IFR Training Flight 3

New year and new goals. This year I am going back to flight training with the intention of adding an IFR rating to my pilot privileges. I spent over a year getting the plane and panel ready for this training. Follow along as I move through this training over the next few months. This is my third training flight and I am starting to get comfortable flying under the hood, but I still can't get an uninterrupted approach at KNYL.
Supporting my Channel:
Avionics: GRT Sport Ex (grtavionics.com/) ‪@GRTAvionics‬
Oil Additives: CamGuard (aslcamguard.co...) ‪@aslcamguard7129‬
Engine: Corvair Conversion (flycorvair.net/) ‪@WWFlycorvair‬
For mor information on the plane, follow ‪@zenithac‬

[@deutschlehrer51]

I admire your desire to keep learning on your aviation journey

[@j_ondrusek]

I’d take the barely above freezing temperatures over 6 months of rain and gloom. That’s in PNW.

[@gawebm]

When I was doing my IFR training I wish just one person has spoken up about the fallacy of what I thought I could get out of it. I'm not sure I would have listened but it did bother me afterwards that no one suggested to me that my plan was going to get me killed.
So I am going to be the one guy who spoke up and suggested the fallacy of flying this airplane IFR.
1. The plane has a single ignition system. No backup.
2. The plane is electrically dependent. It has a single electrical bus. Zero redundancy in the event of an alternator failure.
3. A single all-in-one engine monitor, attitude indicator, heading indicator, turn coordinator, navigation GPS, and VOR receiver. If this display fails or turns off for any reason in actual IMC, you and your passenger are dead.
4. Under no interpretation of the FAA regulations is this panel acceptable for actual IFR flight. You can train in it, but you can;' file and fly IFR in it. As a minimum, you would need an independent VOR receiver and head, and even then you would be skirting the legal requirements.
5. I see no switches on the panel for a backup fuel pump.
6. The lack of a reliable backup attitude indicator, or even a turn coordinator, shows how little you understand about IFR flight.
7. The GRT EFIS is not IFR certified. Regardless of GRTs "its up to you" statements, there are reasons why there is a difference between IFR certified equipment and that which is not.
In an earlier video you stated you wanted to be able to take this plane across country and be able to fly IFR. First off, even with you panel "upgrades", this plane is not legal for IFR flight. Second of all, this plane will kill you and your passengers if you attempt to do this because you have ZERO redundancy on every critical life safety system.
Lastly, if you think that you are only going to file and fly "light IFR", I can tell you there is no such thing. For every IFR flight you must be fully prepared, both plane and pilot, to fly hard IFR. Weather changes, pilot reports and forecasts are wrong, and visibility conditions is poorly reported in between airports.
Seriously. You can't legally fly this plane IFR and if you do you will kill yourself and passenger sooner or later. This airplane is by no means "IFR capable".
To demonstrate why I have taken the time to write the above I've attached a link to my very first solo IFR flight in a poorly equipped, certificated Cessna Cardinal. The flight was a "baby steps" flight to punch thru a marine layer of clouds, fly in clear air above, do one instrument approach and return to my airport after doing a simple descent thru the marine layer of clouds. Things got ugly fast...
garysflyingadventures.blogspot.com/2012/03/my-first-and-nearly-last-solo-imc.html

[@zenvairpilot]

here is what you don't know, first I have 2 alternators with a cross over bus and independent charging systems. Second, I spent a few hours with the FSDO to confirm I could file IFR using what is on board. per the FSDO I have everything required for IFR. Next the engine has two ignition systems, one is a points system and one is a electronic module. Each has its own independent fuel pump that are swapped when moving between the two ignition systems. The points system is also 2 degrees retarded from the electronic module as a method to rapidly get out of detonation. I also have back up pitot static guages on independent static. I have heated pitot as well. next I am looking at adding a Garmin GPS. As for an independent VOR head, the FSDO stated my system meets the requirements for filing IFR.

[@deutschlehrer51]

of course--I rode my bike to work yesterday (29 degrees) wearing less than you wear in this video, so. . .

[@zenvairpilot]

I used to do that as well. I've got a full carbon ultega drive train road bike.