Instrument Training – Prologue

Since getting my PP-ASEL (that’s Private Pilot – Aircraft Single Engine Land for you non-pilots) ticket in July of 1999, I spent a bit of time taking friends for rides, flying solo, and just enjoying the ticket. Out here in southern California, there isn’t a lot of instrument weather from July to December (and not a whole lot any other time, for that matter), but I still wanted the rating. I knew it would make me a better, safer pilot – and (more importantly) it might mean my wife would fly with me, and bring our daughter. At the moment, she has a very strong maternal instinct, and the plane doesn’t seem to support that for her.

I got the final push into starting the training when a friend of mine called from Boston with news that he had secured passes to the U.S. Open golf tournament in Monterey in June of 2000. He suggested that we all fly up there and stay for the tournament, then fly home. I was all for it, but immediately started thinking about the stratus that rolls in around that area in the mornings and evenings. If I flew us up there, and was unable to get around the way we needed, it would be big trouble. I know these guys, and tar and feathers would be getting off EASY.

In addition to getting a new job, buying a house, and spending time with my fabulous wife and gorgeous daughter, I took on another project. Kent Yarnell, the flight instructor who helped me finish my private training (as well as fellow flying club member and good friend) decided he wanted to learn how to program computers. I agreed to do so – for free – as long as he trained me for my instrument and commercial licenses – for free. With the cost of our clubs 172 going for $34/hour tach time, and NO instructor fees, the cost was more than manageable.

To this point, I’ve done some studying of overall instrument flying, bought some approach plates, and done some “sample” IFR flying here and there. At this point I have just around 4 hours total instrument time (with .4 being in actual instrument conditions or “IMC”) and need to have 40 for the rating. I also have 30 hours of cross-country time (thanks to some flights to golf courses with the Mom) and need 50. Should be no trouble getting that. You also need 125 hours total time, but I already have about 135. I also bought a couple of different flight simulators and some hardware, finally settling on Microsoft Flight Simulator 2000 and a CH Products FlightSim Yoke. Outstanding for procedural training.

So there it is. The entry into what will no doubt be an even more interesting, technical, and challenging foray into yet another facet of aviation.

I can’t wait.