first crack at IFR and failed..is there any shame?
Join Date: Mar 2000
Location: Melbourne, VIC, Australia
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ARM OUT THE WINDOWS raises a good point. The scan is generally neglected by a lot of instructors i've come across! It's a common misconception that you should fly the aircraft with the performance instruments. This is totally incorrect. Fly the aircraft on the AH, the other instruments are there just to check that the Power and Attitude you have set is working correctly, if it's not go back to the AH, check your attitude, if thats ok, then there can be only one other thing wrong, your power setting. Just remember the golden rule POWER + ATTITUDE = PERFORMANCE. This should help your scan, but only after a lot of practice. However your not really at a stage where you want to be learning much more, just demonstrating what you have learnt, but I suggest you try to incorporate this into your general flying from here on in. Any-way, as others have said, your not expected to be perfect, **** happens get back on the horse and ride, god luck with the next one
Cheers All
Cheers All
Grandpa Aerotart
Sorry I had to race out before, you think examiners are a pain try a 12 year old.
On the briefing stuff, have one for your departure as well. If it's important in a jet with 'gauranteed' performance it's tripple important in a piece of crap twin catastrophe which is just a single engined aircraft with 1/2 the engine on each wing.
It's SUPER IMPORTANT not to ramble on covering EVERY concievable possibility but to hit the high points. Think about your departure logically from brakes release until established on track and at cruise alt.
If you want email me and I'll write out a sample one that you can think about and modify to suit your purpose.
On scans I've found a few things that hold true.
1/. At your stage your struggling to scan and do all the ancillary bits as well. As you gain experience the scan will be perfected, if you practice constantly,and one day you'll reach the point that rather than scanning as such your just taking 'snap shots' of the panel and it gives you an instant 'picture' of what the aeroplanes doing. One performance instrument that is often neglected is the VSI or later if you're luck the IVSI.
If your flying S+L and you keep it on 0 then you won't climb and descend that little bit before you notice the change in the altimeter. Believe me that the tiny changes in pitch that produce 100 fpm roc will be noticed on the VSI before the AI.Keep it in your scan!
A little trick I used while flying Single Pilot IFR RPT in C402s was to wind in a little bit of aileron trim, just enough to support the weight of my hand. That way when your attention is directed away from the instruments for a few seconds, as it often is, the aeroplane is more likely to keep doing what you want rather than wander off a few degrees in heading to the left all the time.
Stick at it, you'll be right!!
Chuck.
On the briefing stuff, have one for your departure as well. If it's important in a jet with 'gauranteed' performance it's tripple important in a piece of crap twin catastrophe which is just a single engined aircraft with 1/2 the engine on each wing.
It's SUPER IMPORTANT not to ramble on covering EVERY concievable possibility but to hit the high points. Think about your departure logically from brakes release until established on track and at cruise alt.
If you want email me and I'll write out a sample one that you can think about and modify to suit your purpose.
On scans I've found a few things that hold true.
1/. At your stage your struggling to scan and do all the ancillary bits as well. As you gain experience the scan will be perfected, if you practice constantly,and one day you'll reach the point that rather than scanning as such your just taking 'snap shots' of the panel and it gives you an instant 'picture' of what the aeroplanes doing. One performance instrument that is often neglected is the VSI or later if you're luck the IVSI.
If your flying S+L and you keep it on 0 then you won't climb and descend that little bit before you notice the change in the altimeter. Believe me that the tiny changes in pitch that produce 100 fpm roc will be noticed on the VSI before the AI.Keep it in your scan!
A little trick I used while flying Single Pilot IFR RPT in C402s was to wind in a little bit of aileron trim, just enough to support the weight of my hand. That way when your attention is directed away from the instruments for a few seconds, as it often is, the aeroplane is more likely to keep doing what you want rather than wander off a few degrees in heading to the left all the time.
Stick at it, you'll be right!!
Chuck.
Join Date: Jan 2001
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Failed mine the first time got the NDB, VOR and all that nailed in training. Them the closer I got ot he test the more I F***ed up. I stuffed up the first test on the first NDB approach that was a waist of about a $1000 for that flight and even on the second test I tried to intercept something on the NDB that couldn't be intercepted!!! I wanted to give up aswell. ended up $4000 on the visa I didnt expect and I still have it on there now. The first renewal is due in about 2 weeks sh**ing myself.
I found a good thing to do was fly the flight in your bedroom and make a a point form list of everything you should do. Eg take-off, contact departures 1000, cowl flaps closed, set assigned alt.
I found that under stress I went blank so having a list of reminders made sure I wouldn't forget. Just advice each to their own.
Nice to see all the love out there wish I came here when I failed mine!!!!!!!!!!!
