Pageg82 Instrument Proficiency Review

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Instrument Proficiency Review
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Contents
FAA Instrument Proficiency Requirements 2004; All Available Information; …IFR Proficiency; …IFR Proficiency Factors; …IFR Proficiency2; …Instrument Proficiency Review; ...Instrument Proficiency Check; … Plan and Checklist; …Knowledge Portion of Proficiency Review; …Skill Portion of Proficiency Review; …Performance Areas of the Proficiency Review; …Endorsement for Proficiency Review; …Staying Current; …Required Performance; …Required Skills; …What is the 2/2/20 Club?; …Emergencies; …Past Student Errors; …Competence Trap; …IFR Currency: …Review Flight Using Partial Panel; …Solo IFR; …Remedial IFR; …VFR Checkout of IFR Pilot; …Take Proficiency over Currency; … Currency under FAR 61.57; ...Instructor Ideas; ...Partial Panel the Old Way; ...IFR Inexperience;

FAA Instrument Proficiency Requirements 2004
As part of an ongoing effort to improve regulatory compliance, clarity, and safety, the Federal Aviation Administration (FAA) occasionally finds it necessary to implement changes to existing policies and guidance. While such changes are typically very effective in achieving their desired safety goals, clarity (and with it compliance) may not always fare as well. This recently became evident when the FAA published the new Instrument Rating Practical Test Standards (PTS), FAA-S-8081-4D. Effective October 1, 2004, version "Delta" has raised questions concerning the requirement to conduct circling approaches as
part of the instrument proficiency check (IPC).

Specifically, this latest version of the PTS includes a new paragraph (page 16, following the Rating Task Table) that states in relevant part, "The person giving the check shall use the standards and procedures contained in this PTS when administering the check." Some viewed this language as mandating tasks that were voluntary under the current PTS, version "Charlie." While this (current) version lacks the explicit text cited above, the FAA always intended for the table to be used in the conduct of IPCs. Of course "intent" lacks the precision to which we aspire, so the latest version "Delta" was modified to
clarify existing Flight Standards policy. In short, the FAA always expected instructors to conform to the task table when conducting IPCs, and version "Delta" now makes that clear.

This brings us to the main point of contention. Similar to its predecessor (issued in 1999), version "Delta" of the Instrument PTS contains a task table that includes a column for the IPC. While some of these tasks vary between versions "Delta" and "Charlie," both specify circling approaches under Area of Operation VI. However, because some flight training institutions consider circling approaches to be a new requirement, they are concerned they may no longer exclusively use FAA-approved Flight Training Devices (FTDs) to conduct IPCs.

Again, the PTS change poses no additional burdens on flight schools, instructors, or pilots. The FAA never envisioned, nor has the FAA ever approved, the use of FTDs and other similar devices for a complete instrument proficiency check. Flight Training Devices need not contain a visual system, and those that do lack the visual cues necessary to replicate a circle-to-land procedure (circling approach). As a result, it is inappropriate to credit a complete IPC in such a device absent supplemental flights in an actual aircraft. As a practical matter, it is difficult to imagine that any ground-based training aid, short of a full level-qualified flight simulator approved for circling approaches, could substitute for instruction received during actual flight operations. That is not to say FTDs have no place in the pantheon of instrument flight instruction, or for that matter IPCs. In fact, many of these devices serve as excellent procedure trainers, and are a proven means of evaluating certain piloting skills. However, as with all such
resources, it is important they be used in a manner consistent with their design and limitations.

And finally, for those who say circling approaches are too dangerous and shouldn't be emphasized, consider these facts. Currently there are over 1,100 instrument approach procedures with only circle-to-land minima. Combine this with literally thousands of other approaches with published circling minima, and it's clear that an instrument pilot needs to possess such skills to be a complete aviator. Moreover, the skills needed to transition from instrument to visual flight while maintaining precise aircraft control are critical...At least as critical as those required to execute a hold or recover from an unusual flight attitude. Again, circling approaches provide for the maintenance of these skills. Also, it should be noted that most accidents involving circling approaches were attributed to poor piloting technique and failure to maintain the requisite visibility and cloud clearances for a given procedure. This fact alone provides a clear and compelling incentive to make circling approaches a part of any instrument training and proficiency regimen, thus the FAA's rationale for their inclusion as part of a comprehensive IPC.

All Available Information
Any time you visit an airport it is a good idea to talk with the locals. Locals have a great deal of safety information related to operations from their home field. Using locals as a cockpit resource is a good stress remover. More than one I have picked a local brain as to local checkpoints and airport specific IFR procedures. For example, Santa Monica has an unpublished but standard IFR departure procedure that will be a complete surprise to a pilot who has not been briefed.

