Initial Teaching of a Cross Country
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Initial Teaching of a Cross Country
Any tips/suggestions/web site links that will help me with making a lesson plan on the basics and a thorough understanding when teaching a cross country to a student? I know the basics, but I don't want to miss anything, and I want some sort of logical flow to my lesson plan.
Thanks
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Not an instructor, but here's my input anyway.
When teaching anything, the most important thing is that the student is taught the basic fundamentals of the exercise, and that these fundamentals are understood and ingrained in their mind, before moving onto the twiddly bits,
The fundamentals of cross-country flying are :-
1. Dead Reckoning Navigation. i.e with a stopwatch, a compass, a map, whizz-wheel and wind forecast, you can navigate to pretty much anywhere.
2. Time Management during the flight (and the use of mnemonics like FREDA to help with time management)
3. Getting Unlost by reading ground to map (getting unlost using ATC or Nav aids is a twiddly bit for later)
4. Arrivals Planning.
(This is my own hastily thought up list - so add what you feel is missing)
I'm not sure that DR Navigation is demonstrated to PPL students, but I think it should. i.e. the instructor should plan a trip and demonstrate that using map, compass and stopwatch, and a good flight plan, you can go somewhere you have never been before and get there. Then have the student do the same thing, before introducing the time managment aspect.
I've recently revalidated my license, so my recent cross-countries training didn't begin at this very low level, but I think this the right level to start at.
When teaching anything, the most important thing is that the student is taught the basic fundamentals of the exercise, and that these fundamentals are understood and ingrained in their mind, before moving onto the twiddly bits,
The fundamentals of cross-country flying are :-
1. Dead Reckoning Navigation. i.e with a stopwatch, a compass, a map, whizz-wheel and wind forecast, you can navigate to pretty much anywhere.
2. Time Management during the flight (and the use of mnemonics like FREDA to help with time management)
3. Getting Unlost by reading ground to map (getting unlost using ATC or Nav aids is a twiddly bit for later)
4. Arrivals Planning.
(This is my own hastily thought up list - so add what you feel is missing)
I'm not sure that DR Navigation is demonstrated to PPL students, but I think it should. i.e. the instructor should plan a trip and demonstrate that using map, compass and stopwatch, and a good flight plan, you can go somewhere you have never been before and get there. Then have the student do the same thing, before introducing the time managment aspect.
I've recently revalidated my license, so my recent cross-countries training didn't begin at this very low level, but I think this the right level to start at.
Ground:
1. Produce all operational documents that must be carried to ensure a safe efficient flight.
2. Measure tracks and distances of intended flight ±1 nm, ±1deg
3. Apply variation to tracks and forecast winds.
4. Obtain appropriate weather forecast and Notams for the flight.
5. Assess weather to ensure visual meteorological conditions (VMC) can be maintained through out the flight with assistance.
6. Determine the appropriate altitudes to fly considering
*meteorological conditions
*OCTA and CTA
*PRD's
*aircraft performance.
7. Extract from weather forecast appropriate winds
8. Assess notams for relevant plan proforma correctly
9. Complete domestic flight plan proforma correctly with assistance.
10. From the flight manual or operations manual calculate:
*Fuel required for intended flight with reserves/alternates.
*Endurance.
*Margin.
11. Calculate the end of daylight for departure Ad using the AIP graph.
12. Calculate ETD from departure AD ensure enough time allowed for intended flight and land one hour before end of daylight.
13. Allow sufficient preparation time to ensure that the flight departs on planned schedule.
14. Submit flight plan with assistance
Air:
1. Recall the basic responsibility for separation from cloud and other aircraft.
2. With assistance demonstrate a practical method of organising maps and equipment in the aircraft cabin, so that items required in flight are conveniently located and secure.
3. Give taxi call with minimum assistance
4. Depart using correct procedures. Note: departure time in four figures.
5. Establish correct track within 5 nm with assistance.
6. Orientate map with route flown.
7. Navigate aircraft by “time to map to ground”.
8. Establish positive fix by use of visual features.
9. Compile at least 4 major features to prove positive fix.
10. Estimate distances between aircraft position and given ground features with assistance
11. Calculate new heading by 1/60 method or equivalent if aircraft off track.
Note: track correction takes precedence to GS/ETA calculations when using same fixes for both checks
12. On each leg calculate ground speed and ETA for next navigation feature using time/distance &/or proportional methods.
