Flying to WORK in IMC: Single-Pilot IFR

[Music] 84 uniform maintain 4,000 4,000 84 9 84 uniform off your proace current Northeast R 33 expect R 33 today I'm taking you on a single pilot IFR flight to Philadelphia departing from a non towered airport towards a buy Class B airspace for most of you that fly AFI regularly this may seem like a Mame flight but as a low time pilot with even lower IFR experience I've always seen value in watching other Pilots share their experiences which is why I made this video today's flight will take me from my home airport in Somerset New Jersey to Northeast Philadelphia Regional a short 36 mile hop a low pressure system is moving out which means lower ceilings and windy conditions making for what I consider a good IFR confidence building opportunity ceilings were around 2,000 ft and with gusting winds from the north well within my personal minimums my filed altitude of 4,00 000 ft will definitely put me in the suit and the destination forecast called for a GPS approach let's start at the runup area at Somerset airport but I was ready to call for my IFR clearance Somerset doesn't have a dedicated clearance delivery frequency which meant I'd have to call the newor traycon on the phone as a disclaimer I still haven't figured out a way to record phone calls via Bluetooth which is why you only hear my side of the conversation uh good morning this is grman niner niner 84 uniform we're on the ground at Somerset Sierra mik Quebec and we IFR to Papa November Echo we're uh read a copy our clearance will be departing Runway 30 all right so Gman 9984 uniform is cleared to Papa November Echo via oning control airospace direct sober then has filed climb 2,000 expect 4,1 minutes after departure departure frequency 28.8 and Quark 4257 hold for release all right so we got our clearance is pretty much as filed so soberg then of for Romeo Delta then direct to climb 2000 and then time expect 4,000 10 minutes after departure activate the flight plan all right I'll give them a call back and we are ready for departure uh this is Gman 9984 uniform on the ground the suers set we are number for departure ready to go all right so no November 9984 from Clear for release off of 30 Somerset clearance void 5 minutes will'll be off in about 1 right now thank you very much thank you bye-bye Su traffic room 9984 from Sing Runway 3 will be a left Crossway departure to the South set take off bar set air speed is alive that's 60 knots [Applause] dting my clearance stated that once in controlled airspace I should fly direct sober VR and contact departure which is the standard for Somerset Somerset traffic h fire from is departing the area to the South by call set 248 to Center maintain 4 Center maintain 4,000 exit at 248 New York departure good morning grman 9984 uniform off of Somerset 1,000 climbing 2,000 direct over uniform 29 ident 2980 84 uniform radar contact 2 m west of Somerset two direct yardly expect ties shortly proce the and we expect higher shortly 82 approach Jet Blue 1128 checking in with Yankees sing VI down to 8,000 AR top 841 heavy 170 knots call the as you probably noticed I experienced slight and occasionally modern turbulence on the clim but things got a little smoother as I bleach my cruising altitude 84 uniform maintain 4,000 4,000 [Music] November 84 uniform contact Philadelphia 123 Des [Music] from fre approach good morning room at 9984 from 4 994 uniform appro xra car at Northeast expect the r Runway 33 expect 335 with wings out of the North I knew n fely would be using either Runway 33 or 6 both have GPS approaches and I had briefed each before my departure from Somerset the ceiling was reported at 2,000 ft broken way above minimums and visibility was greater than 10 the approach is loaded I brief the approach beforehand I saw I select C has our first keep way point but I'll probably get vectors to final so we'll see how that goes direct epu direct epu F from all right so we're going direct epu here which is the intermediate fix for the approach still at 4,000 move it out a little bit we are in IMC but at least the turbulance is better ceilings are broken overcast to 2500 broken at two which is way above the 400 minimums they sent me to Epico but I'm pretty sure Tower or they probably Vector me the final from 84 uniform maintain 3,000 down to 3,000 84i 500 ft a minuta descent five heat on 100 ft to go altitude from Epico will descend to 1,400 ft which is the FL low intercept bears and Towers 2 6.9 as I neared Epico I expected approach to start vectoring me to the right to avoid a sharp turn to final but it wasn't until I was 3 mil from the fix that they finally gave me further instruction from A4 uniform turn right hitting 3 descend maintain 2000 Jo the Final Approach course 3 descend to 200000 joint Final Approach course that would have been a really sharp turn which I wasn't comfortable with so I kept the Standard Bank angle knowing that I would blow past the Final Approach course but would have plenty of time to re intercept before the Final Approach fix yeah we blew fast the Final Approach course there but uh that was [Applause] weird four miles from fa you just fly heading of 350 now maintain 2000 established on the H approach course clear for the r Runway 33 approach we're clear for the 33 approach maintain 2,000 flight heading 35 intercepted all right so we clear for the approach yeah those vectors kind of made us blow past the Final Approach course here but uh I am Vision with the Runway now4 uniform contact Northeast Tower 1269 you have a good day 1269 good day Northeast Tower G 9 ner 84 uniform on the f33 Gman n ner 84 uniform Northeast Tower contining contining bound start reducing my speed here I am visual with the runway we're pretty we're having to maintain a pretty crazy crab angle here to fori can I get a wind check for uniform wind 0 2 0 1 1 Runway 33 clear to land Runway 33 clear to land 1,00 ft get off the autopilot now proceed visual 500 400 approaching minimums 300 minimums Prett stable A4 uniform say parking we're going to clanic A4 uniform uh make the left turn on taxiway golf then alpha alpha 4 this frequency golf alpha alpha 4 this frequency it's fine to stay fire proficient takes continuing practice and I find flights like today a great opportunity to sharpen my skills the combination of a busy airspace IMC and a short route in which everything happens fast requires you to be on your A game so I take these opportunities to practice and slowly get more experience flying IFR is a long and continuous learning curve which every pilot should take at their own pace even though I've held an instrument rating for almost 4 years I'm only now feeling comfortable with these kinds of flights and each ends up being a new lesson I hope you enjoy coming along and that you can join me on my next adventure which I'll be sharing here on this channel soon so make sure to subscribe not to miss I'll see you all soon until then fly safe and make the most of your time in Disguise take care

Channel: Fly With Bruno

Views: 11,352

Keywords: ifr, ifr flying, single-pilot, instrument rating, instrument training, ifr pilot, pilot training, student pilot, imc, pilot, private pilot, pilot certificate, ppl, instrument approach, gps approach, rnav approach, fly with bruno, fly_with_bruno, aviation101, flymetothefun, fly me to the fun, instrument flight, actual imc, grumman, aa5, aa5a, aa5b, grumman tiger, ifr clearance, non-towered airport, airport, pilot vlog, ifr flight

Id: UQOvHvv05XA

Length: 10min 50sec (650 seconds)

Published: Fri Mar 15 2024