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To fix this, I disconnected the autopi- lot and manually flew the airplane until the ILS needles were all centered then re-activated the autopilot. Again, no one noticed my snafu, but I certainly did. I could be more current.
It Was Not Always This Way
At one point in my professional pilot life, I was flying 80 hours per month and usually in the same aircraft type. After doing that for a couple of years, you realize there is a huge difference in “currency” when comparing that amount of flight time in the same airplane to say 200-300 hours per year in a variety of aircraft... which is what I do now. In the first sce- nario, you know the airplane, its numbers and any quirks just cold. Plus the button pushing details required to operate the airplane (under almost any condition) also seem to slow down; so much so, that you can get bored waiting for the appropriate time. And even though you still use them, the very long and complicated checklists wind up being completely memorized from the constant repetition.
Understanding the difference between being “current” and “legally current” just makes the issue much more obvi- ous and irritating to pilots who have the “80 hours per month in the same airplane” background; they know what they are missing. And so, I have spent some time thinking about how to alleviate this currency conundrum.
In discussing this issue with other pi- lots, recurrent training at places such as FlightSafety or SIMCOM almost always comes up. And without a doubt, that kind of training is very helpful particularly for certain types of operation. But I person- ally have found simulators do not line up exactly with the airplanes I am fly- ing. Plus, regularly taking those training courses in everything from single- and multi-engine piston twins to business jets and helicopters is almost impossible (yet alone prohibitively expensive). I often leave those courses well-versed in the airplane’s systems and numbers, but feel far from what I know to be “80 hours per month” current.
One of the things a lack in true curren- cy brings out in me is plain forgetfulness. Jumping in and out of different airplanes all the time, I find it hard to remember cer- tain key numbers such as gear extension speed, maximum operating weight, total fuel capability and average fuel burns. And in what order certain things are to
be completed. Of course, in each airplane there is a POH or its equivalent, but those often seem to be awkwardly written and make quick comprehension difficult. To combat this issue, I have found it very helpful to write my own personal check- lists for every airplane I fly. I make sure to include the important numbers I have trouble remembering so I can readily re- fer to them. I also highlight any specific items I overlooked on previous f lights. For example, my Lear checklist now has yellow highlighting over the “spoilers” line on the after landing checklist.
I probably have two dozen of these checklists by now, all well-worn. The pi- lots I regularly fly with even give me a knowing nod when I haul them out. In the case I am flying with another pilot, I will also usually announce (when true) that I have not flown the airplane for some time, and tell him or her to “watch out” for me. Although this almost always results in a slight laugh and response to the effect of, “Yeah sure, you’ll be just fine,” it still sets a certain tone for our subsequent interac- tion. I definitely believe it contributes to the safety of the flight.
AOPA
1/2 Page Island aopainsurance.org
August 2018
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