AIRMANSHIP:
LOOKOUT!!!!! At all times
Observe the pilots basic responsibility for VFR and VMC.
Regular cycle of checks eg 'CLEARO' / 'FREDA' every 15 min or so
Read from TIME to MAP to GROUND. Avoid 'track crawling'
Plan ahead of the aircraft
1. Produce all operational documents that must be carried to ensure a safe efficient flight.
2. Measure tracks and distances of intended flight ±1 nm, ±1deg
3. Apply variation to tracks and forecast winds.
4. Obtain appropriate weather forecast and Notams for the flight.
5. Assess weather to ensure visual meteorological conditions (VMC) can be maintained through out the flight with assistance.
6. Determine the appropriate altitudes to fly considering
*meteorological conditions
*OCTA and CTA
*PRD's
*aircraft performance.
7. Extract from weather forecast appropriate winds
8. Assess notams for relevant plan proforma correctly
9. Complete domestic flight plan proforma correctly with assistance.
10. From the flight manual or operations manual calculate:
*Fuel required for intended flight with reserves/alternates.
*Endurance.
*Margin.
11. Calculate the end of daylight for departure Ad using the AIP graph.
12. Calculate ETD from departure AD ensure enough time allowed for intended flight and land one hour before end of daylight.
13. Allow sufficient preparation time to ensure that the flight departs on planned schedule.
14. Submit flight plan with assistance
Air:
1. Recall the basic responsibility for separation from cloud and other aircraft.
2. With assistance demonstrate a practical method of organising maps and equipment in the aircraft cabin, so that items required in flight are conveniently located and secure.
3. Give taxi call with minimum assistance
4. Depart using correct procedures. Note: departure time in four figures.
5. Establish correct track within 5 nm with assistance.
6. Orientate map with route flown.
7. Navigate aircraft by “time to map to ground”.
8. Establish positive fix by use of visual features.
9. Compile at least 4 major features to prove positive fix.
10. Estimate distances between aircraft position and given ground features with assistance
11. Calculate new heading by 1/60 method or equivalent if aircraft off track.
Note: track correction takes precedence to GS/ETA calculations when using same fixes for both checks
12. On each leg calculate ground speed and ETA for next navigation feature using time/distance &/or proportional methods.
AIRMANSHIP:
LOOKOUT!!!!! At all times
Observe the pilots basic responsibility for VFR and VMC.
Regular cycle of checks eg 'CLEARO' / 'FREDA' every 15 min or so
Read from TIME to MAP to GROUND. Avoid 'track crawling'
Plan ahead of the aircraft
Last edited by Tinstaafl; 18th May 2002 at 16:04.
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"Air:
1. Recall the basic responsibility for separation from cloud and other aircraft.
2. With assistance demonstrate a practical method of organising maps and equipment in the aircraft cabin, so that items required in flight are conveniently located and secure.
3. Give taxi call with minimum assistance
4. Depart using correct procedures. Note: departure time in four figures.
5. Establish correct track within 5 nm with assistance.
6. Orientate map with route flown.
7. Navigate aircraft by “time to map to ground”.
8. Establish positive fix by use of visual features.
9. Compile at least 4 major features to prove positive fix.
10. Estimate distances between aircraft position and given ground features with assistance
11. Calculate new heading by 1/60 method or equivalent if aircraft off track.
Note: track correction takes precedence to GS/ETA calculations when using same fixes for both checks
12. On each leg calculate ground speed and ETA for next navigation feature using time/distance &/or proportional methods. "
...........or use a GPS
1. Recall the basic responsibility for separation from cloud and other aircraft.
2. With assistance demonstrate a practical method of organising maps and equipment in the aircraft cabin, so that items required in flight are conveniently located and secure.
3. Give taxi call with minimum assistance
4. Depart using correct procedures. Note: departure time in four figures.
5. Establish correct track within 5 nm with assistance.
6. Orientate map with route flown.
7. Navigate aircraft by “time to map to ground”.
8. Establish positive fix by use of visual features.
9. Compile at least 4 major features to prove positive fix.
10. Estimate distances between aircraft position and given ground features with assistance
11. Calculate new heading by 1/60 method or equivalent if aircraft off track.
Note: track correction takes precedence to GS/ETA calculations when using same fixes for both checks
12. On each leg calculate ground speed and ETA for next navigation feature using time/distance &/or proportional methods. "
...........or use a GPS
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What is FREDA?
