Giving an IPC,What kind of protocol???

[dueguard1]

Met a gentlemen on the airport, asked if I would give him an IPC later this week,.................Not Really Sure what kind of Protocol to Follow............Thought about giving him

1.)1 Precision Approach Go miss
2.) 1 Non Precision Approach Go Miss Enter the Hold
3.) 1 Last Approach (their choice) Back at Home Arpt.

Any Advice???? Is this protocol Here Up to Speed?

 

[RedBeard]

Take a look at Advisory Circular AC-98A for IPC guidelines. Click here for a list of ACs in .pdf format.

 

[midlifeflyer]

Better than the AC, the Instrument PTS now tells you which tasks you must cover for an IPC.

 

[viper548]

The IPC is basically an instrument checkride

 

[avbug]

Instructing is a very individual, very personal thing.

Why not take some time and sit down over lunch to talk instruments, and find out what this person needs? Find out the individual's experience, recency of experience, and comfort level. Equipment flown, type of flying done, etc. Then tailor your competency check to the student.

You need to accomplish several things during the exercise. One is that you need to ensure the individual receives adequate training and review. That's a personal issue for the student. The second thing is that you must be convinced yourself that the student may be let go with your signature as the stamp of approval in his or her logbook. The third thing is that your review should cover enough basic instrument skills and practices to be considered thorough.

He or she may be reasonably expeirenced, but may not have flown an NDB approach in a while. If flying a typical ILS is a hum-ho experience, then concentrate on things that are not. You don't need to give the person an inverted back course ILS with one engine out and smoke in the cockpit, to give a good proficiency or competency check. You don't need to re-educate them or make them over in your image...just find out their needs, and then meet them. Treat it like a regular flight review on instruments.

You need to do whatever is necessary to satisfy both of you that the review has been complete. Bear in mind, and ensure the student understands before you begin, that completion of one flight is not an automatic end to the review. If the student needs more work, let the student know up front that the completion time and expense is entirely upon the student; do well, finish shorter time, but that the exercise will be flown to proficiency. It's not just punching numbers or checking boxes. Tell the individual that the endorsement comes after you're both satisifed with the progress and performance, and to anticipate that. Also ensure that any extra time isn't viewed as a punishment, but a positive thing that benifits the individual.

Forget a syllabus or a canned program; treat the student like an individual, and administer your training accordingly.

 

[BoilerUP]

Follow the instrument PTS. However, as a general rule, I like to do the following approaches as a minimum:

VOR/LOC/GPS (nonprecison) approach, full instruments
ILS full instruments
ILS, no AI and/or no HI with vectors to final approach course

I taylor my training around the needs and skills of the client. Make sure to do the requisite airwork, but I find the above sequence quite realistic. Shoot a nonprecision approach, go missed, hold, shoot an ILS full panel, go missed, lose your AI (and if they are doing well, their HI), declare an emergency, recieve no-gyro vectors to an ILS. Do they have an IFR GPS? Make sure they know how to use it properly for approaches. Do they normally fly into an airport not served by an ILS? Grill them on the approaches they WOULD need to utilize. That, to me, is the closest thing to LOFT most GA pilots will ever see, and it should be well worth the cost to the pilot to knock the rust off their instrument skills.

 

[JediNein]

One needs to follow the table in the front of the PTS at a minimum. This has been stretched to requiring one engine inop approaches to guys with multi ratings and GPS approaches for those with IFR certified and current units by certain FAA Inspectors, so be wary of your documentation.

1. FTDs, even grand-fathered devices, can no longer be used to complete the entire IPC unless they are currently certified for circling approaches.
2. It's no longer a 'review', it's a check to the standards in the PTS.
3. Holding patterns are required, along with a circling approach (some exceptions for 121/135 operators), but complying with ATC clearances is not...
4. Unusual attitude recoveries and a 'partial panel' approach are required.

Most pilots appreciate a workout, but still want to feel successful. Sometimes that success is finding areas they need to work on; sometimes it is simply beating the rust off. Others need the NDB approach OEI with a 40 crosswind plus the 80 knot windshear (in the sim!) partial panel with an NDB change at the FAF just to feel challenged. I'm flying with one of these types Friday and it will be a real challenge to me to find one thing or even just a tidbit that will make his flying life more efficient and worth the time spent.

So what Avbug said, with at least the mins in the PTS.

Fly SAFE!
Jedi Nein