jd winchester
Filing Flight Plan
If I fail to get my 6 apprc within 6 months... what then?? Do I just need to go up with a CFII or retest?
Thanks
JD
Thanks
JD
(d) Instrument proficiency check. Except as provided in paragraph (e) of this section, a person who does not meet the instrument experience requirements of paragraph (c) of this section within the prescribed time, or within 6 calendar months after the prescribed time, may not serve as pilot in command under IFR or in weather conditions less than the minimums prescribed for VFR until that person passes an instrument proficiency check consisting of a representative number of tasks required by the instrument rating practical test.
Technically, you need not go up with that safety pilot in VFR conditions. If that safety pilot is IFR-qualified/current, s/he can act as PIC under IFR in either VMC or IMC while you log PIC time and events for IFR currency. Of course, safety considerations may make this a bad idea if your safety pilot is not proficient in detecting errors, determining their criticality, deciding when and how to intervene, and if necessary, take control and recover from the right seat -- pretty much the job description of an instrument-rated flight instructor. But it would still be legal (albeit not necessarily safe) with someone with as little qualification as PP-ASEL-IA acting as PIC in the other control seat.
Nope -- I didn't say that. I was just commenting on legalities. From a practical standpoint, even under VFR in VMC, you may not be able to recover lost proficiency without an instrument-rated flight instructor along. If you are concerned about your proficiency, choose wisely in selecting who rides along.In other words -- go up and practice with a hood on in VFR with a safety pilot.
Nope -- I didn't say that. I was just commenting on legalities. From a practical standpoint, even under VFR in VMC, you may not be able to recover lost proficiency without an instrument-rated flight instructor along. If you are concerned about your proficiency, choose wisely in selecting who rides along.
Now we're on the same page.Absolutely. Since legal doesn't necessarily mean safe.
Did they say where that interpretation of the regulations was written?BTW, at an AOPA AFS seminar on IFR presented in Cedar Rapids a couple of weeks ago, the presenter told us specifically that the FAA legal people had determined that to prove IFR currency we had to specifically log the interception and tracking of a course. That is, we have to write the words in our log. In other words, it is not assumed that flying an approach contains by inference the interception and tracking.
Thanks guys ! ! Great feedback and info
jd
Well thats what POA is all about.
That type failure in low IMC would have been fatal.
Ted, I am never bashful about requesting the approach with which I am most comfortable, and I have never been denied.
...Wow..and this whole time I thought it was about flyins and cooking...
I am not defending, explaining, justifying or discussing this. You know as much as I do. The presenter told us about what I just told you. I haven't seen it any other place, so have no idea if this guy was a rogue or not (but this seminar is sanctioned by the FAA for Wings credit).
I just took that seminar in PA tonight and they said something similar.
I just took that seminar in PA tonight and they said something similar.
That's where situational awareness becomes very important. You're right that it probably would have been fatal. Knowing your approach and what your altitudes ought to be depending on where you are is also important. A moving map GPS (I know, watch out lest the magenta line of death smite thee) can also helpful in this regard, especially if you're familiar with the area.
Not correctIf you fall out of 6x6 month window you have to take an Instrument Proficiency Checkride (IPC) with a flight instructor; it is not a test. If he/she feels you are competent they'll sign your log and you're good for another 6 months.
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Not to my knowledge. Personally, I go with the line in the AIM about HPILPT's which says, "The holding pattern maneuver is completed when the aircraft is established on the inbound course after executing the appropriate entry." If the FAA thinks otherwise for 61.57(c) logging, they should put it in writing.Any definitive word on whether you have to do a full lap in the hold or whether you can just do the course reversal when the approach uses a hold in lieu of a procedure turn?