really humanised the challenges that pilots face.
Thanks Duncan. There's a lot going on for VFR/semi IFR pilots in the UK. The workload is off the scale.
Fatigue is a hidden danger. I can have a lengthy drive to from the airfield which can make for a very long day. Well done for being aware of it. There is a dilemma too over stopping en route (only to depart again in an hour). The hassle and need to familiarise oneself with yet another airfield + the extra time somewhat negates the benefit. It's a tricky one for sure. Nice to have a friend along to enjoy a lunchtime stop.
Graeme - you are right - another stop does add to the workload. Can't beat a 90 minute lunch and re-brief though.
As usual a very well produced video, Jon. Anyone would think you were a professional 😎
Entertaining but also thought provoking and educational 👍
Thanks Andrew.
Nice video, and I completely agree that the IRR should be used and not packed away for emergencies only. I was with you taking the deep breaths to settle down, I had a few IFR flights where the muscles in my legs were aching when I got out of the plane.... it took a while to figure out that when I was tense I was pushing on both of the rudder pedals!
Jon your immense self awareness and willingness to share your reflections on your own performance is admirable. Another great and thought provoking video.
Thanks Matt.
Great video Jon. I have to admit that the only long journey that I have done so far was when flying my QXC. The weather held up departure and I had to re-route. Although I was glad to finally be on my way, I found (as many did or will do) that, you cannot spend much time on the ground when reporting in for the QXC at the two airfields you visit. Paying the fees and a quick loo break and it's back up in the air. I knew it would be a long afternoon and the only thing to suggest is to make sure you have food and drink with you in the aircraft so that you can at least top up your energy levels up. The added bonus is that you can guarantee the in-flight meal will be to your highest standards of quality (M&S Food lunch deal is a good choice😉). Sadly, no champagne with the meal permitted!
Great video and use if the imc rating thanks for sharing
Thanks for watching Kevin.
John, great video as per usual, hydration is the key for long periods of concentration, high work loads.
Thanks Jeff. Good point - I think I had a bottle with me, but I drink it infrequently, due to the other problem!
@@TheFlyingReporter ahh, yes, I also do long distance motorcycle tours and I always drum into people that hydration is extremely important for concentration, yes I fully understand pee stops.
So this is the trip when I met you outside my workshop
I once went on a sailing trip off the west coast of Scotland and one of the people on the boat worked in aviation , he spoke entirely in acronyms none of us understood a word
Hi Jon, I don't agree with the people who say that the IR(R) is only to get you out of trouble. That was for back in the days when it was the IMC rating and we didn't have class D airspace. The whole point of our (UK) airspace setup, is that you can fly IMC in class G,D etc just keep out of class A. As for fatigue, it is very tiring flying without an autopilot, which I don't have, and the bladder is something you can't ignore. I am an old pilot (late 70's) so I will give you a tip. Don't get sucked into the full IR. You will use it far less than you think. If you win the lottery and can afford a fully de-iced aircraft, that's a different matter. Good video's by the way.
Thanks Propman.
Great video Jon, and fascinating subject thank you! We hear a lot about CRM which is vital, but hear less about personal limitations which is equally important. I rarely flew for longer than an hour and 45 mins, but you are more experienced than myself. I have indeed cancelled flights before due to fatigue, or not feeling in the right mind set. If you are not feeling sound, stay on the ground! 😴Stu
Good motto Stuart.
Great video Jon and good example of the usefulness of the IR(R) in getting above the weather. 👍
Great ride up to Scotland Jon, and very good point regarding keeping current with your IR(R). I'm always very nervous about flying in IMC, and if it looks even remotely like I'd have to use it I tend to put it off for when I can have a nice VFR flight. You've motivated me to at least not give up so easily and give it a go to keep my skills fresh!
Thanks Noel. I think you have to keep current with it. Just having it on your license is not enough in my opinion. It's bloomin hard work....or is that just my age!?
Jon; I think you should adjust the backrest of your seat or get a lumbar cushion; A comfortable seating position might help to relax in this situations; we can clearly see how tense you are; but i am impressed: your radio calls are as calm as a pond! Safe flights.... note to self and slap on own hand: wait until end of video to comment! ;-)
I always tell myself : nothing can push me to fly and there is no rush. I only fly when i feel like it. If i had stress or fatigue the days before i dont fly even more if i am with a friend of mine. I had times where i changed my mind at the holding point because i wasn't "in" the airplane. Im recreationnal pilot i do that for my pleasure only. But the days before i try to do my best to have good nights and a well prepare flight before going. I always enjoy video thank you !