IFR Proficiency
Proficiency in IFR and currency in IFR are two different animals. You must fly in weather to become comfortable in weather. Scan, regardless of pattern must let you interpret and anticipate pressure requirements. Anticipation is planning ahead for what, when, and how to proceed both in long-range plans and near term plans.

Simulation is no adequate substitute for actual conditions. The likely absence of turbulence, changing visibilities, illusions and a low visibility landing are not possible. Visual peeks are bound to occur when compass-heading checks are made. The absence of actual conditions inhibits low time certified IFR pilots from maintaining currency.

Proficiency is demonstrated best by economy of time and effort that results in safe flight. The proficient pilot does not let the weather briefing extend to areas not within range for consideration. The Chart selections are based upon most likely route considerations. However, a very useful advanced instrument lesson can be learned by a student if the instructor should suddenly require a change of route to an unplanned arrival at an unplanned airport. Ability to make this adjustment in flight in IFR is a sign of proficiency.

Second major area of incompetence lies in the transition from IFR to landing the aircraft in low visibility to a full stop. Training approaches all too often end with the published missed. In my own program, admittedly under the hood, out of last eleven approaches ten have been full stop-taxi backs. The one non-landing was a GCA approach at a military facility. I stress landings because most real-life IFR approaches end in landings.

Proficiency is further demonstrated by the pilot's ability to preset all radios and navaids into the radios in the order of expected use. Paperwork should be highlighted on the charts and a contingency sheet should be available should a chart suddenly disappear under the seat. It happens…plan for it.

IFR Proficiency Factors
--Scan skills
--Flight planning
--Cockpit organization
--Knowledge
--Anticipation-proficiency

IFR Proficiency2
1. Iced windshield problem. Fly slightly right of center so as to see lights out side window.
2. Confidence derives from proficiency, which derives for knowledge and experience. The mother of all these is practice.
3. You're not a good instrument pilot until you scan is as natural as breathing.
4. The infrequent flyer has no business in heavy weather.
5. Proficient pilots always have an 'out', an option, and a Plan-B.
6. Always play the "What If…" game with fuel, weather, and equipment..
7. Watch refueling, check fuel, and know the fuel system

When putting into practice the maneuvers that we have been taught, we find that the access we have to the skill involved is tied to our ability to access and recall the thought processes involved. Skill is a retention and recall problem based upon mental anticipation and application.

Our ability to use our mentally powered physical skills is biased by the effects of stress factors and physical well being. If we are fearful of our ability to perform, we are much more unlikely to be able to perform. Confidence is an essential element in the art of flying. Any lack of confidence can only be acquired by guided practice either instructional or self-taught.

--Legal currency includes six approaches, holding and tracking.
--Real currency is the learning and practice done in the past six months.
--Training exercise is to plan IFR flight with airspace, FARs, chart and plates, emergency, and negotiating.
--IFR accidents occur in conditions beyond capability of aircraft and/or pilot.
--Accidents occurring in IFR conditions are most often fatal accidents.
--If you can't use the equipment, you are wasting one more safety option.
--Know your aircraft performance and the limitations so as to evaluate your options.
-- Ability to preset all radios and navaids into the radios in the order of expected use.
--Paperwork should be highlighted on the charts
--Have pilot delineate personal minimums of weather, equipment and fuel.
--What to do when you get behind a situation?
--Detection of ATC procedural errors.
--Knowledge of minimums and equipment tolerances.

Instrument Proficiency Review
The new 61.57 has only two sixes instead of three sixes. The requirement for holding procedure and the interception and tracking of courses using navigation systems is new. Be concerned about proficiency first and legality later. Log holding and interceptions every six months. If these requirements are not met you must take an IPC. The real measure of skill is partial panel

The IPR is supposed to review the Practical Test Standards required for the instrument rating.
--Preflight weather and flight planning
--Preflight procedures of aircraft familiarity, instrument and checking of instruments.
--ATC procedures including clearances, departure, en route and arrival procedures.
--Flight by instruments including straight and level, airspeed changes, climbs and descent, timed turn to headings, steep turns, unusual attitudes.
--Using NAVAIDS such as VORs, NDB, ILS, circling, GPS use
--Emergency procedures such as loss of communications, engine, gyro instruments, partial panel operations and full flap simulation of icing.
--Post-flight check of instruments and aircraft

Who is so steeped in the intricacies of real world IFR that they do not have some degree of doubt or even ignorance as to the procedures, regulations and unpublished ATC letters of agreement? Even the everyday IFR pilot is likely to be totally proficient with only one or possibly two routes to the point of boredom.

