How do you keep current?

On Sat, 28 Jan 2006 18:29:51 -0600, Rachel wrote:

My difficulties in getting an IPC have really reminded me that it's
easier to stay current than get current again. Problem is, I don't know
how to stay current.

We don't get much IMC here, so flying approaches by myself isn't really
an option. We certainly don't get enough to get in six approaches and
holds every six months.

I used to have a regular safety pilot, but since moving, I haven't met
anyone, much less pilots to fly with. I've been paying a CFII to just
sit in the right seat, but that's expensive, and doesn't help my
confidence at all.

So...how do you stay instrument current?

*I* stay instrument current by flying lots of IFR. But that's easy here in
the NE.

If I go for a long stretch, I get a safety pilot. You know, if you're
flying any kind of SEL a/c, your safety pilot only needs a PPC with a SEL
rating, and a current medical. He does NOT need an instrument rating; high
perfomance or complex a/c endorsement; etc so long as he will not be acting
as PIC. He does not even have to be current to carry passengers!

And there is no reason for him to act as PIC, even if you are under the
hood.


Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA)

Ron Rosenfeld wrote:
On Sat, 28 Jan 2006 18:29:51 -0600, Rachel wrote:


*I* stay instrument current by flying lots of IFR. But that's easy here in
the NE.

If I go for a long stretch, I get a safety pilot. You know, if you're
flying any kind of SEL a/c, your safety pilot only needs a PPC with a SEL
rating, and a current medical. He does NOT need an instrument rating; high
perfomance or complex a/c endorsement; etc so long as he will not be acting
as PIC. He does not even have to be current to carry passengers!

And there is no reason for him to act as PIC, even if you are under the
hood.

I know all the rules. What I DON'T know are any pilots here.

Guess I need to start taking time off work when we do get IMC.

On Sun, 29 Jan 2006 15:35:05 -0600, Rachel wrote:

Ron Rosenfeld wrote:
On Sat, 28 Jan 2006 18:29:51 -0600, Rachel wrote:


*I* stay instrument current by flying lots of IFR. But that's easy here in
the NE.

If I go for a long stretch, I get a safety pilot. You know, if you're
flying any kind of SEL a/c, your safety pilot only needs a PPC with a SEL
rating, and a current medical. He does NOT need an instrument rating; high
perfomance or complex a/c endorsement; etc so long as he will not be acting
as PIC. He does not even have to be current to carry passengers!

And there is no reason for him to act as PIC, even if you are under the
hood.

I know all the rules. What I DON'T know are any pilots here.

Guess I need to start taking time off work when we do get IMC.

I think you wrote you're based at ADS. That's a big field. I knew someone
who was based there -- but it was a few years ago. I'd bet a note on a BB
at one of the FBO's would bring out some volunteers.
Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA)

On Sun, 29 Jan 2006 15:35:05 -0600, Rachel wrote:

Guess I need to start taking time off work when we do get IMC.

Ahh, so you are coming around to my way of thinking *big smile*.

Nothing more satisfying then saying to a co-worker, gonna have my head in
the clouds.

They already think I am nuts, why not add to it. At least I am telling the
truth when I say my head is in the clouds.

Wouldn't you rather be flying anyway?

Allen

I am in no way saying that this does or should apply to you, but I have
decided to do regular and frequent IPCs (or IPC-like missions) with
instructors because of the limited amount of IMC I get and the minimum
amount of time I have to fly.

I noticed that I could stay current going up with a safety pilot and
flying the required approaches, and I had been doing just that. In
fact, I think I might have hold the world record for "cheapest way to
fly six serial approaches in outrageously rapid succession." But I
started to realize that I was flying the same old familiar approaches
over and over, and starting to take short cuts (I knew the frequencies
and headings be heart, etc.) I realized that this kind of flying wasn't
doing anything for my *proficiency.* Also, in the admittedly limited
amount of real IFR flights I'd been doing that I wasn't really getting
too much exposure to the edge of my envelope. In a real IFR flight
there seems to be plenty of time enroute to think about and review the
approach, set up radios, identify navaids, etc. Basically, IFR flying
is easier than IFR training.

So I decided a few months ago that I would go up with an instructor and
get an IPC even though I legally did not need one. Wow! It was hard, he
made me do emergency stuff, odd hold entries, all kind of variations in
partial panel, new (and sometimes) made up approaches. In general, I
was being held up to higher standard than my flying friends do.

