Post by EdwardThank you for that very clear explanation. I wonder, as a rule, does a
VFR qualified pilot try to move on to IFR as a matter of progressive
training, or is the step too great or expensive so the majority don't
consider it?
Officially, there is a clear step from VFR to IFR. For a UK PPL
holder, there are two options:
The IMC Rating. 15hrs' min training, usually more like 25, and you can
fly IFR, in UK airspace only, in Class G,F,E,D which covers most UK
low level requirements. This isn't hard to do, but you do also have to
be able to get your hands onto a suitably equipped aircraft, which
might range from easy to near impossible. You also need to fly well
above the UK PPL annual average (10-20hrs depending on who you ask) to
stay current. Around 10% of UK PPL holders, i.e. about 300/year, have
done the IMC-R at some stage. It's valid for 25 months.
The Instrument Rating. Like the IMC Rating but OK for Class A airspace
also, also valid outside the UK. 50/55hrs' min training. Quite hard to
do, especially the ground school. Valid for 1 year (annual checkride).
Very low uptake, single digits for all of UK if you count private
pilots only. For various reasons, most private pilots that do an IR do
the American (FAA) one, and fly a US-registered aircraft to get the
worldwide privileges, but that's another story. Comments on suitable
aircraft and currency as for the IMC-R.
An IMC Rated pilot should be capable of executing a mission like this
perfectly well, sitting in cloud all the way if necessary. But ideally
one needs to land at an airfield that has an instrument approach, and
there is a shortage of those in the UK.
The above is a simplification, obviously.
Unofficially, a PPL holder could learn to fly on instruments, and it
isn't hard to do at a basic level *especially* in a well equipped
airplane, but there is little point since he may as well formalise it
as the IMC Rating, and then he can land with an instrument approach,
etc, without getting into trouble.
One point is that while everybody will tell you to plan a *VFR* flight
at/above the MSA (highest point within 5nm of track, plus 1000ft,
etc), most people don't bother with this because **if truly VFR** one
isn't going to fly into a hill knowingly, is one?? But with IFR, you
could be in IMC (cloud) at any time, and you *have* to plan the flight
properly. That's why ad hoc VFR-IFR transitions are not safe unless
done right. I think it's true that most pilots doing them haven't
originally planned the flight as IFR. If you do that, you can transit
to IFR anytime. It's a great strategy for safe flying, IMHO.
Peter
FAA PPL/IR