An instrument proficient pilot is a combination of proper training and intelligent judgment. He obeys the FARs but understands personal limits as well as legal limits. Instrument flying can be unforgiving of pilots who fail to recognize their shortcomings. Past experience does not count because IFR proficiency is a perishable commodity. Instrument flying must be used or lost. Any cockiness in either student or instructor must be replaced by desire to find and correct any deficiencies. The good instructor will give the student room to make mistakes before intervening. Waiting until the student notices the mistake is the best learning/teaching technique.

One aspects of proficiency is to have personal minimums and alternate plans that will give you a way out. If you begin to have IFR difficulty the first move should be to lower the gear and adding some flaps. The worst thing that can happen is to have the aircraft accelerate due to spatial disorientation. Slow up to give yourself a chance to catch-up. Hood time does not prepare you for the actual conditions of turbulence that can be expected in actual conditions. It you are short of actual IFR experience, always have an alternative plan.

Certain aspects of instrument proficiency and flying can be equated with sports training. Your performance is the result of applying knowledge and skill to attain a selected outcome. To raise your level of performance you should make it more difficult to perform. Like running with weights. Set a standard of zero tolerance for radio communications. Keep busy so you don’t become mentally lazy or bored.

While flying weekly may make you current, it doesn't follow that you are proficient. Partial panel skills are quickly lost. If you are flying partial panel, fly to an airport that offers an ASR approach. Since partial panel is always a possibility, have a plan and use all available resources. Pilots seldom have opportunity to practice partial panel. Those who fail to remain proficient believe they will never have an instrument fail. (True, only if you never fly.)

The Instrument Proficiency Review is a good way to review your established skills and detect weaknesses. It is a combination evaluation and learning experience. Weak areas seem to be aircraft systems and weather interpretation. Partial panel skills and situational awareness in non-radar environments cause problems. Single radio and ADF operations offer an added challenge. The best way to fly with competence is to have high standards.

Preparation for an IPR should include study and review of the POH, FARs, and AIM. Prepare the planned approach especially terrain clearance requirements. Remember that currency is used to meet the FAR requirements of the FAA. Proficiency is what we do to fly with competence and safety. Time alone does not give either competence or proficiency.

The whole of proficiency includes preflight planning of procedures, the getting of clearances , the actual flying the procedures, the use of radio and navigation aids, doing approaches and emergencies. The weak area of flight preparation seems to be getting the appropriate NOTAMs for the flight. On a long flight the local NOTAMs may not be available and must be acquired enroute. The proficient pilot is able to get the desired information in the most efficient manner and in the least time. Once underway, the pilot should review clearance expectations and then be prepared to copy a clearance that does not meet these expectations.

A sloppy approach is usually indicative of lack of proficiency. Incompetent IFR pilots tend to fixate on one problem at a time instead of activating the scan sequence. Fixation is typical of beginners. If you, as a non-proficient IFR current pilot find that you are behind the airplane, you can bet that you are fixating and not scanning. If you are such a pilot you had better raise your minimums until you become proficient. You must know your limits and fly accordingly. Both pilots and ATC have the problem and any such potential should serve as a trigger for the pilot and ATC to use full call signs.

Instrument proficiency is a 90/10 split between head and hand. Course is on centerline, altitude is just as easily flown exactly as off 50’, power and airspeed by the book. No compromise with FAR 91.205. Your discipline as an instrument pilot is directly related to how well you are aware of your location, how effectively you stick to making your instrument cross-check, and how smoothly you adapt to your instrument interpretation. Proficiency in the flying of IFR cannot be practiced in VFR. Altitude holding and changes require constant practice. Airspeed changes are an essential proficiency skill not easily acquired but quickly lost. Rate maneuvers of climb and descent are equally required.

The Instrument Proficiency Check (IPC)
Chart reading
Use of DPs
Flight planning
Timing
Aircraft equipment
Static source
Alternate requirements
Preflight for IFR
VOR check sheet
Flying
Approach briefing
Use of Trim
Partial panel
Speed settings
Stabilized approach
Rudder
Instrument Proficiency Checkride
Requirements within past 6-months for currency
–--Six approaches
----Holding
----Intercepting and tracking coursesw using nav instruments
IPC Requirements
----Representative tasks required by instrument PTS
---Circling approach required as of October 04.

