IPC guidelines

brcase said:
Then of course the return trip so we get the 3 approaches and the tasks prescribed by the ACS as well.
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And since this is a pre-ACS-revision thread that was revived, I’ll just point out that the ACS is now a regulatory document (@midlifeflyer would that be the correct way to say that?) so whether you actually have to do all of those things for an IPC has become much harder to argue against.
 
MauleSkinner said:
And since this is a pre-ACS-revision thread that was revived, I’ll just point out that the ACS is now a regulatory document (@midlifeflyer would that be the correct way to say that?) so whether you actually have to do all of those things for an IPC has become much harder to argue against.
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I would say it the same way. "Much harder to argue against" is an understatement, especially when 61.57(d)(1) now says:

The instrument proficiency check must include the areas of operation contained in the applicable Airman Certification Standards.​
 
I try and do an IPC regularly, regardless of 6 months or not. Sometimes insurance requires it as well. The issue is that the IPC on a multi-engine frequently involves engine out exercises. . and I seriously prefer never to cut an engine on say a 421 unless you absolutely have to. So thats always an issue, so its frequently better to do everything but that, and just get signed off before the IPC becomes necessary.
 
Anthem said:
I try and do an IPC regularly, regardless of 6 months or not. Sometimes insurance requires it as well. The issue is that the IPC on a multi-engine frequently involves engine out exercises. . and I seriously prefer never to cut an engine on say a 421 unless you absolutely have to. So thats always an issue, so its frequently better to do everything but that, and just get signed off before the IPC becomes necessary.
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The IPC in a multi requires engine out exercises. The funny part about that is that you can bypass the need for the single engine approach by doing the IPC in a rented single. Of course, then you are back to "check the box" but there's no reason you can't check the box in the single and work for proficiency in the multi.
 
Weads said:
Just out of curiosity what was the significance of getting an IPC before the 1 year limit where one is required?
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Confidence and safety. Being reviewed, critiqued, and coached by someone (experienced CFI-I) who then puts their reputation and liability on the line by putting their name in my logbook (rather than a VFR PPL safety pilot). I don’t get enough actual to meet the 6 approaches in 6 months, so I’m always out of proficiency. That’s just my personal reasoning.
 
midlifeflyer said:
The IPC in a multi requires engine out exercises. The funny part about that is that you can bypass the need for the single engine approach by doing the IPC in a rented single. Of course, then you are back to "check the box" but there's no reason you can't check the box in the single and work for proficiency in the multi.
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sort of - but yes. You can do your BFR (or whatever it is called) and/or an IPC in an approved AATD. so yes, you will need to do the engine out exercises, but can be done in a simulator. For some planes (namely the GTSIO 421's) - insurance doesnt require or mandate in - plane initial or recurrent - you can do them all in simulator. Whether that is a good idea is for another discussion. But they will accept simulator (AATD) because of the known issue of cutting / cooling a GTSIO engine. . . Other initials - say like Baron, are usually required to be done in plane.

But it also bring up a safety issue. an MEI on an IPC can do engine out exercises (which he is familiar with for say on a seminole) - but frequently may not be insurance qualfiied to fly the plane (or legal), or not familiar. . which is a very dangerous situation. So if you own a plane, whether its a aerostar, King Air, Commander, MU2, or whatever - the MEI may or may not even be able to be PIC on the plane.
 
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Anthem said:
You can do your BFR (or whatever it is called) and/or an IPC in an approved AATD.
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Sort of. For the IPC, most of it. The LOA probably does not permit counting a circling approach or landing. And I'm pretty sure you can't do a flight review at all in an AATD.
 
midlifeflyer said:
Sort of. For the IPC, most of it. The LOA probably does not permit counting a circling approach or landing. And I'm pretty sure you can't do a flight review at all in an AATD.
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exactly. . sort of. You can do everything but those in a simulator. And then do those in the actual plane to satisfy the IPC. So you dont have to do the actual engine cut off in a plane that really doenst tolerate it. The BFR has other things. But I /think/ that a type rating all done in a sim can satisfy the pilot proficiency check - and that is all sim. . . .
 
Anthem said:
exactly. . sort of. You can do everything but those in a simulator. And then do those in the actual plane to satisfy the IPC. So you dont have to do the actual engine cut off in a plane that really doenst tolerate it. The BFR has other things. But I /think/ that a type rating all done in a sim can satisfy the pilot proficiency check - and that is all sim. . . .
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"Sim," yes some. But not an AATD. The English generic term "sims" gets into deep weeds. Full flight simulator (multiple levels) vs flight training device vs aviation training device further broken down into advanced vs basic, each of which are subject to different rules.

The only thing I was saying is that there are ways in which one can accomplish an IPC (or a FR) without doing it in a multi since neither a flight review is not category specific and an IPC is not class specific. And yes, if we're talking AATD (and higher), whether you need to do the single engine tasks depends on whether the AATD is set up as a multi or a single.
 
I printed the IPC checklist. My instructor said "OK, it's up to you, start flying, make sure you cover all the lines."
 
flyingron said:
I printed the IPC checklist. My instructor said "OK, it's up to you, start flying, make sure you cover all the lines."
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I don't print the checklist, but I do lay out the requirements and give my clients the option to choose what they want to do to cover them. I've visited a few places I haven't flown to before that way.
 
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