Practice IMC in real IMC

"Robert M. Gary" wrote:

Unusual attitude recovery and stalls are probably things I would not do
in IMC.

One one instrument proficiency check a few years ago, I had a CFII not only
ask me to perform stalls, but also to make two steep turns, all while
flying on an IFR flight plan in IMC.

--
Peter

"Peter R." wrote in message
...
"Robert M. Gary" wrote:

Unusual attitude recovery and stalls are probably things I would not do
in IMC.

One one instrument proficiency check a few years ago, I had a CFII not
only
ask me to perform stalls, but also to make two steep turns, all while
flying on an IFR flight plan in IMC.

I take it you dumped that guy?

Matt Barrow wrote:
"Peter R." wrote in message
...

"Robert M. Gary" wrote:


Unusual attitude recovery and stalls are probably things I would not do
in IMC.

One one instrument proficiency check a few years ago, I had a CFII not
only
ask me to perform stalls, but also to make two steep turns, all while
flying on an IFR flight plan in IMC.


I take it you dumped that guy?



Why?

Matt

Matt Barrow wrote:

I take it you dumped that guy?

Nope. He's a 10,000 hour, gray-haired ATP with a lot of experience to
share and a very good teacher. I would imagine he only hands out tasks
such as these if he has confidence in the instrument pilot taking the IPC.

--
Peter

"Peter R." wrote in message
...

[Who also said:]

Nah, just accumulating a lot of IMC experience as of late where the scan
is
starting to become second nature, rather than demand every last brain
cycle
like it did when I was a student.

I take it you dumped that guy?

Nope. He's a 10,000 hour, gray-haired ATP with a lot of experience to
share and a very good teacher. I would imagine he only hands out tasks
such as these if he has confidence in the instrument pilot taking the IPC.


Yeah, you eastern seaboard folks...

Out here in the West, it's not unusual to find a 2,000 hour pilot with less
than 40 hrs IMC time.

Matt Barrow wrote:

Out here in the West, it's not unusual to find a 2,000 hour pilot with less
than 40 hrs IMC time.

I agree, but you all certainly have your daily challenges there as well,
such as mountain flying and density altitude.

My family is having a reunion/vacation at a resort in Avon, Colorado, in
July. There is a towered airport west of Avon and I was considering flying
the Bonanza from NY to this airport. However, the fact that I would have
to go over the front range to fly into this airport leaves me with two
options: 1) Don't fly or 2) Leave a few days early and take a mountain
flying course in Denver.

I might take option (2), but this would depend on my business schedule.


--
Peter

"Peter R." wrote in message
...
Matt Barrow wrote:

Out here in the West, it's not unusual to find a 2,000 hour pilot with
less
than 40 hrs IMC time.

I agree, but you all certainly have your daily challenges there as well,
such as mountain flying and density altitude.

My family is having a reunion/vacation at a resort in Avon, Colorado, in
July. There is a towered airport west of Avon and I was considering
flying
the Bonanza from NY to this airport. However, the fact that I would have
to go over the front range to fly into this airport leaves me with two
options: 1) Don't fly or 2) Leave a few days early and take a mountain
flying course in Denver.

You'd best fly into Eagle County, about 15 miles west of Avon. It's a real
nice airport but one that all the celebrities use that have homes in Vail
(i.e. expensive fuel, tie downs). NTL, it's in a big wide valley, so it's an
easy approach/departure.

Instead of Option #1, fly into Jeffco (on the west side of Denver) and take
a rental car. You'd appreciate the drive, on I-70, of about 90 miles to
Avon, through the Eisenhower Tunnel, over Vail Pass.


I might take option (2), but this would depend on my business schedule.

The flight from Denver to Eagle is over terrain that runs over 14,000 feet.
AIR, you have a TN'd Bonanza, so that should not be too any trouble except
your would want to start out right after sunrise to avoid the thermals.

You'll be about 80nm from me here in Montrose. Stop in and I'll take you out
to Ouray, (35 miles south of here on the "Million Dollar Highway") some of
the most spectacular scenery you'll ever see.


--
Matt
---------------------
Matthew W. Barrow
Site-Fill Homes, LLC.
Montrose, CO

"Peter R." wrote in message
...
Matt Barrow wrote:

I take it you dumped that guy?

Nope. He's a 10,000 hour, gray-haired ATP with a lot of experience to
share and a very good teacher. I would imagine he only hands out tasks
such as these if he has confidence in the instrument pilot taking the IPC.

Or he's showing you what HE can do. The air carriers have been training
these in simulators for years...for a reason.

Recall the discussion here several months ago regarding teaching "spin
recovery versus spin avoidance".

The air carriers have been training these in simulators for years...for a
reason.

Matt Barrow wrote:

"Peter R." wrote in message
...

Matt Barrow wrote:


I take it you dumped that guy?

Nope. He's a 10,000 hour, gray-haired ATP with a lot of experience to
share and a very good teacher. I would imagine he only hands out tasks
such as these if he has confidence in the instrument pilot taking the IPC.


Or he's showing you what HE can do. The air carriers have been training
these in simulators for years...for a reason.

True, and the reason is that it costs way too much to practice in a real
airliner.


Recall the discussion here several months ago regarding teaching "spin
recovery versus spin avoidance".

The air carriers have been training these in simulators for years...for a
reason.

Yes, see above. Also, many airliners aren't recoverable from a spin so
practicing spins in them would be ill advised.


Matt

One one instrument proficiency check a few years ago, I had a CFII not only
ask me to perform stalls, but also to make two steep turns, all while
flying on an IFR flight plan in IMC

Seems a bit like asking a student to practice spins on his turn from
base to final. Some things seem better to practice simulated. In my
aircraft the plane rolls over about 30 degrees in the stall and has a
pretty good nose down attitude. I wouldn't be excited to do that in
IMC.

-Roberts