IFR Refresher info?

The AOPA has some stuff on recurrent training currency.

The IR is detail and if you don't use it you lose it fast.
The currency requirement is 6 months and you must do an ICC
after a year, but that may be enough for a 6,000 pilot who
flies almost daily. But it is very inadequate for the
private pilot who just go the rating and forgot about
recurrent daily training.



"kevmor" wrote in message
ps.com...
| So I spent a couple years studying IFR regulations,
procedures, etc.
| and after I got my IFR rating, I didn't look at anything
IFR related
| for many months. Then one day I went up with a CFI, and I
couldn't
| remember basic things such as the 1-2-3 alternate airport
| requirements. Anyone know of anywhere that has these
important
| regulations in a document, like a PDF refresher card, etc?
I was
| shocked how fast I forgot stuff...
|

On Oct 3, 5:11 pm, "Jim Macklin"
wrote:
The AOPA has some stuff on recurrent training currency.

The IR is detail and if you don't use it you lose it fast.
The currency requirement is 6 months and you must do an ICC
after a year, but that may be enough for a 6,000 pilot who
flies almost daily. But it is very inadequate for the
private pilot who just go the rating and forgot about
recurrent daily training.

Sadly, in my experience as a CFII, any pilot who gets his IR ticket
and then does not activly use it for the first couple of years will
never feel comfortable in the clouds and will not use the rating. This
is why I honestly believe that the IR should not be done by everyone.
Too often I think the IR is used as an "upsale" by CFII's for business
without looking at the actual value that pilots will get from it. If
you just want to become a better VFR pilot there are lots of less
expensive, more fun things to do (sea , multi , tailwheel, 737 type
rating , etc)

-Robert, CFII

Very true. I know there are many CFIs who are not
comfortable in IMC and many others who will not do IR dual
in IMC. Winds scare many pilots, including CFIs. It may
not be comfortable to fly in 30 knot winds below 5,000, but
even on those days when it fcst to be calm, the wind can
blow up.
We trained in winds that happened, even flying BE23-24 in
winds up to 40 knots. The Cessna schools did the same, in
Kansas and Oklahoma, we routinely soloed students as long as
the winds were not greater than 25 knots or gust spread 10
knots and x-winds were within the range in which we had
trained.
Many times I can recall taking off in a Skipper with winds
down the runway at 10 knots and returning 30 minutes later
with winds at 40 kts at 45°. If the CFI won't fly in the
"difficult" weather because of comfort [or fear] how will
the student ever learn how to recover when the weather is
not as fcst.

Do they still offer 737 VFR only type ratings?



"Robert M. Gary" wrote in message
ups.com...
| On Oct 3, 5:11 pm, "Jim Macklin"
| wrote:
| The AOPA has some stuff on recurrent training currency.
|
| The IR is detail and if you don't use it you lose it
fast.
| The currency requirement is 6 months and you must do an
ICC
| after a year, but that may be enough for a 6,000 pilot
who
| flies almost daily. But it is very inadequate for the
| private pilot who just go the rating and forgot about
| recurrent daily training.
|
| Sadly, in my experience as a CFII, any pilot who gets his
IR ticket
| and then does not activly use it for the first couple of
years will
| never feel comfortable in the clouds and will not use the
rating. This
| is why I honestly believe that the IR should not be done
by everyone.
| Too often I think the IR is used as an "upsale" by CFII's
for business
| without looking at the actual value that pilots will get
from it. If
| you just want to become a better VFR pilot there are lots
of less
| expensive, more fun things to do (sea , multi , tailwheel,
737 type
| rating , etc)
|
| -Robert, CFII
|

I got my PPL in Florida and a few years later moved to Texas. When I got my
first checkout in TX it was blowing 25 Knts. I was astounded that anyone
would fly in such winds. After a year of Texas I returned to Florida, I
was amazed at how pilots were scared of a slightly breezy day.

Having run out of money and time My IFR currency of course evapoarted. I
have since been using Microsoft Simulator to get my head back in thegame. It
really helps even it it is not loggable.

"Jim Macklin" wrote in message
...
Very true. I know there are many CFIs who are not
comfortable in IMC and many others who will not do IR dual
in IMC. Winds scare many pilots, including CFIs. It may
not be comfortable to fly in 30 knot winds below 5,000, but
even on those days when it fcst to be calm, the wind can
blow up.
We trained in winds that happened, even flying BE23-24 in
winds up to 40 knots. The Cessna schools did the same, in
Kansas and Oklahoma, we routinely soloed students as long as
the winds were not greater than 25 knots or gust spread 10
knots and x-winds were within the range in which we had
trained.
Many times I can recall taking off in a Skipper with winds
down the runway at 10 knots and returning 30 minutes later
with winds at 40 kts at 45°. If the CFI won't fly in the
"difficult" weather because of comfort [or fear] how will
the student ever learn how to recover when the weather is
not as fcst.

