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under the hood. This will let you know if you’re rusty enough you need more dual and an IPC."
Next, I had a conversation with my friend Joe Casey (ATP, CFII, DPE and chair of the MMOPA Safety Committee) who offered me this advice: "I’d definitely return to the cockpit as soon as possible. I’d suggest you return on a day when the winds aren’t blowing so much that a big pedal input is required, and I might not fly a multi-engine airplane that would require a big pedal input if an engine failed. I think you know your body bet- ter than anyone: If you think you cannot handle a worst-case scenario, then wait. Taking along a CFI or some other competent right-seater on your first flight is a cheap insurance policy."
Finally, I talked with 35-year CFII and former airline captain Bill Archer, who has more than 30,000 hours in his logbook. His thoughts: "Back when I was at a major airline, we used a process that I still apply now when asked to help someone get current and comfortable with flying again. First, we'd sit down with his or her logbook to figure out what we needed to do legally per the FAR's, such as IFR currency, night currency and landing currency. Then we make up an individual train- ing plan (ITP) on what it will take to get the pilot current and proficient. While returning a Part 121 pilot to service is quite involved, what I stress to the Part 91 pilot is that my goal is to help them become as good as they were before they experienced their loss of flying privileges."
Wow, all great advice! Being a list person, I took their input to put together my individual "return to flight" plan:
1. Review my currency, checklists, emergency checklists and memory items. Review my notes from past recurrent training and IPCs to jog my memory of my particular tendencies and failure trends;
2. Fly right seat as a safety pilot while my pilot-spouse does practice approaches. This will refresh my brain to IFR procedures, button-pushing, radio work and flows;
3. Sit in the left seat while on the ground and review check- lists and flows;
4. Take along a competent pilot/CFI on a calm VFR day to brush up my stick-and-rudder skills;
5. If the above goes well, don the foggles and shoot some approaches.
6. If #5 does NOT go well, call my CFI and get an IPC scheduled ASAP.
If you're a Type A owner-pilot like me, we tend to often find waiting a frustrating but often necessary exercise. (Like waiting out weather or waiting for this stupid hip to heal.) Formulating a return to flight plan not only gave me a roadmap to safely to return to flying, it provided tangible goals I can methodically tick off.
By the time you read this, I expect to be back in the saddle. Although I've hung up my running shoes, I'd much rather fly my fine steed than hit the road any day. Giddy-up!
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February 2019
TWIN & TURBINE • 5
Dianne White can be contacted at editor@diannewhite.com