PLAN AND CHECKLIST
Date____________ Name _______________________Certificate No______________ Certificate and Ratings _________________________________ Date of Last Check _______________ Class of Medical_________________Dated____________ Total time_____________ Time in type_____________ Total instrument time: Hood______, Actual______, Trainer____ In last 6 months: Hood______, Actual______, Trainer____ Approaches/Last 6 months: Precision____, Non-precision _____ Aircraft to be used _______________ Registration #__________ Location of check __________________________________________
KNOWLEDGE PORTION OF PROFICIENCY REVIEW.
A. Part 91 review
1. Instrument Flight Rules
2. Equipment, Instrument, and Certificate Requirements
3. Maintenance

B. Instrument en-route and approach charts, DPs and STARs
C. Weather analysis and knowledge
D. Preflight planning, including performance data, fuel, alternate, NOTAMS, and FAA publications.
E. Aircraft systems as related to IFR operations
F. Aircraft flight instruments and navigation equipment, including emergency procedures such as lost communications
G. Airworthiness status of aircraft and avionics for IFR flight
H. ATC procedures, clearances, and pilot/controller responsibilities. Other areas:

II SKILL PORTION OF PROFICIENCY REVIEW
A. Instrument cockpit check
B. Intercepting/tracking VOR/NDB
C. Steep turns and Stalls
D. Recovery from unusual attitudes
Basic coordination maneuvers
Elevator-throttle coordination
Constant speed transitions
Vertical S-1
Vertical S-2
E. Basic attitude instrument flying
Straight-and-level hand on/off
Level turns to headings
Airspeed climbs/descents
Airspeed turning climbs/descents
Rate climbs/descents
Rate turns in climbs/descents

F. VOR approach, orientation, intercept
G. NDB approach, orientation, intercept
H. ILS approach, orientation, intercept
I. Holding procedures
NDB, VOR, intersection
J. Missed approach
VOR, NDB, ILS
K. Circling approach
Short approach
L. Radio failure
Emergency procedures
M. Other areas:

Performance Areas of the Proficiency Review
--Ask for clarification of any part of a clearance that is dubious.
--Don’t ask the one giving the check what was said. This is a single pilot operation.
--Don’t delegate responsibility.
--Get ATIS off ATC or via speaker.
--Always check the facility ident.
--Use the heading bug before changing heading. taxiing, and landing
--Develop and retain a quick scan of the instruments.
--Read any chart little bits at a time. Three seconds max.
--Aircraft control is first.
--Don’t break any minimums ever. Set personal minimums 100’ high if you are out of currency.
--Don’t accept an ATC clearance, hold, or vector if you have lost situational awareness and are not certain that it is safe.

III Endorsement for PROFICIENCY REVIEW Remarks:__________________________________________________________________________________________________________________ ________________________ Date_______ Eugene L. Whitt CFII# 1876572 Expires ______ I have received an instrument proficiency review which consisted of the knowledge review and skill demonstration of the procedures noted. ______________________ Date__________(Signature of pilot)

Staying Current
Paperwork
logbook, certificate, medical, POH, wt/balance papers,
Recurrent training
Maneuvers and emergencies likely to be encountered
2 hours flight time:
Taxiing and Runup
Instrument check
Nav checks
Electrical check
Instrument checks (vacuum etc.)
Radio setup
Departure
Steep turns
Stalls
Unusual attitudes
(dirty tricks)
During unusual attitudes flip HI 180 degrees
Then cover AI and HI with no-peeky
Fly to charted intersection
Uncover only HI and pull gear breaker
(Must remember to set HI to compass)
When established toward intersection give holding instructions (Fail VOR that has ILS)
Hold at VOR and NDB
(Fail alternator, smoke in cabin, pitot/static failure, gear procedure)
Approaches
NDB (Pilot should discover gear breaker pulled)
VOR approach using compass
Fly ILS or LOC with AI covered
Fly ILS with full panel

Required Performance
Begin with the basics. Start out with the 10-10-100
--Straight and level
--Straight climbs and descents by constant airspeed and rate
--Rate level, climb, and descent turns to headings.
--Speed changes Cruise to low cruise to slow flight to minimum controllable and back again. Most difficult of basic exercises.
--Steady state attitudes trimmed for hands-off

Speed Parameters for C-172
--Vso 50
--Vref 60
--Initial approach 105
--Intercept final 90
--Glideslope 90
--Landing 70
--Missed Approach 90

Required Skills
--Instrument cross check
--Interpretation of instruments
--Control of pitch, power, and bank

What is the 2/2/20 Club?
Being able to consistently fly IFR within:
2 degrees of heading;
2 knots of airspeed;
and 20 feet of altitude.
Works for VFR too.