Do they still offer 737 VFR only type ratings?



"Robert M. Gary" wrote in message
ups.com...
| On Oct 3, 5:11 pm, "Jim Macklin"
| wrote:
| The AOPA has some stuff on recurrent training currency.
|
| The IR is detail and if you don't use it you lose it
fast.
| The currency requirement is 6 months and you must do an
ICC
| after a year, but that may be enough for a 6,000 pilot
who
| flies almost daily. But it is very inadequate for the
| private pilot who just go the rating and forgot about
| recurrent daily training.
|
| Sadly, in my experience as a CFII, any pilot who gets his
IR ticket
| and then does not activly use it for the first couple of
years will
| never feel comfortable in the clouds and will not use the
rating. This
| is why I honestly believe that the IR should not be done
by everyone.
| Too often I think the IR is used as an "upsale" by CFII's
for business
| without looking at the actual value that pilots will get
from it. If
| you just want to become a better VFR pilot there are lots
of less
| expensive, more fun things to do (sea , multi , tailwheel,
737 type
| rating , etc)
|
| -Robert, CFII
|

On Sun, 07 Oct 2007 22:16:44 GMT, "john hawkins"
wrote:

I got my PPL in Florida and a few years later moved to Texas. When I got my
first checkout in TX it was blowing 25 Knts. I was astounded that anyone
would fly in such winds.

It depends on where the winds are. A 25 knot headwind makes for a
nice touchdown or fast liftoff! G

Also, steady is far different than gusts. I'd rather land in 20
steady than 5G20.

I like the winds, gusty and wandering, it makes you work, if
it is flyable, a few bumps are just part of the ride.


"Bonehenge (B A R R Y)"
wrote in message
...
| On Sun, 07 Oct 2007 22:16:44 GMT, "john hawkins"
| wrote:
|
| I got my PPL in Florida and a few years later moved to
Texas. When I got my
| first checkout in TX it was blowing 25 Knts. I was
astounded that anyone
| would fly in such winds.
|
| It depends on where the winds are. A 25 knot headwind
makes for a
| nice touchdown or fast liftoff! G
|
| Also, steady is far different than gusts. I'd rather land
in 20
| steady than 5G20.

On Oct 7, 3:44 pm, "Bonehenge (B A R R Y)"
wrote:
On Sun, 07 Oct 2007 22:16:44 GMT, "john hawkins"

wrote:
I got my PPL in Florida and a few years later moved to Texas. When I got my
first checkout in TX it was blowing 25 Knts. I was astounded that anyone
would fly in such winds.

It depends on where the winds are. A 25 knot headwind makes for a
nice touchdown or fast liftoff! G

I've never seen winds at 25 knots that were not gusty though. I do
know a CFI who took off in a C-152, then landed back on the numbers w/
o ever changing heading (and he didn't fly around the earth first).

-Robert

Yes, but landing while rolling backwards is hard. But maybe
that is why Cessna build the Omni-Vision rear window
The little mirror is not for seeing traffic or runways, or
even enemy aircraft on your six, but does work well to see
your student's face, even when they are under the hood.
Helps watch their scan and detect air sickness.

"Robert M. Gary" wrote in message
ups.com...
| On Oct 7, 3:44 pm, "Bonehenge (B A R R Y)"
| wrote:
| On Sun, 07 Oct 2007 22:16:44 GMT, "john hawkins"
|
| wrote:
| I got my PPL in Florida and a few years later moved to
Texas. When I got my
| first checkout in TX it was blowing 25 Knts. I was
astounded that anyone
| would fly in such winds.
|
| It depends on where the winds are. A 25 knot headwind
makes for a
| nice touchdown or fast liftoff! G
|
| I've never seen winds at 25 knots that were not gusty
though. I do
| know a CFI who took off in a C-152, then landed back on
the numbers w/
| o ever changing heading (and he didn't fly around the
earth first).
|
| -Robert
|

On Mon, 08 Oct 2007 09:24:20 -0700, "Robert M. Gary"
wrote:

I've never seen winds at 25 knots that were not gusty though.

On the rare occasions I see them steady, they're in coastal or island
locations.

I do
know a CFI who took off in a C-152, then landed back on the numbers w/
o ever changing heading (and he didn't fly around the earth first).

That's funny. I would have loved to have seen it. We used to do that
with r/c's, and I've heard of it done full scale, but I've never been
lucky enough to witness it.

"Robert M. Gary" wrote:

I do know a CFI who took off in a C-152, then landed back on the
numbers w/o ever changing heading (and he didn't fly around the earth
first).

Is that good for a tail-wheel checkout as well? :-)