Thanks. Good practise!
I could really identify with your comments about the indication of fatigue being the radio work the first to go. It's the same for me. I pride myself on being really good on the radio but when I'm tired I feel like I sound like a blithering idiot! I have, indeed cancelled flights from fatigue. When I find myself on the ground questioning weather when it's not all that marginal (effectively looking for an excuse not to go), I know I'm tired.
Also, really interesting to see the procedures for the special IFR you have in the UK. It's not a thing in Canada but seems like it would be a good idea and something more easily achievable than a full IFR rating that is the current option.
Thanks Steven. Our IR is very expensive and time consuming, compared with the US version - do you have the same IR as the US have? The IRR is very basic. But a good option for our UK climate..which is nearly always cloudy!
I am with the I.M.S.A.F.E checks, where F stands for fatigue, but there 's more, too. I need breaks every 2 hour preferably, depending on expected workload (airspace complexity etc.).
Once I almost cancelled a night VFR cross-country flight due to prior fatigue. Long workday, long drive to the airport, having a mild cold, a bit dizzy.... not much of any of those individually, but together they can be deadly. So I actually took a nap in the car for like 30 minutes, before deciding. Got refreshed, got upbeat about flying, felt the energy, so I flew. But I was ready to turn back, and we should always be ready to do that when the risks are stacking up.
My friend handflew a C/172 for about 5 hours in IMC with rain. His brain got fried, he told me (ok, with some exaggerationÖ.
Hi Jon, I recently got my PPL this year and the spouse and I made a 500NM trip to see her family. We flew VFR so not as stressing as in the clouds but we still broke the trip up since we needed fuel anyways. I didn’t feel fatigued on the longest leg at 3.5 hrs but flying for me is really exciting so I think that helps keep my stress level down which helps from feeling fatigue sooner. Great video!
Thanks Eddie.
I love watching your videos. I think part of the fatigue comes from the massive workload placed on you. Having to know who to contact when, constantly changing squawk codes & radio frequencies, and being asked to "pass your message" 16 times is a lot! We have it so much easier in the US since the controllers coordinate all of that for us. If I wanted to fly a similar distance from my home airport, I'd pick up the IFR clearance from the controllers in the tower, put the route in the GPS, enter the squawk code and be on my way. Controllers would then pass me from sector to sector and, chances are, I'd never change my transponder code. Hand flying the entire thing also adds to the fatigue you experienced. An autopilot, while expensive, would take a lot of weight off of your shoulders. Stopping for breaks on long journeys isn't a bad idea either. One more thing, from one aircraft owner to another, you should look into having some sort of digital engine monitor installed. My Bonanza has both digital and analog engine instruments, and you'd be amazed at how inaccurate the old analog gauges are. Insight into each individual cylinder is also really nice! Keep up the great work, these videos are awesome :)
Thanks Kevin. Really appreciate the feedback.
Hi Jon, great video as normal and fully agree that IRR should be used regularly so you are ready for when / if you have to use it when not expected. Perhaps take another pilot with you next time? you still need to do the flying but radio could be shared and just having someone else in the cockpit would maybe help. If you need, shout next time, I'll happily come along for the ride.
Keep the great vids coming
Keith
Thanks Keith.
You make excellent points about fatigue,. Judging your fitness to fly is an essential skill, akin to reading the weather and carrying out thorough flight planning. You might get away with flying tired 99% of the time, but if something goes wrong and you're distracted or not thinking clearly...
Clearly a long flight in partially IFR conditions is always going to be challenging, but I wonder if the fact that you were solo had an impact - would having a passenger (or at least a relaxed adult one) have broken some of the monotony and provided a welcome distraction (where safe obviously) from concentrating 100% on flying.
Difficult to know Dave. I think it was just a long day.
