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#11
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Staying current/proficient
JB wrote:
On Jan 30, 1:49 pm, "Peter R." wrote: On 1/30/2007 1:26:15 PM, Kevin Clarke wrote: ...Until you get some real time in your logbook, set your personal ceiling limit at 2000, 1500 or some other comfortable level. DON'T fly down to minimums in real IMC the day after you get your ticket! I have to partly disagree with this. Dont' fly in any IMC until you are comfortable with a CFII. For me, getting comfortable meant about 2 minutes before going into the cloud, ignore the outside and focus purely on the instruments and nothing else. There's simply NOTHING to see outside. If you can get your head in the game, and then keep your tolerances very tight, it should be no problem doing approaches. In fact, you might be the most proficient you'll ever be right after your checkride. I wouldn't do it to minimums because when you drop out the clouds, you'll be so surprised you actually did it with the runway right before your eyes you'll probably forget to land. It's a good feeling. ;-) But doing it to minimums + 500 feet should be no problem. I do have to admit my tolerances is ATP standards and I only have 250 hours. So to stay proficient. Fly MS FS. I didn't bother spending extra for a Garmin 430 sim so I'm already at a disadvantage with respect to DTK = TRK and easy distances to each fix. Then I fly the most challenging approach I can find, do it with winds 20 gusting 35, partial panel, heavy rain. I'll do ILS's to 1/4 mile vis with 100 foot ceilings. I'll do that to near ATP standards. No chance in hell I'd do that in real life but if I can do that, my head is in the game. I also read just about everything I can get my hands on and then go through flights in my head where each scenario would apply. Basically thinking of how each thing I read applies in real flying. Then if it has been a while since I've gone up in IMC, I'll make sure to do it with another pilot (better yet a CFII) before I do it myself. I do this preferably at night since visual cues are at a very minimum and with foggles, it simulates IMC reasonably well. Gerald |
#12
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Staying current/proficient
"JB" wrote in news:1170187529.474720.288000
@j27g2000cwj.googlegroups.com: No need to land and get a new clearance after each approach. You can log 3 approaches in a little over an hour. Until you get some real time in your logbook, set your personal ceiling limit at 2000, 1500 or some other comfortable level. DON'T fly down to minimums in real IMC the day after you get your ticket! Just like Gerald, I'd have to respectively disagree too! Right out of my training, I did a solo "local "flight in IMC and did approaches with ceilings of 1000. The entire time other then below the ceilings I was in solid IMC. Exposure does build experience. I was fortunate to have an instructor who took me out in ILS minimums, so when it came the day for me to do it myself, 1000 foot ceilings were a walk in the park. The important thing after getting the IA rating is continous exposure to IMC so you don't lose that skill of flying without visual reference. Hood helps, but just isn't the same. I have not used a hood since getting my IA ticket as I actively seek actual conditions. I fully do understand, that owning my own plane does allow for more spontaneity (sp) in seeing oh good, 600 foot ceilings, lets go fly.... Always fly IFR to your destination even on nice days. While not loggable, it will help keep you in practice with comms and navigating. VFR flight following does the same thing.... And, flying in straight and level IMC is not enough for proficiency in MY experiences. Allen |
#13
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Staying current/proficient
Example, say you start an approach in IMC. You break out and are able to fly the rest of the approach VMC. Do you count this approach toward currency? I've seen this debated online over and over and over again. I think the predominant view is that if you are in/above a layer and fly any part of the charted approach by relying solely on instruments, it is loggable. So if you on the approach course and can't see the ground, then fly thru even a thin layer and break out 2500 AGL, its still loggable. But again, there are LOTS of view on this. I'm just reporting what I've read, so DON'T shoot the messenger. --Jeff |
#14
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Staying current/proficient
I use a PC simulator. If I'm planning a flight somewhere and the
weather looks uncertain, I will do the actual flight on the sim with crosswinds and low ceilings, including the missed approach with hold. I always file IFR on cross country flights except where the conditions are good VFR and IFR involves a long detour (kgyy-kluk for example). I had also been doing IPCs every 6 months but now my instructor has relocated so I will probably need to use a pilot friend to fly safety pilot with me. |
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Staying current/proficient
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#17
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Staying current/proficient
Kevin Clarke wrote:
Hi All, Open question to folks, what strategies do you use to stay current or better yet, proficient? Check ride is right around the corner. I got signed off for the ride today. So the currency question is in the back of my mind now. Most of my flying is x-ctry (2/month) with some local scenic flights. thanks, KC Several things: 1) file and fly in the system every time you go cross country, even if the weather is severe clear VMC. Staying in the system keeps you practiced with the procedures and keeps you sharp on maintaining altitude and heading, as well as with the radios. 2) Always fly the instrument approach when you arrive at your destination, regardless of the weather (since you're IFR, your request for an instrument approach into your destination can't be turned down as long as it is for the approach officially in use). Just don't bury your head in the cockpit. I find it is actually harder to fly a good approach in VMC than in IMC because of the division of your attention between the panel and outside. By flying the approach, you stay sharp on all aspects of doing an approach except actually being in IMC. You also develop a better feel for where you are relative to the ground and the airport this way. 3) Fly with an instructor and do an IPC every 6 months. Having an extra set of eyes evaluate your performance gives you an opportunity to correct bad habits before they become ingrained. It also shows the insurance company that you are committed to doing regular recurrent training, which may give you a break on your insurance, plus you'll get an opportunity to practice stuff that doesn't come up in day to day flying like holds, unusual attitudes and partial panel (all of which are required parts of an IPC). If you are already reasonably proficient (and you will be if you follow all 3 of these recommendations and fly reasonably frequently), the IPC should take no more than an 2 hours of instruction time...just enough time to do a few approaches, a hold and unusual attitude. |
