I’m instrument rated!
After a few false starts, I finally was able to buckle down this year and focus on getting my instrument rating, and I’m thrilled to say that I passed my flight test this morning! It was touch and go; I really muffed my entry into a hold and was convinced at the time that it was an automatic fail because of that. Thankfully, I noticed the error myself, and the examiner was nice enough to say “great, then go ahead and fix it”, and he let me do another entry into the hold, which went much better.
The image to the right shows the track log entering the hold from the bottom left (southwest), holding for one full pattern, and then exiting to the bottom right (southeast). The instruction was to “hold at ITSED on an in-bound track of 136, at an altitude of 2700′, and expect further clearance at 1530Z”. I was already a bit flustered, and at first I mistakenly thought I’d be doing a Direct entry into the hold, but I quickly realized I’d made a mistake and corrected it to say I’d do a Parallel entry. That would see me fly straight northeast to ITSED, turn left to a heading of 316, fly out for a minute, do a left turn to a heading of 096, fly back to ITSED, then begin the hold there by doing a right turn back to a heading of 316, followed by a racetrack pattern with right-handed turns.
Unfortunately, I got myself turned around, and after I turned left at ITSED to begin the parallel entry, I got it into my head that I was already in the Hold, and so after a minute outbound instead of turning left, I turned right. I looked down at my map and started to get very confused; it took me a few moments to realize my error, and then I got completely deflated. I really thought it was a critical error because I’d busted the protected space by turning in the wrong direction. But thankfully, what the examiner told me afterward was that because I hadn’t yet entered the hold, and because I realized the error myself and was able to correct it myself, he just considered it a Major error, not a critical one.
Luckily, we’re allowed up to 3 Major errors and still pass, so this didn’t put an end to my test.
In retrospect, looking at the track log, I probably could have just done a Direct entry and avoided the confusion entirely. Oh well, it worked out in the end.
The good news is, I’m instrument rated! Now I get to continue working on my skills, staying proficient, and maybe when the weather warms up again I can do a real IFR flight on my own. We never stop learning!
Kamal, Richard Green here…I’ve been following your YouTube and Instagram for a while now…wondering if you could make a little time to chat about your instrument rating? Specifically the time it took, what other training devices you used (or not) and the ground school you used. I passed my CPL on February 24th and I’m planning on doing an Instructor Rating, but feel that Multi/IFR might serve me better in the short term. I’m still working full time (and I might be oldest new CPL in Canada!) and Instructing is something I’d like to do in “retirement” whenever it happens. I guess I feel as though I should have some other flying experience perhaps professionally before I launch another teaching career (I’m a trades instructor at an Indigenous Institute)
Look forward to hearing from you!
Congrats. I got my instrument a few days before you in November. Save flights, keep the blue side up and always happy landings!
Using the Balanset-1A Instrument
Getting the Equipment Ready
Ensure the instrument is complete with all necessary components: vibration transducers, laser tachometer, magnetic stand, software, and other accessories.
Connect the device to your PC using the USB interface and confirm the software installation.
Setting Up the Sensors
Fix the accelerometers securely to the machine’s structure in locations where vibrations are most prominent, ideally near the bearings.
Direct the laser speed sensor towards the rotor and affix reflective tape to the rotor surface to facilitate phase angle measurement.
Launching the Software
Initiate the Balanset program on your computer.
Select the appropriate balancing mode: single-plane or two-plane, depending on the rotor type and your specific requirements.
Initial Vibration Measurement
Operate the rotor at its intended working speed.
The software will measure the vibration level, rotational speed, and phase angle. This data establishes the current imbalance condition.
Attaching the Trial Weight
Halt the rotation and mount a test weight at a designated position on the rotor, with the weight’s value entered into the software (usually in grams).
Restart the rotor, and the software will record the changes in vibration level and phase angle.
Determining the Corrective Mass
Based on the measured data, the software automatically calculates the correction weight parameters: mass and installation angle.
The calculated values are presented on-screen in both numerical and graphical formats.
Attaching the Corrective Mass
Install the correction weight on the rotor according to the software’s calculations.
Periodic checks can be performed to ensure the balancing procedure is effectively reducing the vibration.
Verification and Balancing Completion
After installing the correction weight, run the rotor again and check the residual vibration level.
If the measured vibration falls within the tolerance defined by ISO 1940, the balancing process is considered successful.
If the vibration level remains high, repeat the process with further weight adjustments.
Report Generation
All balancing results are logged and archived within the software, from which you can produce a printable report summarizing the vibration levels, compensating weight, and its installation position.
Post-Balancing Checklist
Double-check that all weights and sensors are securely fastened.
Check that the rotor’s rotation is smooth and free from undue noise or vibration.
In cases where the rotor is integrated into a more complex system, ensure the correct operation and interaction of all related components.
Following this procedure enables accurate balancing, minimizes vibration, and prolongs the service life of the equipment.
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