Hi Jon, when I flew from Kemble to Perth years ago for a charity weekend as Staff Engineer with Ultimate High we stopped for fuel at Carlisle on the way up and Manchester Barton on the return. Admittedly this was more to do with the fuel consumption in our two Bulldogs but I think you are well advised to consider a stop en route on a long flight, whether for fuel or not. Just getting out of the aircraft , away from the controls and to stretch your legs for fifteen or twenty minutes is a great way to avoid fatigue. Of course this extends the duration of your trip but I think the benefits outweigh the drawbacks.
Keep up the good work.
TonyS
Thanks Tony.
I find it's variable & not always due to rest. If you've not been flying for a while it lowers the fatigue threshold as everything is taking that bit more conscious thought.
Another interesting and very professional video, Jon 👌🏻👏🏻
This subject always concerned me as I used to need about 7 hours of good sleep to function properly. I now struggle with insomnia and it's strange how the body has learned to cope with it. I can now handle long flights and find there is no difference in performance (that is noticeable) no matter how long the flight is. Having said that, I'm probably performing to a lower general standard than I used to after a good night's sleep, but the only difference I recognise is that my eyes appear more tired but not my reactions or my body movements. In previous times I did use to feel myself getting fatigued after about 90 minutes with a definite drop in performance.
Thanks Kevin.
Well Kevin with your insomnia I would be curious to know how u performed with an unexpected event -suspect not as well as if rested
@@flyingphobiahelp Interestingly enough I've always managed to stay alert when flying and haven't noticed any differences when unexpected events arose. I tend to suffer a tired 'rush' afterwards, a kind of coming down sensation. The more taxing the flight, the more tired I've felt.. but always afterwards.
During flights, even with added stresses to deal with, I've found no real difference between whether I've slept the night before or not.
Hi Jon
I haven’t flown as far or as often as you have but I agree flying is more tiring than driving. In my very comfortable and smooth car I can do 6 hours easily but I would need 2 stops even if one is only 10 to 15 mins.
I reckon it would be risky to try and do half that in a plane. I did two sightseeing flights of 50 mins each with a 15 min break recently in good weather and that was enough.
As I say, I am much less travelled and lower hours than you though......
Interesting watch though, thanks for posting.
Malcolm
Thanks Malcolm. Weather can reduce how much you can tolerate. Especially turbulence.
Flew to Perth a few weeks ago in PA-28 Warrior from Blackpool. Strong Northerly meant that ground speed was down to around 65kts. That felt like A. Very. Long. Time. 2h 40 in the end. Warm welcome, a steak pie in the cafe and a strong cup of coffee put the world to rights.
Always a warm welcome at perth.
You need an autopilot, Jon. Fly all day, barely fatigued at all.
If you’re spending a bunch of time at FL080, you might benefit from a portable oxygen system too. Maybe look in to the Aerox systems on Aircraft Spruce.
Thanks mark.
Jon. Your RT when you're fatigued is better than my everyday RT. I suppose taking a break for long-distance flying is more complicated than taking a pit-stop off the M1, M6 etc because you're looking at landing fees on top of the diversion. That said, safety comes first and it's either taking a couple of hours rest as opposed to (potentially) losing an SEP which cost several hundred thousand pounds.
Tiredness is a constant companion in Aviation, which is a thoroughly exhausting business.
In your case, this would be exacerbated by your obvious nervousness when flying on instruments.
Believe me, I know the feeling.
However, 30 or so hours under the hood on the IR course knocks this out of you and you become as comfortable on instruments as you are looking out of the window - you really should do the full IR training if you want to fly in cloud frequently. You’d find it much more enjoyable and be able to use class a airspace with all its facilities which, by itself, relieves a huge amount of the stress from long-distance flying.
Thanks David.
My longish trip was 7days ago total 32.5 hrs over 3days from Miami to Doncaster airport when I pick up my new piper M600 sls
Tell me more?
@@TheFlyingReporter hi my new plane is a piper M600 SLS 6 seater gamin 3000 glass panels seat r black, floor black look nice 👌
@@emmakimble2255 I didn't know I had followers fortunate enough to own such hardware.
I'm training for IFR in a steam-gauge Cherokee 180 with no AP. I've never felt more exhausted than after a 3+ hour IFR flight.
I bet!