Emergencies
The idea is to see how soon the pilot recognizes and corrects the problem.
--Assigned headings that intercept false glide slopes
--Surprise holding situations
--180-degree change in heading indicator
--Situational awareness exercises

PAST STUDENT ERRORS
KNOW WHAT YOU WANT TO DO BEFORE YOU TAKEOFF
THERE IS NO CODE IDENTIFYING ATC AS A NAVIGATION TOOL
IF YOU CAN'T DEPART VFR AND STAY VFR REMAIN ON THE GROUND AND GET A VOID CLEARANCE TIME.
GETTING TIME OFF
TIME AT VOR'S
TIME AT INTERSECTIONS
TIME AT FAF
READING CLEARANCES
REPEATING ESSENTIALS
CHECKING IDENTIFYING VOR, LDA, ILS, NDB CARD SETTING AND FREQUENCIES
COMMUNICATIONS
MOVING #2 TO #1 AND SETTING NEW #2
SETTING SELECTOR SWITCH
INITIATING CLIMB/DESCENTS
AIRSPEED CONTROL,
LEVELING OFF,
HOLDING ALTITUDE
CHECKPOINT CHECKLIST
TIME, TURN, TUNE, THROTTLE, TALK
GAUGES CHECK
COMPASS/HEADING INDICATOR CHECK
GETTING ATIS EARLY
USING NDB FOR ORIENTATION EVEN THOUGH NOT PART OF APPROACH
IF VOR DOES NOT IDENT-CHECK VIA RADIO ON OPERATION
USE APPROACH TO CALL POSITION IF EQUIPMENT IS DOUBTFUL
ATC MAKES MISTAKES-
FAILS TO REQUIRE FREQUENCY CHANGE-
OVERSHOOT OF VECTOR TO FAF WITHOUT ADVISING---
THE BETTER YOU KNOW WHAT IS SUPPOSED TO HAPPEN THE BETTER YOU CAN PROTECT
YOURSELF
DON'T BE AFRAID TO ASK ATC FOR SPECIAL CONSIDERATIONS--
DESCENT TO MINIMUMS-
STRAIGHT IN-
SHORT APPROACH
IF UNREASONABLE PERFORMANCE IS REQUESTED DON'T HESITATE TO LET ATC KNOW AND
SUGGEST ALTERNATIVE
IF YOU ARE TOO BUSY TO COPY A CLEARANCE-SAY SO-SUGGEST DELAY
FAILING TO COPY A FREQUENCY OR TRANSPONDER CODE
FAILING TO ACKNOWLEDGE A HEADING--DO THIS WHILE TURNING
FAILING TO GET A TRANSPONDER CODE PRIOR TO DEPARTURE
RAILING TO SLOW DOWN BEFORE ARRIVAL AT HOLDING OR APPROACH
FAILING TO SET RADIO SELECTOR SWITCH TO CORRECT RADIO
LOOKING AT APPROACH PLATE IN LAST MINUTE OF APPROACH TO CONFIRM MDA OR TIME OR
DH. MUCH TOO LATE
INSTRUCTOR WENT TO RADIOS BEFORE STUDENT HAD CHANCE TO DEAL WITH TOTAL COM
SYSTEM FAILURE AT TRAVIS
INSTRUCTOR MISSED CLEARANCE
USING WRONG VOR TO GET INTERSECTION
FAILING TO SET UP MISSED APPROACH WHEN CLEARED FOR APPROACH
APPROACH FAILED TO SET VOR INTERSECTION RADIALS
WHEN ON NDB APPROACH VECTOR HEADING AT ANGLE TO APPROACH MUST BE USED TO
DETERMINE WHEN TO TURN ON FINAL.
VECTOR TO FINAL BY ATC MAY NOT ALLOW SUFFICIENT DESCENT TIME. KEEP TRACK OF
POSITION AND REQUEST LOWER IF NEEDED.
ON BEING IDENTED ADF WAS NOT CHANGED FROM REC TO ADF.
PREFLIGHT REVIEW OF FREQUENCIES AND OBS SETTINGS NOT DONE. RESULT WAS FAILURE TO GET INTERSECTIONS.
FSS CONTACT/FILING FLIGHT PLAN IFR PRESTART CHECKLIST FREQUENCY LIST
DEPARTURE/ARRIVAL PLATES CLEARANCE PRIOR TO TAXI PROCEDURES
ALL RADIOS SET AND ON IFR TAXIING CHECKLIST
INSTRUMENT CHECK
PRE TAKEOFF CHECKLIST
TIME
TRANSPONDER HEADING CHECK
IDENT VOR?

Competence Trap
After completing IFR basics combine steep turns, unusual attitudes and interception of a VOR radial to create an orientation trap. Advise the student that the next series of maneuvers will be steep turns, unusual attitudes and VOR radial interception. Place student under hood and have him enter a steep 360-degree turn with recovery on original heading. Do this in both left and right turns.