And Which way should I orient my map between Prestwick and Reykjavik?
Cat Driver:
.................
The hardest thing about flying is knowing when to say no.
And Which way should I orient my map between Prestwick and Reykjavik?
Cat Driver:
.................
The hardest thing about flying is knowing when to say no.
The Bumblebee
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FREDA
Chuck,
FREDA is what I learnt from our UK aviators. Something we use as cruise checks:
F Fuel: sufficient for flight (re-calculate in case of diversion or lost procedures)
R Radio Tuned to right frequency and checked volume/squelch.
E Engine: Carb. heat and icing checked, Temprature and Pressures are in green, mixture as required, suction is good, throttle set (RPM)
D Direction indicator synchronised and check heading as planned
A Altitude and altimeter setting (QNH or QFE).
Cheers,
Jatin
FREDA is what I learnt from our UK aviators. Something we use as cruise checks:
F Fuel: sufficient for flight (re-calculate in case of diversion or lost procedures)
R Radio Tuned to right frequency and checked volume/squelch.
E Engine: Carb. heat and icing checked, Temprature and Pressures are in green, mixture as required, suction is good, throttle set (RPM)
D Direction indicator synchronised and check heading as planned
A Altitude and altimeter setting (QNH or QFE).
Cheers,
Jatin
Map orientation between Prestwick & Reykjavik, Chuck? Surely you'd know this by now!
Isn't it obvious?
Make sure all that blue on the chart is the same way up as all that blue below you!
Isn't it obvious?
Make sure all that blue on the chart is the same way up as all that blue below you!
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Desi, tsk tsk...
F: Fuel on correct tank, fuel pressure correct, fuel flow correct, contents indicating as expected, contents sufficient, tanks in balance, pump off.
Radio: No 1 frequency on current ATC - standby frq on next expected. No 2 frq on 121.5 if not being used for ATIS or company; Volumes set correctly, both receiving. Transponder, correct code, interrogating; set sby, A or C as req. VOR's both tuned to correct frq and re-identify, warning flags away; ADF, tuned correctly, identified, sensible indication if within range; DME tuned, set to correct NAV option, re-identify, groundspeed and distance fit the metal picture; RNAV set to correct mode, data rechecked.
E: Engine; Carb heat on, RPM drop as expected; T's & P's good; Mixture set; Suction (many miss that); Ammeter (many miss that too); Carb heat off again. RPM as required.
D: Direction indicator synchronised, correct heading, heading bug set correctly, setting knob free to turn (not "caged").
A: Altimeter: Correct settings in Kohlsman windows of BOTH altimeters. Differential matches mental picture. Correct RPS set into number 2 altimeter; correct QNH, QFE or QNE set into number 1. Indicated level is appropriate for direction being flown; both altimeters indicate safe clearance from MSA.
FREDA leaves no spare letters for airframe icing, pitot icing, navigation lights....or multitudes of other things.
What else have I missed?? Or what have I done, that I shouldn't??
F: Fuel on correct tank, fuel pressure correct, fuel flow correct, contents indicating as expected, contents sufficient, tanks in balance, pump off.
Radio: No 1 frequency on current ATC - standby frq on next expected. No 2 frq on 121.5 if not being used for ATIS or company; Volumes set correctly, both receiving. Transponder, correct code, interrogating; set sby, A or C as req. VOR's both tuned to correct frq and re-identify, warning flags away; ADF, tuned correctly, identified, sensible indication if within range; DME tuned, set to correct NAV option, re-identify, groundspeed and distance fit the metal picture; RNAV set to correct mode, data rechecked.
E: Engine; Carb heat on, RPM drop as expected; T's & P's good; Mixture set; Suction (many miss that); Ammeter (many miss that too); Carb heat off again. RPM as required.
D: Direction indicator synchronised, correct heading, heading bug set correctly, setting knob free to turn (not "caged").
A: Altimeter: Correct settings in Kohlsman windows of BOTH altimeters. Differential matches mental picture. Correct RPS set into number 2 altimeter; correct QNH, QFE or QNE set into number 1. Indicated level is appropriate for direction being flown; both altimeters indicate safe clearance from MSA.