Always enjoy your videos Jon. I did Perth home to Denham in our 182 back in the summer (have written a piece about it and my Scottish trip in the latest edition of Pilot magazine) and I found that pretty tiring, with poor weather further south we went. It helped to fly IFR in airways - I didn't have to work out which frequencies to go to next, but still it takes it out of you, especially with increasing CB activity near London. My most tiring ever was a crazy Dubrovnik to Sitia in Crete, also in the 182 - nearly 600nm and a sunset arrival wit a stuck seat rail! (On reflection I shouldn't have done it but Greek airports with Avgas are few and far between which boxes you in.) I was curious why you went to London info after Southend - or at least why you stayed with them and not, say, talk to Marham when you were in range or later Humberside which is a great LARS unit. Maybe they weren't on that day or maybe you did bit didn't show it? But well done as always. I think your candour and frank honesty about the challenges - and things that don't always go right - are both brilliant and very helpful.
Hi Stephen. Thanks. Humberside was Notamed as closed. It was a Sunday, so Marham, and all the other LARS between Southend and Teesside were closed - The UK...the best place for GA in the world!!!!!
@@TheFlyingReporter Yes I thought that might have been the case - LARS weekends in UK, huh, like 1950s Sundays! We need US-style flight following... If you ever get the chance to go for the CB-IR I'd highly recommend it, esp with your Arrow now. Takes all that faff out of the longer trips and there is always someone with radar to talk to! I suspect people would find that learning journey on your videos fascinating. But of course it does cost time and money, like everything!
My trip from Dunkeswell to Norway in one day was 8.5hrs with two stops, used auto pilot almost all the way. Simply wouldn’t have been able to fly that length if I’d had to hand fly it, even VFR let alone IFR! You must be glad you’ve worked it out now. My AP can do things I haven’t yet worked out how to program, but I’m working on it. Massively reduces work load.
On the sleep point, I only managed 90 min sleep the night before departing Norway to return to England. Flew on adrenaline all day but suddenly felt the fatigue about 30 min before landing. I wonder how commercial pilots deal with such a problem.
What’s your feeling on flying into IMC before you’ve acquired a traffic service? Great video. Thanks Jon.
I think flying in IMC before getting a traffic service is to be avoided where possible, but unfortunately there are hug swathes of the UK that don't have access to a radar service and you have to make do as best as you can, or fly another day/another way. In this situation, terrain was the more pressing problem, and short spell in IMC while trying to obtain a traffic service was preferable.
@@TheFlyingReporter thanks Jon, I agree. I found myself in a similar situation on an IMC flight earlier this year and wasn't sure if there were hard rules about it, or if it's a situation for the PIC to make a judgement call. Farnborough wouldn't give me a Traffic service until I was above 1500ft, but the cloud base was at 1200ft so as you say, make do as best you can or fly another day. I think it's these scenarios which for amateur PPLs like me are "grey areas" which you don't always think to plan for, but then experience anyway. I really found your video great to ride along with you on, and felt all the pressures you were describing. Great editing!
" I wonder how commercial pilots deal with such a problem. " - we're human too - we try to take 'controlled rest' in the seat when tired (easier said than done) - and while a rare occurrence, it has been known for a guy/gal to fall asleep 'downwind' into Heathrow! One of the many reasons there are two of us (at least) - and something that the beancounters seem keen to ignore in their push for single pilot ops.
I certainly won't be getting on any service with just one person (or less) at the controls! Though I don't think it'll be a problem for me, I'll be pushing up daisies long before it becomes accepted practice! (Hopefully)!
I do enjoy your honesty. I was wondering if an auto pilot was an option? Hopefully this would help with fatigue.
At this point was still working out how to use it.
I generally make my go-no-go decisions on the morning of the flight based on all the factors including my own state (illness, fatigue etc.), if I have generally been well rested in the period leading up to the flight but lose a few hours the night before as long as I feel alright on the morning of the flight I'll still go.
I have never cancelled a flight due to feeling fatigued as I generally try and make sure I have had plenty of sleep running up to it. Though I have had a few periods where I have had so much stuff swimming around in my head that going flying would have been stupid so I went for a walk instead.
I usually do the same - there was a long wait at the airport in the morning which added 4 hours or so to the task that I hadn't factored in.
@@TheFlyingReporter oh absolutely, it's amazing how much being sat around doing nothing takes out of you.