Have the student prepare for entering unusual attitudes with head down and eyes closed. Reach over and give the HI a 180-degree reverse setting. Give the student several unusual attitude situations before initiating the VOR radial interception. If the student fails to check and reset the HI a severe case of positional unawareness should occur along with possible loss of control.

IFR Currency
With IFR ticket and six approaches with holding and airway intercept and tracking. The fact is that this experience can be flawed by shortcuts that will leave the pilot current but lacking in competence. Being competent requires that the pilot be able to handle, not just flying the aircraft, not just able to fly the procedure, not just able to use proper radio procedures and not just flying in weather. The competent pilot will do all these and still have reserve power to deal with the unexpected.

The unexpected includes turbulence, system failures, ATC mistakes, pilot errors and emergency procedures. The competent IFR pilot, when overloaded will readily declare an emergency as the safe thing to do. Past periods of competence are history, your level of confidence is real time. These are totally different skill levels.

Review Flight
Did a pre-checkride review of some basic instrument procedures combined with partial panel. Student had not had such a concentrated review before. Went to partial panel on takeoff and under the hood at the same time.

Flew to NDB in the climb and leveled off at 2700 AGL. Stayed there the entire flight until returning for landing 1.8 hours later. Longest time I have ever done this with a student. He was flying so well that I just kept him going. Endurance in partial panel is very important because it is after a period of time and several unusual attitudes that the skills seem to fade.

Departed the NDB to intercept a VOR radial some 12 miles out. Student had to make several attempts to get established on designated bearing from the NDB and had failed to set proper frequency for VOR intercept. So we went back to the NDB on the reciprocal bearing and tried again. This time everything worked perfectly.

Did some slow flight, stalls, and several unusual attitudes with partial panel and under the hood. No problems observed. Changed to a VOR procedure that is used to determine time to VOR without DME. We flew at right angles to a radial to intercept a radial ten degrees further on. By noting the time in seconds required to make the 10-degree change we can compute the number of minutes to the VOR by dropping the final digit. Total time to fly across 10-degrees was two minutes and 10 seconds or 130 seconds. Drop the final zero and we are 13 minutes from the VOR with no wind considerations. Turned toward VOR and used DME to confirm our estimate.

Student found that flying partial panel reduced the heading problems because the compass is so variable it is harder for the instructor to be overly critical. The fewer instruments to watch seemed to make things easier. I have found this true, also. Student flew exceptionally well because he had a full nights sleep. When compared with flights we usually make after he has worked all night it is obvious fatigue is a severe detriment to flight training.

Review Flight Using Partial Panel
Did a pre-checkride review of some basic instrument procedures combined with partial panel. Student had not had such a concentrated review before. Went to partial panel on takeoff and under the hood at the same time.

Had student parallel airway inbound to NDB and used the 'double the angle' method to get inbound on the airway. Took three or four tries before we got fully adjusted for wind correction but were never very far off. Good passage and then tracked outbound to intercept a localizer. I gave a couple of heading vectors to intercept the localizer and we flew a very smooth localizer at 2700 feet.

Departed the localizer airport and contacted approach to do an NDB approach to a full stop at home field set student up for an easy intercept by having him ask for vectors. Had to help him figure how to make the intercept turn to the NDB. Flew well but busted his circling minimums.

Student found that flying partial panel reduced the heading problems because the compass is so variable it is harder for the instructor to be overly critical. The fewer instruments to watch seemed to make things easier. I have found this true, also. Student flew exceptionally well because he had a full nights sleep. When compared with flights we usually make after he has worked all night it is obvious fatigue is a severe detriment to flight training.

Solo IFR
Regardless of the instruction, a pilot will soon develop his own 'personal' scan and approach procedure. I know I have, and things are still changing. I don't teach my way only because I know a student will come up to his own comfort level and system after getting clear of the FAA. There is no one way to fly IFR accurately, efficiently and safely. Alone, you must organize your thoughts for the departure and arrival. The enroute IFR procedure should not be a problem.

IFR planning is best done at home to confirm the following:
1. You have a current chart, A/FD, RNAV data base
2. Transponder inspected, VOR check logged, Annual, and pilot currency
3. FSS Outlook, standard and updates with NOTAMS and PIREPS
4. Backdoor escape route
5. Initial chart briefing and making post-its

First Briefing
1. Anticipate your route and select a pre-approach briefing space where you expect a minimum of interruption.
2. Confirm the expected approach currency and runway
3. Set up frequencies and make listing for posting in cockpit
4. Familiarize yourself with the headings and routes
5. Familiarize yourself with the altitudes, intercepts, fixes and MDA/DH
6. Orally review anticipated radio procedures and navigational fixes.

