We actually did two IFR flights, one very short one because we had to return to EHLE due to an alternator failure.
That alternator failure was just to show user QNH how emergencies are handled on an IFR flight 
We notified ATC that we had an Alt Failure, and requested to return. Schiphol App took it very serious: Left turn direct back to the field. They asked if we need any assistance. We even got traffic info for VFR traffic which is technically not in their airspace.
Weather was good with cloud base around 2500ft so it wasn’t a real emergency…
The problem appeared to be a Voltage Regulator issue… This was with a rented PA28. I got that it just came out of maintenance.
Looking back, there were two interesting psychological phenomena going on:
- I was in busy airspace, focused on executing the flight. Engine sounded perfectly fine, everything in the cockpit works. Suddenly the “ALT Failure” / “Voltage Low” indicators blinking. It takes a few seconds to realize that there is a serious issue and that you need to land ASAP.
- You start to wonder: Did I do something wrong??
Last Saturday I went with user Lenthamen on a IFR flight from EHLE (Lelystad) to LFQQ (Lille in France).
We actually did two IFR flights, one very short one because we had to return to EHLE due to an alternator failure. Fortunate there was another plane available so we could continue with our plans.
Together we did all the preparation and it was great to see the ease of planning the flight. Quite a difference with VFR where you have to keep in mind controlled airspace, prohibited area’s and so on. We have set the route in the G430 and we were ready for departure.
After a VFR take-off Schiphol Approach cleared us to pick up IFR and we climbed to FL70. During the flight we discussed more about flying IFR. Specially in clouds with zero visibility is a weird experience.
Great to see that ATC is guiding you all the way and before you know it you are established and final. Landing was great, nice airport with a good steak. After the lunch we fuelled up and we had back to EHLE.
After all a great experience and I’m convinced about the benefits of the Instrument Rating. So for now I have to get my PIC hours and will start IR theory in September.
Lenthamen thanks for the great day!
The EASA IR is no longer 50hrs. That was the old JAA IR.
It is now 10hrs mandatory FTO time, plus 30hrs instrument training which in theory can be done outside the FTO system but it needs to be done with a proper IR instructor.
That is called the “CB IR”, or previously “CBM IR”.
At least that’s my recollection of the current status 
But I am sure you are right about needing some hour building to start the CPL. I never did the JAA/EASA CPL – I did the FAA one.
I am aware of the 36 months rule and thats something to keep in mind.
Also the hours. I assume training hours during IR will not count as PIC. When starting the IR with 50 hours I finish the course with maybe 70 PIC hours due to some solo and fun hours. After that I still need 30 hours to be able to start
CPL.
Yes that’s the issue, currently I have no commercial ambitions but I might have one in the future.
This is not my speciality but you need to be careful because if say you do the 14 ATPL exams, you have something like 3 years to complete the CPL and IR skills tests, otherwise the exams expire and are wasted.
In the UK this is absolutely enforced and somebody who lapsed his 7 IR exams by a few weeks had to do them all again.
There are some scenarios where just the exams (expired or not) have value. One is if you want to be an instructor for the EASA PPL, which needs “CPL theory” but not the actual CPL. Another is the HPA class rating (for turboprops, or the piston PA46) for which one of the routes is an ICAO ATPL theory pass.
The 14 ATPL exams are horrible and mind numbingly boring and are full of the biggest load of crap imaginable. About 90% of the material is total crap. Same for the 7 JAA IR exams; I have some examples here Not something to be done for fun Most people end up hammering an online question bank for a number of months; it is almost impossible to do them otherwise (if one has a life).
Thanks for all replies so far! To sum up I conclude the IR is a benefit for PPL.
I’m located in your area and I can take you on a IFR flight if you’re interested to see how it works…
I would like to see how it works from a VFR field so lenthamen I will sent you a PM. Thanks for the offer!
Just do the minimum, unless you want to get a commercial job one day.
Yes that’s the issue, currently I have no commercial ambitions but I might have one in the future.
I don’t know the rules in your country but I used to fly from a VFR only airfield in the UK that was in class G with Class D starting at 2000’. There was a nearby lake that could be used to let down to whatever you felt comfortable with for arrivals (I’m not a huge fan of this) or you could do an ILS at a nearby field and then make a ‘large circle to land’ to your real destination once visual if it looked suitable (cloudbase, vis, terrain etc). Departures were easier because even with a pretty rubbish cloud base there was no terrain at all to the south so even with a 500’ cloud base (or less) you could depart without unnecessary concern for obstacle clearance.
About flying IFR all the time being boring and regretting filing IFR, as long as you know you have enough fuel and the correct charts etc there is nothing to stop you getting airborne and then canceling IFR at any point. I do this quite regularly, sometimes even on the ground I’ll make an initial call like “GABCD stand 10 information Z, I would like to cancel my IFR flight plan and request start for a VFR departure to XYZ”. Other times I will do it is once I’ve pass a ‘complicated’ airspace structure (like the London TMA) I’ll fly through/over/around it on an IFR clearence and then bin IFR afterwards.
There seems to be a tendency that once you become very proficient with flying IFR in the Eurocontrol system, it starts to become boring.
I don’t find that at all.
IFR makes for low[er] stress flying, and the scenery is just the same and often better.
With an IFR capable machine and the rating, one tends to always be lazy and file IFR but then regret it on the way.
I don’t find that at all.
I do 100-150hrs/year, about 50-70% IFR. It’s a super way to fly.
An IFR flight will always be more or less the same: Climb FLxxx, turn left heading XXX, Proceed direct XXXX, etc. Very predictable, no surprises…
You want a bet?
But will I fully benefit with the rating since my home field is a green non-IFR field (EHHV)? From my understanding you will still need VMC to pickup IFR after take-off and of course for landing.
Yes, VFR pickup but IFR pretty soon after that.
I’m wondering if weather is CAVOK do you still fly IFR because of the guidance / separation by ATC or do you choose VFR so you are more free and flexible where to go?
IFR is much easier, largely because you get an assured clearance all the way. With VFR you need to (in general) get a clearance for each piece of CAS, and your options can be very limited when it comes to weather avoidance for which the best method is VMC on top.
I guess with the rating you will make a trip more easier to a foreign field but that is my assumption?
Very much so. Especially in certain countries where VFR is not easy, due to loads of controlled airspace.
When I decide to start the training do you recommend to go for the fully ATPL theory or the new 7 subjects course. I might like to get my CPL in the near future, no commercial ambitions for now though. Not sure if I can get my IR and CPL in 36 months because I have only 50 PIC hours when starting the IR course.
Just do the minimum, unless you want to get a commercial job one day.
I have some trip writeups here which show the VFR-IFR differences.
Yes, but that’s because you’re trained to IR standards..
I don’t know about Achim, but not in my case…
Most VFR pilots will not feel comfortable flying over a solid overcast, or with 3km visibility, or at FL099 just below controlled airspace.
I’ve done all that, before getting the IR ticket…
I could do most of my flying without an IR or with one of the light IFR variants we now have.
Yes, but that’s because you’re trained to IR standards..
Most VFR pilots will not feel comfortable flying over a solid overcast, or with 3km visibility, or at FL099 just below controlled airspace.
Knowing that you can control the aircraft even without visibility, and that you can still land it even if the cloud base is at 200ft, makes a whole lot of difference…