John, in relation to tiredness, I would caution about retracting flaps on the runway when the length is not limiting in bringing the aircraft to a halt. There is no need to touch the aircraft configuration until you are clear of the active runway and able to stop and complete the after landing check list. I see many videos on you tube where pilots do this with no reason. I would say don't touch anything until runway vacated unless essential in order to stop, especially when tired after a long flight. Runway 21 at Perth is plenty long enough to land and slow without flap retraction in an Arrow. Really enjoyed the video, keep them coming!
Thanks David. It's a habit hangover from the warrior. I know where you're coming from.
Dumping lift devices like flaps helps increase the weight on the wheels, and aids frictional slow down of the aircraft. So I would yes, if you can clean the aircraft on roll out best to do so. Only caveat is that if the flaps level could be confused with the hand break then best not to do so as under pressure you could have an accident pulling the hand break. Otherwise, dump the lift as quick as you can
in the US retracting flaps prior to getting off the runway is pretty much an instant fail of the test in a complex aircraft
@@parkermelvin1086 Except during touch and goes?
@@TheFlyingReporter I am currently undergoing my PPL in a warrior and we always retract flaps at the flying club apron (EGPD)
Thank goodness you adjusted your seat, otherwise you probably would have been even more fatigued. My back was aching just watching the way you were seated..
Got there in the end.
John, I’m fairly certain that you have an autopilot on the aircraft. If I’m wrong, please disregard the following , but if you have (and I’m certain you have) why was it not engaged as soon as you decided to climb into IMC conditions. You’re placing yourself under an immense workload totally unnecessarily and from a threat and error management perspective just makes no sense. You’ve proved you can hand fly by virtue of the fact you’ve achieved the IR (R). If you progress on to the full IR you’ll again learn to hand fly but will be fully expected to fly using all the available tools on the aircraft to ensure you’re managing the aircraft safely. It seems to me that many IR (R) pilots feel they need to hand fly the aircraft to prove they’re competent. That’s absolutely not the case. Conduct the departure, get the aircraft on the autopilot and manage the aircraft which reduces your workload, maintains the safe conduct of flight and actually proves your competent! I’d also recommend choosing IFR levels where possible and conducting an IAP wherever possible. Great video John, but please consider using the aircraft fully to save your stress levels.
Hi Joel. I hadn't long had the aeroplane at this point and when I last used it, it didn't work very well. It turns out that I hadn't been operating it correctly, but I didn't know that at this point.
Hi Jon, excellent video as always. I have an AP installed and that helps quite a lot dealing with fatigue IMO.
BTW, what is meant by squawk conspicuity? Always amazed about the differences between flying in the UK and in the mainland.
So we used to say ‘squawk 7000’, which was the conspicuity code for VFR flights. IFR flights used 2000, and I guess to standardise and to avoid suggesting IFR traffic should squawk 7000 accidentally, they now say ‘squawk conspicuity’ and the pilot then chooses whichever one is required.
It's to do with the introduction of class E airspace in the UK, which previously was very rare. With Class E airspace you need a clearance if IFR. They introduced the 2000 squawk for IFR flight, so that they can take regulatory action against you if infringe class E IFR. If you have a 7000 squawk, and they don't know you're IFR, they can't.
Well done video. I wonder how you get to synchronize the different Gopro cameras in the editing....I film some of my flight but have no clue how to edit them synchronized....
You find a synch point - a clap/ an audio point that you can match on all cameras.
Hi Jon - you really would benefit from an autopilot. From Southend you could have gone to Wattisham and then straight into Marham LARS, who would have handed you across to coningsby or Waddo, humberside etc. I fly out if EGSC up the east coast regularly, the LARS service is continuous right up to the boarders. The great thing with SkyDemon is you can see the LARS coverage for all your enroute units via the “radio” tab. Never ever think that your IMC rating is a get out of jail card. Use it regularly and you will become proficient and a safer pilot. I rarely fly VFR, always file a flight plan and always shoot an approach if the airfield has one. I did a weekend trip to Kirkwall back in September, a total of 11 hrs flying, 90% was probably IMC and no one single VFR landing. One great thing about Scottish is the Class E, just like Class A but IMC rating allowed into it. Scottish ATC are excellent!
If IRC all of those Lars units were closed as it was a Sunday. I have since learned how to use the autopilot properly.