Remedial IFR
The Plan:
--Practicing the approach over and over is expensive and often non-productive.
--Difficulties are most often in very fundamental IFR flying factors.
--Instrument cross check, interpretation and flying the plane are the three basics of IFR.
--Aircraft control is based upon the attitude indicator and power.
--Performance is based upon airspeed, altimeter, VSI, turn coordinator and heading.
--Navigational aids are used only to orient yourself on a selected course or decent path.
--Purpose is to track navigational indicators using heading, altitude and airspeed.
--The pilot is in charge of every needle. Headings control course needles and glide slope is power and trim.
--Use reference headings, fly specific headings and watch what happens,
--Use the VSI as a descent guide. Make the smallest corrections you can of power and trim.
--Descent rate is obtained by dividing ground speed in half and adding a zero. Gives feet per minute.
The Situation:
--Your scan is NOT all inclusive. It is not dynamic in its movement or timing.
--You may have some fixations land concentrate on one instrument causing others to awry.
--Omissions are those that are missed or neglected in your scan.
--Flying different aircraft may cause you to have difficulty scanning unfamiliar instrument organization.
--Don't let your cockpit organization lead you astray. Plan ahead or you may be dead.
--Time everything possible.
--Review your configurations of power, attitude, for all basic flight configurations
--Practice flying to hold exact headings, altitudes and airspeeds.
--A slow scan usually causes excessive changes of power and trim…speed up…
--Good control is a series of very small pressures…not movements.
--Perfect straight and level then make ever increasing timed turns both left and right at altitude.
--Practice steep turns.
Advanced Practice:
--Steep turns both directions without stopping while holding altitude.
--Climb and descend on airspeed straight and in turns.
--Do the above in changed configuration.
--Do simulated 'hard-over' autopilot takeover into unusual attitude.
--Do the above with partial panel.
--Make timed turns using compass.
--Use GPS to fly headings.
--Fly using HIS with HI covered and vice versa.

VFR Checkout of IFR Pilot
My flying club recently initiated a complete checkout requirement every six months. I had recently flown on two IFR flights into major airports with this pilot so here are some of the unusual twists I did with him. He always flys IFR.

--Had student make 270 departure which exposed him to the need to cross over airport pattern 500' above pattern altitude. Got frequency change while still in Class D.
--Had student level off at 2300 when I noted fog layer ahead. Did emergency gear extension, slow flight w/wo flaps with turns. Did power off/on stall series at two different flap settings. All recoveries on heading
toward clouds and destination. No GPS navigation used.
--Clouds suddenly 'ballooned' on student as I asked what avoidance would be necessary. 180 turn took us clear and we reviewed VFR cloud clearances required. Had pilot make left/right consecutive steep turns and resume heading.
--Pilot decided to go below clouds but was unaware of National Wildlife Refuge that recommended no flights within 2000 AGL. We worked out route to destination that skirted NWR area and I asked him to find a farmers airport out his window. Not an easy thing to do unless you know where to look.
--Then asked pilot to get AWOS and CTAF frequencies. He used Pilots Guide that had one frequency correct and the GPS that had the other frequency correct. My sectional had them both correct. Wake-up notice to keep updates current.
--Had pilot locate paved private (new) landing strip with hangar s we entered right 45 to destination airport. AWOS had given a pattern restriction and pilot was concerned about radio towers on downwind. Told pilot to make full flap approach with go-around as required by checkout.
--Departed pattern to nearby airport and when traffic call told us the active runway showed how outbound 45 with course reversal would give inbound 45 very accurately using heading-bug as an aid. Unsuccessfully tried to make pilot make approach gear-up.
--Simulated partial power engine failure which required short approach to full stop. Departed with soft field takeoff on course home.
--Had pilot head for thin opening between hill and fog layer. Had discussion of VFR cloud clearances in that situation and on crossing had him locate two nearby airports while tracking VOR. Pilot had concern that I was having him fly into a Class D. We used GPS to show that we were just clear.
--Had pilot fly toward river at less than 1000 feet. Showed him how power lines had much taller towers adjacent to the river. When flying navigatable rivers much better to fly a distance away.
--Had pilot request base entry to home field and asked that he make his call-up so that tower's response would be, "Cleared as requested." Not an easy thing to do without some preparation. Made no-flap landing as required by club.
Time of flight 1.3.