I found a good thing to do was fly the flight in your bedroom and make a a point form list of everything you should do. Eg take-off, contact departures 1000, cowl flaps closed, set assigned alt.
I found that under stress I went blank so having a list of reminders made sure I wouldn't forget. Just advice each to their own.
Nice to see all the love out there wish I came here when I failed mine!!!!!!!!!!!
I think it's a common thing to fall to bits with the added pressure of the flight being a 'flightest' as well. All my my nav's had been fine and I had made no major errors right through. I didn't have a NVFR and only the night requirement and due to circumstances beyond control I had to do the test at night. Nearly bought me undone because I just initally wasn't keeping my scan up, I got it all together, made a shoddy sector entry but managed to do a good VOR approach, back for the NDB which was within tolerences but just 'rough' in pretty windy conditions. For the circling approach, black night, windy and little night time meant I initially overshot the circling approach something terrible, went around had another go and got it. Only comment was that it was rough but still in tolerences, but it was a good learning experience thats for sure. I guess I was lucky on the whole I didn't find too many problems with the flying and quite enjoyed it, found it hard but very satisfying when you got it right. Think a good thing was I did it on a Baron and loved the aircraft and found it very enjoyable aircraft to fly.
Getting the ME-CIR was a good experience, but nothing was as good as passing that damn IREX theory!!! I think as others will say if we could pass it you should be able to as well!
Getting the ME-CIR was a good experience, but nothing was as good as passing that damn IREX theory!!! I think as others will say if we could pass it you should be able to as well!
Join Date: Nov 2000
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AV8 Have a good look at "Speedbird's" advice.
I couldn't have put it better. I guarantee you won't make the ident blue again. But don't let getting that right distract you from the big picture of situational awareness at all times. Using your own checklist is a good idea as this will give you reassurance & added confidence prior to your approach.......and yes, they do want you to pass as you will be another successful
candidate of THEIRS !
I couldn't have put it better. I guarantee you won't make the ident blue again. But don't let getting that right distract you from the big picture of situational awareness at all times. Using your own checklist is a good idea as this will give you reassurance & added confidence prior to your approach.......and yes, they do want you to pass as you will be another successful
candidate of THEIRS !
Join Date: Aug 2001
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AV8 - There is nothing I can say that has not been said in this forum already. Let us all know when you sit the test next and I'll have a beer waiting for consumption 
Join Date: Nov 2000
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This is the stuff ppruner's are made out of.
Mateship. Given the situation you are not alone.
Makes you feel good inside.
So all you negatives can dissipate.
Mates helping mates....go for gold.
Mateship. Given the situation you are not alone.
Makes you feel good inside.
So all you negatives can dissipate.
Mates helping mates....go for gold.
Thread Starter
Join Date: Jan 2000
Location: Perth, Western Australia
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Thanks to everyone it is very encouraging to have the support of fellow ppruners.
I have read the responses and got a lot from it all. Hence I have re booked the test for next week. I see my failure as a learning process for success next time , just like the Colonel of Kentucky Fried I'll keep trying..
Thanks again to all.
AV8
I have read the responses and got a lot from it all. Hence I have re booked the test for next week. I see my failure as a learning process for success next time , just like the Colonel of Kentucky Fried I'll keep trying..
Thanks again to all.
AV8
Like the aviation expert that I am, I passed my IFR on the first go.
The fact that I failed my Unrestricted Privatre, my CPL and my instructor rating tests the first time around must have been an error on the part of the examiners!
It happens - doesn't sayanything about the pilot you will become. Hang in there!
P.S. I have a bunch of days off this month, so if you want to play in the work "trainer" for a day give me an email.
The fact that I failed my Unrestricted Privatre, my CPL and my instructor rating tests the first time around must have been an error on the part of the examiners!
It happens - doesn't sayanything about the pilot you will become. Hang in there!
P.S. I have a bunch of days off this month, so if you want to play in the work "trainer" for a day give me an email.
Join Date: Sep 2001
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AV8.
If nothing else, judging by the reponses received, you can see we all had to work hard at jumping the MECIR hurdle. You have been inundated by heaps of excellent advice. Here's my two bob's worth.
Improving your scan. If you don't have FS2000, even a poster of any IFR aircraft cockpit stuck on the dunny door, practising your scan every second time you visit will help make it easier.
Hang in there. We'll all be interested to know how you go.
PS. That Brief by CC is a boomer.
If nothing else, judging by the reponses received, you can see we all had to work hard at jumping the MECIR hurdle. You have been inundated by heaps of excellent advice. Here's my two bob's worth.
Improving your scan. If you don't have FS2000, even a poster of any IFR aircraft cockpit stuck on the dunny door, practising your scan every second time you visit will help make it easier.
Hang in there. We'll all be interested to know how you go.
PS. That Brief by CC is a boomer.