@@TheFlyingReporter Ales klar - so disappointing our military brethren have to take the weekends off, even lakenheath/mildenhall are closed. Norwich have good coverage a little further east of your route perhaps and then Humberside, tees etc. I would have been tempted to go via Grays, overhead Stansted, duxford then up. you could have used stansted's radar coverage and once at duxford climbed to FL060 or 080. there's always more ways to skin the cat as they say. Glad to here your using the autopilot, reduces work load tremendously. On my first IMC skills the examiner rebuffed me for not using the technology.
I plan legs up to about 2 hours. Stretch my legs, get some fresh air. It can be a long way between airports in Canada.
Lack of sleep is a no go for flying. Stress can be a no go, but it can be a go too. "I had a crappy day at work so I'll treat myself to a flight."
All good points Laura, thank you.
you looked very tense ,not sitting back in your seat and relaxing
I find long IFR (particularly if in IMC) flights without an autopilot are really draining. With an AP such that you're only monitoring the instruments rather than actively flying them it's much simpler. I'll happily do up to about 3 hours in an AP equipped aircraft (the limit at that point being bladder related rather than fatigue), but probably a 2 hour limit without one...
Good info Alex.
Another great video Jon.
Why did you hand fly up through the IMC? Maybe for practise?
Just stick it in Heading mode, which takes away a big chunk of the workload, then just switch to Nav mode when you are past the variable stuff and on track. It might just be my poor hand flying skills but I find flying on my basic AP in heading mode gives me a lot of brain capacity back for other things
Was still getting to grips with the on-board auto pilot.
I've recently completed my IMC Rating, waiting on the licence to arrive! On your comments regarding diversions, you mentioned if Perth is out, then Dundee is too - however, Dundee has the ILS so would you therefore think that Dundee would be a good alternative as you can shoot the ILS down to minimums (+500 for the IMC rating)? Curious as to your thought process here just for my own reference
yes, it was an option - but it wouldn't take much for Dundee to be above my minimums. The LNAV RNP approach for runway 27 at Dundee has an OCH of 666ft. Adding the 200ft reccommended buffer for the IRR rating, that would be 666ft, and with the threshold at 14 feet, my minimum would be 880 feet minimums. So it's worth having other options available that are further afield.
Single engine IFR, must be mad,
Well done and greetings from Iowa, USA.
Hi Gary!
Nice one Jon.
What’s the flashing red light underneath the gear lever?
This arrow 3 has a gear 'auto-extension' system, in case I forget. It's disabled at this point because it's a bit sensitive and not working quite how I'd like. (fails to retract after take-off until reaching about 100 knots). In later flights, you'll see me take off with the system deactivated (flashing amber light) but I'll activate it once I'm above 100 knots.
How much does that plane cost be good to see a video on running costs etc
Great video Jon you have inspired me to do something about my lapsed IMC. What was it you said at +7 mins into the video where you were having to ignore the leads (Compass I assume) or the leans? How long have you had your PPL as you seem to have really acquired a lot of experience and qualifications in a relatively short space of time. For me 2 hours flying is when I plan to have a break/stop especially if there is any IMC (When I had the rating).
Hi Peter. I said that I had 'the leans'. It's where your senses tell you that you're banking, when in fact you're not, or vice versa.
@@TheFlyingReporter Ah right thanks Jon.
Hi Jon - back in the summer I used the autopilot in our PA28 (for heading only) on a flight to Newquay which took about 2.5 hours. Admittedly the weather was fine and I had no turbulence but it reduced the workload. It was like flying an airliner (not that I know what flying an airliner is really like!) but it made everything so much more relaxed. You've pointed out the AP in the Arrow on a previous vid, does it work ok and would you consider using this in IMC?
Thanks. At the time of this vid...I didn't know how to use the autopilot properly... Now know, and it is quite useful!
100% use a GOOD autopilot in IMC. A digital autopilot like a KFC225 is fantastic, and of course the Garmin range are excellent. The GFC700 is meant to be really good but of course $$$.
