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I feel your pain. I got lucky. When we lived in Colorado, I met a guy at work. Also a pilot, we became close friends. We’d get together at least once every month after work, fly a few approaches each, then go out to dinner. Plus, since I was working in my CFII, I got to experiment on him :D

Funny thing about DME arcs. When I worked on my instrument rating, the airplanes did not have DME, so I wasn’t taught how to fly one. When I moved to Colorado, the airplanes I had available had DME (I thought it was great) and there was an airport with arcs to two runways (and a restaurant :))...

One reason is that I had been giving it some thought for a while. We have a popular VOR/DME arc approach nearby - the only one left after the others were deleted. CFIs and DPEs would use it to satisfy ACS requirements, substituting GPS for DME. Permitted, but I thought it was stupid unless you...

Nah. Failure to follow proper subthread.

Sorry, I thought you were responding to @Clip4’s scenario.

Our club has a Redbird TD2 - the non-motion desktop BATD, but we have both the g1000 and analog panels for it. I always joke/curse about the fake G1000, but the analog panel has what might be the only KAP140 variant with native GPSS :D

Actually it probably will. VFR or IFR, once you know an instrument is wrong, isn’t disregarding the best thing to do? Even cover it if you can so it’s not a distraction?

Exactly why I responded as I did.

#3 is really a consolidation of the other two. With a GPS failure, you might well need that BC LOC. But in that case, unless you have real DME, you would not be able to fly the arc and would have to rely on ATC radar. if you have real DME, definitely practice the arc - without GPS backup. If you...

I’m not sure it’s a fair question. It kind of makes the same assumptions as what you refer to as the “fly the airspeed crowd” but in reverse. They are making the assumption that the “fly visually crowd” completely disregards airspeed. Your question makes the assumption that the “fly the...

Since we have a choice, and that’s what I fly, I switch back and forth between the g1000 and six pack.

The TOP LOC BC 31? Questions: 1. Would you ever fly it for real absent a GPS failure? 2. In that case, would you be able to fly the DME arc (do you have real DME?), or would you have to rely on radar? 3. Will you practice it the way you would really fly it?

For those interested and with a subscription, the article is in this month’s IFR Magazine (paywall link). Thanks to all who helped out.

Cop out.

I feel the same about the pilot who maintains currency by flying the local approaches they know like the back of their hand,

The only real downside to self-directed ATD sessions (or for that matter a more sophisticated home setup) is the lack of realistic ATC. And with some you can add on such things as PilotEdge. Other than that, legal currency aside, using an ATD as a proficiency trainer depends primarily on the pilot.

It’s not being missed, just disagreed with. Wrong message possible if something is taught incorrectly or inadequately? Absolutely! Happens every day. But when I do it with already certificated pilots, it’s usually because they got the message from their primary training that the single most...

That is a major part of it. The other big piece is teaching the pilot something they already knew but didn't realize - that they know the sight picture for a good, stable landing. Another application of the same principle is, I have been known to cover the ASI and altimeter for ground...

The stats I've seen over the past several years appear suggest that the base-to-final stall spin doesn't happen often and is exceeded by both takeoff problems and runway overruns. This article indicates it's something like 4% of pattern accidents, although it's pretty obvious that, while the...

For example... Here's the Skill portion the current ACS for the Private Pilot power off stall task: ...and the power-on stall: