Comments on: Instrument flying

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By: Ben Bailey

Ben Bailey — Tue, 27 Mar 2012 14:08:20 +0000

Mike Harrington. You were my flight instructor in 1973, if you are the MH who worked at Enstrom and had one of the few IFR Rotor ratings in the country. If its you, look me up on Linked In and lets get in touch.

By: David M. Klein

David M. Klein — Fri, 25 Nov 2011 15:30:09 +0000

Tim, I’m currently training for my Instrument-helicopter rating and encountered the following problem that I hope you share with your readers. According to 61.65(e)(2)(ii), a candidate must fly a cross country flight UNDER INSTRUMENT FLIGHT RULES AND A FLIGHT PLAN. I’m training at a Part 61 flight school that uses a Robinson R22 as an instrument trainer. According to the regulations, my instructor and I filed an Instrument Flight Plan. Although our second airport’s weather was reporting clear skies, an overcast cloud layer formed beneath us enroute to that airport. We were level at 4000 feet and TRACON cleared us to descend to 2700. I advised that I was unable due to a cloud layer beneath us. The controller said, “You are on an IFR flight plan and can’t go in the clouds?” I advised him that Robinson helicopters are not certified to fly in IMC. For the sake of brevity, I will simply say he was very unhappy with us and ended up called the FAA wanting to know why an aircraft that cannot fly in the clouds is flying on an IFR flight plan. After several phone calls, the flight school’s POI advised us that a Robinson helicopter cannot fly above a cloud layer on an IFR flight plan unless you are willing to cancel your IFR if ATC clears you to descend into IMC. This is an important restriction that does not appear to be published anywhere. My instructor, nor any of my fellow helicopter friends were aware of this restriction.

By: Donovan Mott

Donovan Mott — Fri, 11 Feb 2011 20:55:26 +0000

While it is true that helicopter IFR has been around since the early 1960s, most Viet Nam era US Army pilots had a “Tac Ticket” which did not translate to an FAA IFR rating. Therefore, US Army veterans had to undergo (FAR) required training and certification just as if they had no previous (IFR) certification. Of course previous military training could count toward the required minimum hours necessary for certification and the time and training hours were reduced when compared to ab initio civilian trainees. A significant impediment to the training environment was the lack of IFR certificated helicopters. In 1979, only three single engine helicopters were so certificated in the US—A Jet Ranger operated by a Tennessee coal company, a Gazelle operated by a Texas training company and a Jet Ranger operated by a San Jose, Ca. training organization. Both bell products were certificated under SFAR 29.2 and allowed to fly in IFR conditions (IMC) only during daylight hours. As a result, veterans who were about to run out of GI training benefits flocked to flight schools to obtain IFR ratings. The company I worked for (in San Jose) trained over 80 pilots during this period. They chose to fly in a helicopter which could actually fly “in the clouds”. And, they could see the future of IFR.

By: ROTOR F/X LLC

ROTOR F/X LLC — Fri, 11 Feb 2011 16:21:55 +0000

We provide a simulator at our school and as Mr. Katen suggests we agree it is an invaluable training tool as well as a tremendous cost cutter for the students. In fact we provide two hours free simulator time for every hour logged in the aircraft. There is no reason most instrument time can not be done in the simulator rather than expensively in the air and at the reduced or no cost level the student will usually put even more hours in than the minimum required. (info@rotorfx.com)

By: pdxpilot

pdxpilot — Fri, 11 Feb 2011 15:03:34 +0000

I’m instrument rated in fixed wing (mostly for convenience and safety – I’m a private pilot) Have thought about it in helicopters…

By: Dan Katen

Dan Katen — Fri, 11 Feb 2011 14:20:53 +0000

I agree with Mr. Harrington. I was taught to fly IFR in 1980 and logged my first and only true instrument hour in 1980 as well. It shouldn’t take moving to another facility to get your IFR rating. Most flight schools that are serious about teaching have an R44 that is capable of teaching instruments. I have also flown an R22 and a Schweizer that were instrument trainers. I took my CFII in an R22 in Lousiana. You just have to look around and find the right school. The first thing you should consider is whether or not a flight school has a simulator for IFR training. That cuts the cost and gives you a safe place to learn instrument procedures.
Just my two cents.