Take Proficiency over Currency
--IFR comfort is directly related to a pilot's sense of proficiency.
--Lack of proficiency occurs when the pilot gets behind both flying the airplane and setting up the procedure.
--Lack of comfort and proficiency will cause a pilot to fly less, up his minimums or quit.
--Maintaining proficiency is required for IFR competency and comfort
--Basic aircraft control is the last IFR skill lost; the first skill lost is procedure and related radio skills.
--Proficient IFR is a seamless blend of efficient flying and anticipated procedure
--The well flown aircraft with power and trim gives the pilot the platform to fly the procedure.
--Flight efficiency begins in slower aircraft where the altitudes and headings can be hand flown in smooth air.
--Faster complex aircraft require a speed up in pilot anticipation for the trim and power changes required.
--Every aircraft and even the loading requires the pilot to create a new matrix pattern for desired performance.
--The training pattern begins with level flight flown on heading at cruise, low cruise and approach speed
--Next train for hands-off flying VFR at selected speeds in climbs and descents. Add new headings later
--Do the VFR flight exercises with preset parameters of heading and altitudes.
--VFR transitions should be timed from the beginning to hands-off.
--Cut time required for making changes in half, in half and in half again
--Now do it under the hood.

Currency under FAR 61.57
--Recurrent training and proficiency rides reduce the accident rate.
--Making six approaches with holding procedures and intercepting and tracking courses keeps you legal.
--Interception by means of a radar vector to an approach course meets the third requirement above.
--The holds must be plural and should be in different locations or with different arrivals to fully comply.
--To be legal all six approaches, holds and intercept/tracks must be logged and signed for.
--A 1992 FAA a letter says an legal approach must reach MDA or DH or until changed by AT

Instructor Ideas
--Give pilot situations that will cause mistakes.
--The pilot will best remember mistakes that he discovers for himself.
--Raise the required level of performance with radio and flying parameters.
--Fail the compass, one radio and one VOR.
--Use FSS to get latest and nearest TFR NOTAMS
--Have pilot review expected clearance where clearance will not meet those expectations.
--Getting lower makes getting slower easier.

Partial Panel the Old Way
BTIZ wrote:
When partial panel, for straight and level, watch the turn coordinator, keep it centered (wings level or dog house) and the ball centered. Check the mag / whiskey compass to confirm. But the turn coordinator is the key.

The whiskey compass with lead/lag turning errors and bumps, cannot be relied upon for accurate work. But refer to it to make sure you are "doing ok."

Timed turns, note the heading, compute the heading change, compute the amount of time required to make the heading change, do the turn with the turn coordinator and a stop watch. After roll out and when the whiskey

compass has had a chance to recover and settle down. Check the mag compass heading and make corrections.
TZ

High Flyer writes:
Turns. Put the turn and bank in the doghouse. thirty degrees of direction change every ten seconds. Hopefully your panel clock has a sweep second hand and is in your scan! :-) Roll out by time and make fine corrections after straight and level is again established to get exact heading.

Same for climbs and descents. Know your power settings for 500 fpm up, down, and level at some specific speed. On partial panel, fly that speed, use those settings, time climbs and descents and time turns with all turns made with the turn and bank locked into the doghouse. If you are real fast, you may want to make HALF standard rate turns to keep the bank angle down below thirty degrees. If you are that fast use twenty seconds for thirty degrees and change you turn time accordingly. No bank, no turn. Check against a magnetic compass after it settled down in straight and level flight for a few seconds. Ignore it during turns and when accelerating or decelerating. :-) Check the airspeed once in a while for change. Always stop it from changing, even if it is wrong. If you stop it from changing you are level. Stay there a while and the airspeed will settle down where it oughtta be. :-)

Keep you scan going, don't fixate on any one thing. Don't rush. It will all happen in its own time. Give the airplane time to respond to what you do. Keep your cool. Partial panel is really pretty easy.

The trickiest partial panel maneuver is a partial panel NDB approach with a significant crosswind. Make you best guess at the heading you need to track and turn to it. Hold it until it is clear you are drifting one way or the other and then make small changes in heading to correct the drift. When you are back on the track cut the correction in half and hold that for a while.

It is always amazing how precise you can actually be with just the needle, ball, and airspeed and a good clock for flying on the gauges. --
Highflyer

(Proof of Highflyer's technique and evaluation is found by referencing the WWII IFR Instructors' Manual located near the end of the IFR section.)

IFR Inexperience
--Has never flown single pilot in precipitation or clouds.
--Hood instructional time is not IFR
--You will never understand the true application of minimums until you fly to minimums.
--Hood flying never shows the true transition from IFR to VFR transition without experiencing it.
--You cannot practice the division of attention required for IFR to VFR transition without doing it.
--Teaching technique is not to help student make the transition with advice.
--Student should know that reaching minimums is the signal to look.
--More difficult situations occur on LDA, VOR or NDB approaches where runway is off to the side.
--The best ‘practice’ for this transition is to make a full stop landing rather than a VFR go-around.
--The successful IFR approach is not getting there so much as landing there safely.
--The mental processes required for flying, especially IFR is multifaceted.

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