Good video, thanks. On fatigue, for me it’s much more about cumulative workload than length of flight. I’ve done 90min flights which are very tiring, and 4.5hr ones which are quite relaxed. As you know, AP makes a huge difference, and if you’re on a long level cruise with easy radio handoffs (e.g. remaining in CAS throughout), then if anything the issue is being too relaxed, and of course the need for p stop. The early part of your flight combined everything to make it hard work - hand flying in bumpy IMC outside CAS, plus the stress of a delay. With a full IR you can often plan to be in CAS all the way, harder to do that in Uk on IR(r). Are you thinking about next step? 😀 So yes, fatigue is an important consideration but IMHO the critical issue to consider is overall workload, not time in the air. Last point - I’d try to do an approach whenever available even if CAVOK conditions, it’s so important to keep approach skills fresh (especially if you’re going for that IR 😁)
Thanks Henry. Decided against the approach - perhaps I instinctively knew I was already fatigued.
That, and Perth has no IFR approaches!
How come the Flightradar track of your flight takes you west of London then north via Reading whereas your video has you going to the east of London?
You must be looking at the wrong track/day/aircraft.
Is the Arrow more economical than the last aircraft? Slightly higher fuel burn but slightly higher cruise speed.
On fuel burn, it's about the same, mile for mile.
John do you own your own aircraft
Fun video, thanks! Did you consider altitude as a factor in your fatigue? At FL85 you have about 75% of the O2 available at the surface. Over time this will have an effect on performance. Some glider pilots choose to go on oxygen at 5000ft. Have you considered a pulse oximeter (they have limitations, of course)? Stay IMSAFE
Good point Bruce.
Jon were u fatigued OR might u have been dehydrated re Leuchars R/t? What u described happens to me with dehydration. Consequently I sip water (from a frozen bottle) throughout the duration of my flights.
Good point Douglas. Definitely worth thinking about too.
Why are you not permitted to A airspace on ifr flight? Why the hand off from information to information frequencies like vfr flights while the flight is IFR?
It's a UK thing Baris. And we have a restricted instrument rating..one of the restrictions being no access to class A airspace.
@@TheFlyingReporter oh ok I did not know that. Great video. Thanks for posting
Jon, did you consider using the LARS after Southend?
As far as i can tell, I used all the LARS that were open on that route. It was a Sunday. Did I miss any?
@@TheFlyingReporter Ah ha, I didn’t realise it was a Sunday when most of the military units are closed. Did you eat anything en-route? In my experience it is usually the first thing that is forgotten.
I think the fact you felt nervous meant you’re not ready! Just my opinion!
You mentioned 1200 cloud base. Does it mean your departure is IFR from the start? Isn’t the requirement for 1500 feet for VFR departure if AD is within a CTR?
You're correct. The Gatwick Metar, at the time of departure was
METAR EGKK 261120Z 19005KT 160V240 9999 SCT009 BKN018 19/17 Q1012=. So the cloud ceiling was greater than 1500ft. The Redhill Metar 30 minutes earlier was BKN12. I don't have the Redhill metar at the time of departure, but I suspect the controller knew it was above VFR minimums. As I headed out to the east, it was at about 1200, but by this time I'm in class G.
@@TheFlyingReporter ohhh! So SCT009 is not considered a ceiling? is it only OVC or BKN as well that are considered such? Thanks a lot! super useful!
@@alexeyalekseev4197 Yes, Ceiling and base are often confused - it took me a while before I realised there was a difference.
Question. Why would you not get an IFR clearance on the ground or did I miss something? Thanks
Because IFR traffic is not permitted at Redhill.
@@TheFlyingReporter Ok thanks. I thought you could file a complete IFR flight plan from any airport in the UK. Did not know that you had restricted airports for IFR clearances. Thanks again.
@@TheFlyingReporter it’s possible to obtain IFR clearance in Redhill (and even in A/G or AFIS airfields), essentially Redhill will call Gatwick Radar and relay your clearance from them, did that once during my instrument training. But obviously in case of Redhill it will only make sense if you plan to either climb into class A or cross Gatwick CTR/CTA.
As I understand it, they clear you to the north, but there is high terrain to the north. Dont really fancy it, unless I was able to use the Class A
Not trying to be a negative nelly but if I’d have had the leans just after entering IMC, I’d have turned tail and headed back to the the departure or an alternate airfield. Don’t be ‘brave’ or have push-on itis... it’s killed more people than you may give credit for.
A couple of thoughts. Firstly, the leans, is normal. You just have to learn to trust your instruments. Secondly, once in IMC, leaving IMC is safely done by flying a procedure, except for the emergency 180 turn. A procedure might take 30 minutes to brief and execute. So, in summary, the leans is not a reason to abandon a flight.