FREDA leaves no spare letters for airframe icing, pitot icing, navigation lights....or multitudes of other things.
What else have I missed?? Or what have I done, that I shouldn't??
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Thanks guys,
I really didn't know what FREDA was as I have been away from that area of training for quite a spell.
Now let me let you guys in on a secret.
When map reading over the ocean you " ALWAYS " orient the map so the waves are parralel to your heading.
I there you have learned something new.
By the way seems CASA will accept my training for the Australian guys.... See sometimes things do work out.
Cat Driver:
....................
The hardest thing about flying is knowing when to say no.
I really didn't know what FREDA was as I have been away from that area of training for quite a spell.
Now let me let you guys in on a secret.
When map reading over the ocean you " ALWAYS " orient the map so the waves are parralel to your heading.
I there you have learned something new.
By the way seems CASA will accept my training for the Australian guys.... See sometimes things do work out.
Cat Driver:
....................
The hardest thing about flying is knowing when to say no.
The Bumblebee
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Thanks GoneWest,
I thought if a bloge were to do all this, poor guy would be so lost inside the cockpit that he is bound to get lost (or should I say temporary disoriented) outside ;-) and than the FI can ask them to practice the Lost procedures for real
I thought if a bloge were to do all this, poor guy would be so lost inside the cockpit that he is bound to get lost (or should I say temporary disoriented) outside ;-) and than the FI can ask them to practice the Lost procedures for real
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Then what would you like him to miss out??
<<edit to say:....and there's nobody saying you must do all this stuff in one go. By all means, fly the "airplane" in between some of these items.
I did forget, by the way, on Radio...audio panel set correctly - (transmit switch set to correct radio)>>
<<edit to say:....and there's nobody saying you must do all this stuff in one go. By all means, fly the "airplane" in between some of these items.
I did forget, by the way, on Radio...audio panel set correctly - (transmit switch set to correct radio)>>
Last edited by GoneWest; 22nd May 2002 at 03:00.
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A view from the other seat...
On my first cross country navex my instructor very kindly flew the a/c and just asked me to navigate. Don't know whether it's simply because I'm a particularly slow learner, but it certainly gave me the opportunity of concentrating on what it is that I was supposed to be learning and I think I got a lot more out of it as a result. Consequently, when I next went on a navex and had to fly as well as navigate, whilst I found the workload somewhat demanding the navigating wasn't as daunting as it might have been.
Just a thought.
Just a thought.
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Lawyerboy: you're not a slow learner. Flying is taught (and learned) in layers of complexity - as one layer is mastered another layer is added.
It is not unusual in this situation for the student to have difficult with the next layer, as the previous layer will have only just been mastered before the instructor pushes on. If the next layer is particularly complex (and other posts have indicated the vast number of activities involved in cross-country navigation, so I think we can take it as read that it is!), taking some load of the student is bound to be helpful. Sounds like you have had a good instructor.
It is not unusual in this situation for the student to have difficult with the next layer, as the previous layer will have only just been mastered before the instructor pushes on. If the next layer is particularly complex (and other posts have indicated the vast number of activities involved in cross-country navigation, so I think we can take it as read that it is!), taking some load of the student is bound to be helpful. Sounds like you have had a good instructor.
I agree.
One of the tasks of an instructor is to 'unload' the mental capacity of the student enough allow better (best ) performance.
Usually this is done by the instructor doing some amount of the total workload that the situation demands. As the student gains skill then more & more of the whole workload is given back for the student to do.
Other ways include limiting the environment so that the overall workload demand is lessened, using ground training to develop workload capacity prior to it being needed in the air, etc.
One of the tasks of an instructor is to 'unload' the mental capacity of the student enough allow better (best
) performance.Usually this is done by the instructor doing some amount of the total workload that the situation demands. As the student gains skill then more & more of the whole workload is given back for the student to do.
Other ways include limiting the environment so that the overall workload demand is lessened, using ground training to develop workload capacity prior to it being needed in the air, etc.
Question without notice about the use of FREDA and all the other funny mnenomics such as PIST, TEMPFISCSH, HASELL, PUFF, BUMPFISCH, GUMP and so on. Is there an authoritive publication which has a glossary of mnemonics?
