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Most accelerated instrument rating programs assume you have good VFR skills and virtually no IFR training. The two-week course is arduous: I put in 10 to 12 hour days, flying the simulator and airplane, and preparing every night for the next day's oral and written quizzes. Daily discussions about putting my knowledge of intercepts, bearings, radials, headings, and planning into practical use in the clouds sent me scrambling back to the reference books that were provided.

A weakness in my thinking soon became painfully evident. Gridlock occurred as my brain, accustomed to figuring out holding pattern entries and wind corrections at a desk, had to figure the same problems in a cockpit while scanning instruments, bouncing around, precisely maintaining heading and altitude, talking to ATC, and knowing that time is running out before this actually had to work.

I had read a lot about the benefit of training in actual conditions; Hilo has a lot of IFR weather because it is on the tradewind side of the island of Hawaii. (Thankfully, this is IFR without the thunderstorms we frequently see on the mainland.) What I read could not have been more on target; there is absolutely no substitute for flying in real clouds. You get an empty feeling the first time your instructor crosses his arms, stares out the window, and says "fly the approach!" with nothing but clouds surrounding your airplane.

The use of an FAA approved simulator was crucial for my training, and I spent many hours flying it (the time is logged). I could fly a problem over and over again, and my instructor could put the simulator on hold to discuss techniques, visualization, and procedures. We did not have to deal with the inherent problems of time and distraction you encounter in the air. Working with the simulator made my transition into the airplane easier.

Visualizing my position was initially a problem, but the simulator's plotter, which traced my ground track on a piece of paper, helped me overcome it. After flying an approach on the simulator, I would use the plotted track to replay the approach in my mind and discover the rough spots in my thinking. Seeing the plot of your first successful holding pattern, procedure turn, and approach is a positive experience.

Is a two week, accelerated course any better than learning at a more "normal" pace? It depends on the student. Accelerated courses use a "total immersion" approach--you eat, sleep, and think nothing but instrument flying for a brief period of time. You are intensely focused. Immediate repetition and feedback give the opportunity to overcome mistakes quickly, practice correct procedures, and build confidence and coordination. On the other hand, you are working against time. There is so much to learn and so little time to do it.

Accelerated IFR students need to be brutally honest with themselves: they must admit to any knowledge areas that they have glossed over in earlier training, and go back and really learn the material before beginning IFR training. Accelerated students typically must have passed the FAA instrument flying knowledge test before they begin training. Believe me, you will need to know everything on the test and more.

You won't get away with anything if you attempt to fly in the clouds with shaky knowledge. With only two weeks to put all of this together and pass a checkride, you have little time to fill in the knowledge gaps.

If you are considering an accelerated course, I suggest that you prepare as thoroughly as possible in advance. Review everything in the test preparation book for the FAA IFR exam; practice holding VFR headings to within one degree; intercept and fly VOR radials; practice precisely trimming the aircraft for "hands off, feet only" flying; and use flight following, which gave me invaluable exposure to the ATC system and the confidence to deal with it. Leave your handheld GPS at home; you cannot use it for IFR. For the checkride, you have to do your flight plan using VORs, NDBs, intersections, timed approaches, and holding patterns.

Follow the school's recommendations about what to study before you start training. With good advance preparation and uninterrupted dedication during the course, you will achieve a solid competency in the basics of IFR flying. The reality of IFR flying - and how absolutely essential it is to be good at it - hit me at 400 feet as I flew that first approach into Hilo. I resolved that I was going to work hard at becoming competent and staying current in my IFR flying. I had promised myself and my wife that I would get an instrument rating to improve the safety of our flying. I now realize that it is both a unique accomplishment and an important milestone for any dedicated pilot.