One of the problems with our (ufgatorpilot and I) area is that it's either really clear or tstorms with extreme precip...usually IMC lasts only minutes...especially this time of year. I guess we could find it, but it's usually always lifting action that makes yellow stuff go to red in no time at all.

As far as IMC and vertigo...it's a mental game of telling yourself that the instruments are right...and verify that they are.

Best of luck to the OP

250 and I had the same problem in the midwest. This time of year it's Tstorms, and then of course you have icing. There was a two or three week span during the spring and fall where we both lived at the airport as instructors because all our instrument students were wanting to get out. Then on top of that the conditions are even more particular because you're in a single engine aircraft with a single vacuum system so you wanted the perfect conditions with an easy (safe) way out.

Happy Hunting!

Also, when you're out building IMC confidence with an experienced pilot or CFII, keep in mind these things as well;

-The airplane doesn't know or care it's in a cloud. The instruments work just as well as they do in visual conditions. (unless you're picking up ice or something, but of course no one should be doing that without the equipment.)

-Most trainers are incredibly stable, and WANT to fly right side up. When disturbed by light turbulence they WANT to return to level flight. Sometimes the best thing is to trim it properly and let go. Or at least use a very light grip with the finger tips. I've had students fly upwards of 40 NM not touching the yoke at all to build confidence in the right side-up characteristic of the aircraft. Let the aircraft designers do the hard work.

-There's nothing outside that's interesting to see once you're transitioning from visual to clouds. Just like there was nothing interesting to see outside with the hood on. Don't get caught up googly eyed at the nothing in the windscreen or windows. You'll learn how to transition from instruments to the runway environment later.

Pip, I loved those 3 weeks a year. Every one of my students was in IMC, many for the first time.

There's nothing like seeing someones face when they realize the ILS works in the clouds too!

To all those who have replied to my post:

First of all, I’d like to thank every one of you. I have read each response carefully and have evaluated what has been said in each response. I am new to this forum so I’m not really sure how to reply to each individual person who has posted a response, as opposed to a general response for all to view. Although I’d like to learn, this pesky IFR flying thing has the priority in my quest of knowledge. With the assumption that this will be viewed by everyone, I reply with the following:

First of all, I feel relieved simply by the fact of knowing that I am not the only one who feels this way. I had a former understanding / belief that with enough time, and enough ratings (i.e . ATP) , the feelings of vertigo simply cease to exist. It’s great / comforting to know that even the legacy drivers / military pilots experience the same thing from time to time, and that I’m not a substandard pilot for feeling this way.

For those of you who have commented on the use of an FTD, I certainly understand your position and greatly appreciate the advice. I use an FTD regularly to keep up with the procedural / logistical tasks of IFR flying. However, my FTD is firmly located in my home, and there is no chance of getting vertigo because my inner ears know that I’m straight and lever no matter what. With that said, I’m starting to wonder if because of this device, I am subconsciously expecting a “no vertigo” situation- thus causing me more problems.

Since achieving the “fatal rating” to which I have heard it referred, I have flown with my CFII to build time in the “clag”. I have expressed my concerns to him and he simply tells me to go fly in the clouds alone to build confidence. This is great in theory but in my mental state, fatal in practice.

In summary, I think the best thing I have learned is as follows: Vertigo, much like s*$t happens. What I do to combat those feelings is the ultimate question. I’m a cop full-time / aspiring airline captain. In my current profession I have been consistently trained to “trust your gut and instincts” in every situation. I have had loaded guns pointed at me, and have felt minimal stress in this arena. But the thought of an ILS to minimums fills me with feelings of soiled undergarments. I feel comfortable in saying that I need to override this training with respect to instrument flying.

Thank you to all. If any of you are located near Indianapolis, Indiana please let me know if you would like to fly

First, if you are uncomfortable, DON"T DO IT! This is one of the rare times when I will say your instructor is wrong. Keep flying with an instructor (maybe not your present one) until you feel pretty confident. You are a kid learning to ride a bike: don't take the training wheels off until you are ready.

Second, as a cop, you have learned to trust your piece and your partner. Your aircraft and instruments are you piece and partner. You must learn to trust them. And just like an new partner, it will take time. Don't rush it, but keep working at it.

A lof of us who live in sunny areas have that problem. But a lot of times, it's a matter of perspective. For example, if your avatar indicates where you are, I'll let you know that one of the things I look forward to when I visit my in-laws in Florida is getting some IMC. Now, you are not going to get much in the way of IAPs - SCT to BKN at 2300 is not going to get you much in the way of loggable approaches, but the experience with being in real clouds and transitioning your scan back and forth when you go in and out should help the basic comfort level on instruments a lot.

You don't have to start off flying ILS down to mins, you can ease into it solo... maybe start by just climbing/descending through a layer, etc. Flying with an instructor is great, but you have the rating... and it sounds like your instructor feels you just need to be pushed out of the nest.

Just take it easy at first maybe try to get in a day where you can cruise IMC and get a visual approach somewhere. Solo IFR will be good for you, in moderation at first.

VERY VERY good point!

Vertigo happened with alot of my students when I was a flight instructor and I even get it sometimes. Believe your instruments.

Some useful hints:
-Never lean/look down in a turn.
-Don't try to manipulate your Garmin/GPS while trying to fly IMC. Ask for vectors while trying to get your vertigo under control.
-If in vertigo. Get straight and level until the felling subside.

One point on something you said. You are on AirlinePilotForum.Com and you don't want Airline pilots to respond. The AOPA website might be better suited. Now if you are looking for advice from professionals then you can ask.