Freshfighter
It is really difficult to answer your questions, but as you are a student I will have a go. (But as noisy suggests, it would be better to ask some pilots in person - Commercial pilots seem to fit your criteria better.)
It is late here and I am half asleep, so I hope the explanations are clear. By the way I am a fairly experienced PPL with an IMC.
1 Initial descent isn't particularly difficult if you have the runway in sight. This is because you keep the 'picture' of the runway where it should be. Descending on deadside/joining circuit and turning final are more difficult as even more observation is needed. ILS approach is OK ONCE you are established. Gentle movements should keep you steady. This is because the instrument is easy to follow as long as you are gentle. I found flare the most difficult to learn . It is especially challenging in a gusting cross wind as you have to keep correcting. This is because you use visual clues from the end of the runway and from your peripheral vision to judge the flare. Your perception changes with speed, width/length of runway and even texture of runway (I find it easier to flare on a grass runway than a tarmac). Taxi is not difficult unless there is a strong wind. Correct use of ailerons will help.
2 None really - final approach and landing is the busiest time. Calling 'final' is an automatic response, if I am overloaded I just 'click' to acknowledge rather than speak. I find an ILS approach in cloud AND using the radio difficult as my mind is fully occupied operating the aircraft in IMC/following instruments. However, practice improves this.
3 Aviate then navigate then communicate so -
Manual control task - aviate first, if you don't you have BIG problems. However for a single pilot (with no autopilot) in IMC, scanning and monitoring (I presume you mean instruments) is related to controlling the aircraft and is really difficult. It needs constant practice. Flight management - not sure what you are referring to, I think this relates more to commercial aviation. Communicating with Air Traffic Control comes with practice, but is obviously more important to commercial aviation than to me.
4 Weather obviously is a great factor in pilot workload. It is far easier to fly on a nice calm day than in IMC. However don't assume a nice summer's day is easy - haze can make navigation difficult to the point where you are almost in IMC, updrafts can make the aircraft bounce and it is difficult to hold an altitude.
5 I do not find interaction with crew members a problem as I only will fly with people I am comfortable with. There is a saying that you leave 50% of your mind on the ground when you fly. It isn't quite true, but so much of your mind is involved with flying that you have no space capacity to argue. If you do you are liable to have problems.
Last edited by Polly Gnome; 10th December 2003 at 22:08.