To make a long story longer, it was *well* worth it, and I made a lot
of errors and felt quite chastened. I realized I just wasn't flying
enough to stay proficient based solely on my normal flying experience.
So I'm going to be doing more IPC-ish things.

Of course, that does require access to a good instructor -- or
instructors. I like to vary among a pool of CFIIs I know so that I
don't get to accustomed to any one guy's peculiarities. (And we all
know about CFI peculiarities!)

So, in short, I believe that recurrent training is better than simple
currency for me -- especially if I'm just barely keeping current.
(which, sadly, is the case for this cash-strapped grad student.)

Well, my $0.02,
-- dave j

Rachel wrote:
Ron Rosenfeld wrote:
On Sat, 28 Jan 2006 18:29:51 -0600, Rachel wrote:


*I* stay instrument current by flying lots of IFR. But that's easy here in
the NE.

If I go for a long stretch, I get a safety pilot. You know, if you're
flying any kind of SEL a/c, your safety pilot only needs a PPC with a SEL
rating, and a current medical. He does NOT need an instrument rating; high
perfomance or complex a/c endorsement; etc so long as he will not be acting
as PIC. He does not even have to be current to carry passengers!

And there is no reason for him to act as PIC, even if you are under the
hood.

I know all the rules. What I DON'T know are any pilots here.

Guess I need to start taking time off work when we do get IMC.

A Lieberman wrote:
On Sun, 29 Jan 2006 15:35:05 -0600, Rachel wrote:

Ahh, so you are coming around to my way of thinking *big smile*.

Nothing more satisfying then saying to a co-worker, gonna have my head in
the clouds.

They already think I am nuts, why not add to it. At least I am telling the
truth when I say my head is in the clouds.

Wouldn't you rather be flying anyway?

Allen

Of course. g Problem is, we just don't get IMC! Friday I got a
little, but ceilings were at 1500 feet, so it really wasn't low enough
to be a whole lot of fun.

Makes me miss the Great Lakes region...you could shoot a real approach
every week if you really tried.

On Sun, 29 Jan 2006 18:10:53 -0600, Rachel wrote:

Of course. g Problem is, we just don't get IMC! Friday I got a
little, but ceilings were at 1500 feet, so it really wasn't low enough
to be a whole lot of fun.

You must be based at an airport with an ILS. Best I can do is 1000 feet to
ensure I can return to my home airport.

For me, something is better then nothing. If nothing else, at least the
level portion of your flight would be IMC and the very beginning of your
approach.

No, it's not like breaking out at ILS minimums, but sure does give one a
feel of accomplishments to fly inside the cloud even if it's straight and
level.

I didn't start flying until moving to MS, but here, spring, winter and
fall, yep, at minimum, once a week, get that marine layer stratus in the
morning, awesome for IFR work.

Yep, seeing days like that at work, day dreaming..... Not exactly
productive....

Allen

A Lieberman wrote:
On Sun, 29 Jan 2006 18:10:53 -0600, Rachel wrote:


Of course. g Problem is, we just don't get IMC! Friday I got a
little, but ceilings were at 1500 feet, so it really wasn't low enough
to be a whole lot of fun.


You must be based at an airport with an ILS. Best I can do is 1000 feet to
ensure I can return to my home airport.

Couple of ILS's, actually. Makes it good when you really need to get
home, but not much fun on days like we normally get.

In fact, I'm not sure what I did Friday actually counts as an approach
in actual. We were in the clouds at 3000 feet, but as soon as I
descended to begin the approach, we broke out. Not much good for
logging approaches.

On Sun, 29 Jan 2006 18:38:52 -0600, Rachel wrote:

In fact, I'm not sure what I did Friday actually counts as an approach
in actual. We were in the clouds at 3000 feet, but as soon as I
descended to begin the approach, we broke out. Not much good for
logging approaches.

Lots of varying opinions. I have *heard* both ends of the spectrum, from
initiating the approach in IMC counts all the way to down to minimums only
count. When you really get down to it, how often do we *really* get a
chance to get 6 approaches down to minimums (especially ILS minimums) in
actual conditions.

I myself count it as an approach if I doing the approach while I am flying
in IFR weather / conditions. If it's VFR or MVFR, I don't count it as an
approach. Thus my need for my fix of getting my head in clouds *smile*.

In my log book, I put in the conditions the approaches were conducted in
(I.E put ILS 16L 800 foot ceilings).

Allen