Should PPL(H) candidates be taught instrument flying?
no - it inspires over-confidence
15%
[ 5 ]
yes - it is a useful familiarisation that could save lives
51%
[ 17 ]
an hour or so as a familiarisation only
33%
[ 11 ]
Voted : 23
Total Votes : 33
This poll does not expire
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TJ 'Torquing Regularly
Joined: Jan 28, 2009 Posts: 55 Location: London
Posted: Thu Aug 13, 2009 12:24 pm Post subject:
highonsnow wrote:
Hi flingingwings,
I think if I somehow, inadvertently (due to lack of experience) ended up in an IMC situation, I'd like to think that I know how to keep the spinning side upright and skids low..
HoS,
Your comment beautifully illustrates the point and the danger.............ask your instructor to demonstrate recovery from unusual positions in IF, and you will be amazed that your normal senses cannot accurately identify your attitude.
The author Jeremy Pratt quotes a study some years ago with qualified pilots who either did not have an IR or were not current, being taken into IMC.........they all lost control within 3 minutes!
Are 'we' struggling to find 'inadvertent IMC' situations?????
I only ask as I have a dislike of the term, as it implies IMC creeps up and 'Bang' suddenly its got you. Merely curious in that if we could get pilots to avoid the times when they stand a real risk of going IMC, then QED you wouldn't need 5 hrs of Sim IF.
Fairly certain that pre JAA, the UK PPL had no Sim IF requirement. On that basis any views/thoughts on why it was introduced?
Reading this i realise i trained at a really good school. Helicentre at Coventry, under many instructors (a good and bad thing - more about that another day perhaps).
You, on your PPL, cover confined areas and sloping ground and approaches to a farmers field to the power recovery (not actually landing as, as FW pointed out, this is not allowed) This should be training and testing you to make precautionary landings, anywhere. (otherwise why fly helicopters?)
Your MET exam tests recognition of clouds and weather patterns giving you enough knowledge to look ahead and make an informed decision, regardless of what the TAFs told you (we've all had days where the window doesn't match the report)
My Instructors taught me how to use all the available aids in the helicopter and the limitations that apply to me.
Am i trained to fly on instruments, NO, Do i know what they are for, Yes...with THIS understanding i do my best to NEVER enter into a situation where i may be called to use them.
In my five hours (in foggles) we covered S+L, 180 turn, unusual attitudes, failed instrument(sim static freeze, pitot freeze, incorrect reading) and target heading/height changes. (sim radio directions)
I've written before of my one experience in cloud(white out - Don't recommend it). Planning said our route was clear. We were over water, so no field to wait in.
My training allowed me to remain calm and controlled, making assessments and not assumptions. Without it - who knows what reaction you could see...
A highlighted point in the previous posts seems to be the lack or gap in some teaching.
Not recognising weather, Not being proficient enough to wait in a field, Not enough sim-scenarios during hood-time. Not understanding that clouds kill.
My instructors made it very clear that getting into cloud is an easy way to find out the excess on the insurance policy - if you survive.
_________________ PPL (H)
R22
B206
If it moves i want a go
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