Which IFR Emergencies Should We Practice?

By the time someone is sent for the instrument check ride, he or she is expected to know the emergency procedures in the appropriate POH as well as how to deal with failures affecting the airplanes ability to fly in IMC. A cross-section of the bad news stuff is discussed during the oral portion of the practical test and demonstrated in flight. But whats a little frightening is that the IFR check ride often marks the high point of an instrument pilots ability to deal with an emergency.

rdurden

Thursday, January 07, 2016 at 12:00 AM ET

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Key Takeaways:

Pilots' emergency preparedness often peaks at the IFR check ride and declines afterward, emphasizing the need for continuous and effective training beyond basic currency requirements.
Proactive preparation involves independently creating a comprehensive list of potential emergencies and intellectually rehearsing solutions, reviewing POH procedures, and memorizing critical action items.
Regular dual instruction (e.g., semi-annually) is crucial for maintaining skills in handling emergencies that require hands-on practice, such as engine failures or spatial disorientation, in an aircraft or simulator.
To optimize recurrent training, pilots should practice less skill-intensive emergencies on their own and prioritize dual sessions for high-risk, skill-dependent scenarios, aiming for realistic conditions like marginal weather.

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By the time someone is sent for the instrument check ride, he or she is expected to know the emergency procedures in the appropriate POH as well as how to deal with failures affecting the airplane’s ability to fly in IMC. A cross-section of the bad news stuff is discussed during the oral portion of the practical test and demonstrated in flight. But what’s a little frightening is that the IFR check ride often marks the high point of an instrument pilot’s ability to deal with an emergency.

Once our ratings are obtained, what do most of us do? We begrudgingly take a flight review every 24 months, which we try to keep as short as possible. We try to stay instrument current by flying with a safety pilot so as to avoid having to obtain an instrument proficiency check. If we’re a lucky if infrequent pilot, we’ll combine the flight review with an instrument proficiency check. As we maintain currency, are we practicing the right things? What can we do to avoid looking stupid in an NTSB accident report? How should we identify and practice emergencies in a way that gives us the best chance of dealing successfully with the risks we face, but without spending so much money in the process that we can’t fly?