#18
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Staying current/proficient
On Jan 31, 7:01 pm, Ray Andraka wrote:
Kevin Clarke wrote: Hi All, Open question to folks, what strategies do you use to stay current or better yet, proficient? Check ride is right around the corner. I got signed off for the ride today. So the currency question is in the back of my mind now. Most of my flying is x-ctry (2/month) with some local scenic flights. thanks, KC Several things: 1) file and fly in the system every time you go cross country, even if the weather is severe clear VMC. Staying in the system keeps you practiced with the procedures and keeps you sharp on maintaining altitude and heading, as well as with the radios. Great advice. Filing IFR in even under VMC will pay off. Not only does it polish up your ATC skills, it will also simplifly your navigation through busy complex airspaces. Example: every time I go to Detroit, I get "cleared as filed" but I know from experience that Toledo always amends my clearance as I get closer. Having done it plenty of times under VFR, it was really not a big under IMC. That is not the type of thing you want to handle on your first time in IMC in a busy airspace. 2) Always fly the instrument approach when you arrive at your destination, regardless of the weather (since you're IFR, your request for an instrument approach into your destination can't be turned down as long as it is for the approach officially in use). Just don't bury your head in the cockpit. I find it is actually harder to fly a good approach in VMC than in IMC because of the division of your attention between the panel and outside. By flying the approach, you stay sharp on all aspects of doing an approach except actually being in IMC. You also develop a better feel for where you are relative to the ground and the airport this way. Again, good advice, but don't assume ATC will automatically issue you an instrument approach because you are IFR. If it is VMC, they will assume you want a visual approach unless you ask for it. 3) Fly with an instructor and do an IPC every 6 months. Having an extra set of eyes evaluate your performance gives you an opportunity to correct bad habits before they become ingrained. It also shows the insurance company that you are committed to doing regular recurrent training, which may give you a break on your insurance, plus you'll get an opportunity to practice stuff that doesn't come up in day to day flying like holds, unusual attitudes and partial panel (all of which are required parts of an IPC). If you are already reasonably proficient (and you will be if you follow all 3 of these recommendations and fly reasonably frequently), the IPC should take no more than an 2 hours of instruction time...just enough time to do a few approaches, a hold and unusual attitude. Good advice again, but I am not sure how the insurance company finds out about your IPC. I was never asked about IPC, just whether I am current or not. |
#19
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Staying current/proficient
Ask your insurance agent about discounts for regular
recurrent training [not just an IPC] at a school such as caters to corporate operators. They can and do offer discounts for regular training. "Andrew Sarangan" wrote in message ups.com... | On Jan 31, 7:01 pm, Ray Andraka wrote: | Kevin Clarke wrote: | Hi All, | | Open question to folks, what strategies do you use to stay current or | better yet, proficient? | | Check ride is right around the corner. I got signed off for the ride | today. So the currency question is in the back of my mind now. Most of | my flying is x-ctry (2/month) with some local scenic flights. | | thanks, | KC | | Several things: | 1) file and fly in the system every time you go cross country, even if | the weather is severe clear VMC. Staying in the system keeps you | practiced with the procedures and keeps you sharp on maintaining | altitude and heading, as well as with the radios. | | Great advice. Filing IFR in even under VMC will pay off. Not only does | it polish up your ATC skills, it will also simplifly your navigation | through busy complex airspaces. Example: every time I go to Detroit, I | get "cleared as filed" but I know from experience that Toledo always | amends my clearance as I get closer. Having done it plenty of times | under VFR, it was really not a big under IMC. That is not the type of | thing you want to handle on your first time in IMC in a busy airspace. | | | | 2) Always fly the instrument approach when you arrive at your | destination, regardless of the weather (since you're IFR, your request | for an instrument approach into your destination can't be turned down as | long as it is for the approach officially in use). Just don't bury your | head in the cockpit. I find it is actually harder to fly a good | approach in VMC than in IMC because of the division of your attention | between the panel and outside. By flying the approach, you stay sharp | on all aspects of doing an approach except actually being in IMC. You | also develop a better feel for where you are relative to the ground and | the airport this way. | | Again, good advice, but don't assume ATC will automatically issue you | an instrument approach because you are IFR. If it is VMC, they will | assume you want a visual approach unless you ask for it. | | | | 3) Fly with an instructor and do an IPC every 6 months. Having an extra | set of eyes evaluate your performance gives you an opportunity to | correct bad habits before they become ingrained. It also shows the | insurance company that you are committed to doing regular recurrent | training, which may give you a break on your insurance, plus you'll get | an opportunity to practice stuff that doesn't come up in day to day | flying like holds, unusual attitudes and partial panel (all of which are | required parts of an IPC). If you are already reasonably proficient | (and you will be if you follow all 3 of these recommendations and fly | reasonably frequently), the IPC should take no more than an 2 hours of | instruction time...just enough time to do a few approaches, a hold and | unusual attitude. | | Good advice again, but I am not sure how the insurance company finds | out about your IPC. I was never asked about IPC, just whether I am | current or not. | | |
#20
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Staying current/proficient
Or require it as a condition of the policy in certain types like the
PA46. On Sun, 11 Feb 2007 14:28:55 -0600, "Jim Macklin" wrote: Ask your insurance agent about discounts for regular recurrent training [not just an IPC] at a school such as caters to corporate operators. They can and do offer discounts for regular training. |
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