Can anyone tell me what mnemonics (such as FREDA) are routinely used when operating aircraft such as the B747, A340, B777 and similar? These aircraft are very complicated to fly and it stands to reason that although long checklists are used same as they are at flying schools, that the mnemonics are lengthier in order to cover all the items.
Can anyone tell me what mnemonics (such as FREDA) are routinely used when operating aircraft such as the B747, A340, B777 and similar? These aircraft are very complicated to fly and it stands to reason that although long checklists are used same as they are at flying schools, that the mnemonics are lengthier in order to cover all the items.
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Centaurus,
'Heavy' pilots generally go by the checklist... there's just too many things to remember to ensure that everything gets covered... in fact many incidents can be attributed to not following the checklist. So follow them in any aircraft... for your own sake!
Nial
'Heavy' pilots generally go by the checklist... there's just too many things to remember to ensure that everything gets covered... in fact many incidents can be attributed to not following the checklist. So follow them in any aircraft... for your own sake!
Nial
Nial.
Friend of mine who flies B767's as first officer showed me the B767 checklist. I compared this with our flying school checklist for the Seneca and the Seneca had double the checklist items more than the 767. We still use FREDA , TEMPFISCH, PIST, EFMOST, on the Seneca so it seems to me that if the airlines used mnemonics they may not miss so many checks as you mentioned.
Friend of mine who flies B767's as first officer showed me the B767 checklist. I compared this with our flying school checklist for the Seneca and the Seneca had double the checklist items more than the 767. We still use FREDA , TEMPFISCH, PIST, EFMOST, on the Seneca so it seems to me that if the airlines used mnemonics they may not miss so many checks as you mentioned.
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Centaurus,
Help me out here please, I can't quite get a handle on your position.....
Are you saying the C150 pilot should have a book with several pages of check lists.
OR
Are you suggesting that the Heavy pilot have a mnenonic for his checks. Are you saying a 737 , a Caravale (sp...) or even a Hudson pilot throw the check list out the window and do it by mnemonics.
Waiting in anticipation,
regards
Help me out here please, I can't quite get a handle on your position.....
Are you saying the C150 pilot should have a book with several pages of check lists.
OR
Are you suggesting that the Heavy pilot have a mnenonic for his checks. Are you saying a 737 , a Caravale (sp...) or even a Hudson pilot throw the check list out the window and do it by mnemonics.
Waiting in anticipation,
regards
Funny things mnemonics. I asked a lady student to carry out the Before take Off checks. She looked puzzled and said that her previous instructor had never taught her those.
Aghast - I thought surely she must be jesting - so I re-worded my request and said could she go ahead with the pre-take off vital actions. She fluttered her eyelashes at me in a quizzical fashion (Yes - some women can actually do that) and said sorry - don't know what you are on about! She's giving me a wind up, I thought.
Now with the VDO ticking over at $3 a minute, (her money - not mine) I explained that with 10 hours dual under her belt, surely by now she must have carried out certain drills before take off- known in my day as Before Take Off Vital Actions.
"Ah so" - she said (she was Chinese) - you mean the TEMPFISCH checks? Shattered beyond redemption I muttered sulkily that I had never bloody heard of TEMPFISCH checks. "I'll teach you" she said and said "Trim set for take off - Throttle friction Nut adjusted - Engine temps and Pressures OK. etc etc.
Shows my age, doesn't it?
Aghast - I thought surely she must be jesting - so I re-worded my request and said could she go ahead with the pre-take off vital actions. She fluttered her eyelashes at me in a quizzical fashion (Yes - some women can actually do that) and said sorry - don't know what you are on about! She's giving me a wind up, I thought.
Now with the VDO ticking over at $3 a minute, (her money - not mine) I explained that with 10 hours dual under her belt, surely by now she must have carried out certain drills before take off- known in my day as Before Take Off Vital Actions.
"Ah so" - she said (she was Chinese) - you mean the TEMPFISCH checks? Shattered beyond redemption I muttered sulkily that I had never bloody heard of TEMPFISCH checks. "I'll teach you" she said and said "Trim set for take off - Throttle friction Nut adjusted - Engine temps and Pressures OK. etc etc.
Shows my age, doesn't it?