Page 35 - Volume 16 Number 5

...you’ll never know if you don’t routinely put yourself to the test, under the watchful eye of someone who knows the differences between average, excellent, rusty, and complacent.Today’s GPS and FMS units generally include published holding patterns in their databases of approaches. This eases the mind of many instrument pilots and makes some CFII’s feel that holding training has become almost superfluous. However, en route and non-published holds are not in the majority of GPS/ FMS databases. Nor do many such units have the ability to build them. Even those that do will require practice to deftly utilize such advanced features. While the PTS technically allows the CFII to choose which type(s) of holds to be demonstrated, a thorough IPC would include both published and non-published holding, with standard and non-standard entries.Recovery from Unusual Flight Attitudes: In twin and/or turbine aircraft, I think this is often eliminated because it’s viewed as an extreme maneuver in them. But, when conducted in a reasonable, responsible way, it doesn’t have to be the case. Don’t get me wrong – I agree that simulators are a better environment for practicing such maneuvers. Nonetheless, they are a required IPC maneuver and one that I see executed terribly on many IPCs, almost certainly due to lack of practice.DME Arcs: This is the most commonly-overlooked IPC requirement, I believe. DME arcs have fallen out of vogue and are now seen less in “real world” operations. However, there are still many published arcs to be found in conjunction with Terminal Procedures and ATC can still issue non-published DME arcs when and how they choose. Most arcs affiliated with instrument approaches are within the databases of modern GPS and FMS units. Thus, they are relatively simple procedures if you understand how to manipulate your avionics properly.Non-published arcs, on the other hand, require an acute situational awareness that many instrument pilots have forfeited to their moving maps! Unfortunately, the same avionics that give us so much information often cause the pilot’s ability to visualize a non-published procedure to vanish. Non-published means it’s not going to be drawn on the moving map and you need to be able to see it in your mind.Let me give you a real world example that happened to me while teaching an advanced avionics course. The conditions were IMC with a low-overcast and rain, but otherwise benign. Armed with an IFR clearance, we launched from Runway 14 at Rapid City, SD, entered the overcast at about 600 feet, and checked in with Departure. We then got this rapid-fire response: “November 12345, our primary radar has failed; fly heading 170, intercept and track the Rapid City 180 radial to the one-zero-mile DME arc and arc west. Report established on the arc.” Surprise was certainly our initial reaction, but we were able to comply without difficulty. Would you have been able to?Circling Approaches: This often- neglected instrument procedure is becoming less common as GPS approaches are certified to an ever- increasing number of runways. Meaning, we usually have the optionof a straight-in approach, somewhat into the wind. But, there’ll always be airports that cannot support straight-in approaches to every runway, due to terrain, airspace, or obstruction limitations. Therefore, requiring proficiency with circling maneuvers is unlikely to ever go away.The person in the mirrorAre you as good an instrument pilot now as you were on the day of your checkride? Have your skills and knowledge atrophied? Maybe your acquired experience has actually improved them? Are you up-to-date on the latest developments in instrument procedures and regulations, or are you still doing things exactly as you learned them originally? Either way, you’ll never know if you don’t routinely put yourself to the test, under the watchful eye of someone who knows the differences between average, excellent, rusty, and complacent. Trust a CFII who can see your attributes and deficiencies and has the fortitude to be forthright with you about them. Seek out a reputable CFII, ask for a full-blown IPC, and find out if you are proficient or incompetent. T&T•About the Author: Matthew Mc- Daniel is a 22-plus-year profes- sional pilot with a background in airline, corporate, and charter operations. He’s owned and oper- ated Progressive Aviation Ser- vices, LLC (www.progaviation. com) since 2002, specializing in Technically Advanced Aircraft and Glass Cockpit training. Matt has been actively instructing for 20 years, has logged over 12,500 hours total and over 4,500 hours of instruction-given. He holds six turbine aircraft type-ratings, has flown over 70 aircraft types, and is one of only 26 instructors in the world to have earned the “Master Certified Flight Instruc- tor” recognition five consecutive times. He currently flies the Air- bus A320 in his ‘day job’ and can be contacted at (414) 339-4990 or matt@progaviation.com.MAY 2012TWIN & TURBINE • 33