Getting to Grips with the IMC
Guest
Posts: n/a
Getting to Grips with the IMC
Had my third IMC lesson at the weekend and I've gotta say either I'm getting stupider or this stuff is getting harder!
I enjoyed the PPL very much - especially learning about so many new topics. I found it challenging but manageable.
I've started on the IMC course now as I say and am absolutely knackered after every session. During the session I feel like my brain is trying to swim through treacle and afterwards I need a bit of a lie down to recover!!
Am I just being particularly thick or did everyone find it quite tough?
On a brighter note, next Saturday night should see my first Night Rating session which I'm looking forward to a lot.
I enjoyed the PPL very much - especially learning about so many new topics. I found it challenging but manageable.
I've started on the IMC course now as I say and am absolutely knackered after every session. During the session I feel like my brain is trying to swim through treacle and afterwards I need a bit of a lie down to recover!!
Am I just being particularly thick or did everyone find it quite tough?
On a brighter note, next Saturday night should see my first Night Rating session which I'm looking forward to a lot.
Join Date: Nov 2002
Location: Pennsylvania
Age: 48
Posts: 41
Likes: 0
Received 0 Likes
on
0 Posts
Hi ChiSau
I'm about half way through my FAA IR, but I am sure I'm not alone in thinking that as the holder of a freshly printed PPL, it would be very strange if you didn't struggle with the host of new information that one encounters in the new world of instrument flying.
Perfectly normal, I'd say, because you are still very inexperienced as the holder of a new PPL, and can (hopefully), just about fly a plane reasonably safely in VMC!! Once you become very comfortable with flying the plane, especially the essential use of trim, I am sure that everything comes together a little easier!
Anyway, safe flying and good luck with your training.
EiNY
I'm about half way through my FAA IR, but I am sure I'm not alone in thinking that as the holder of a freshly printed PPL, it would be very strange if you didn't struggle with the host of new information that one encounters in the new world of instrument flying.
Perfectly normal, I'd say, because you are still very inexperienced as the holder of a new PPL, and can (hopefully), just about fly a plane reasonably safely in VMC!! Once you become very comfortable with flying the plane, especially the essential use of trim, I am sure that everything comes together a little easier!
Anyway, safe flying and good luck with your training.
EiNY
Last edited by EnglishmaninNY; 11th Mar 2003 at 14:52.
Why do it if it's not fun?
Join Date: Jul 2001
Location: Bournemouth
Posts: 4,779
Likes: 0
Received 0 Likes
on
0 Posts
ChiSau,
I'm at exactly the same stage as you - had 3 lessons so far. Although this isn't my first experience with IMC flying. Last year, I did a cross-channel checkout, as required by my club, and on the day of the checkout it was solid IMC all the way to the coast. Talked it over with the instructor, and we decided to go anyway. I did all the flying, she did all the navigation (until we reached the coast, when the clouds cleared). Logged about 2 hours of instrument time, and I was absolutely exhausted!
After my first IMC lesson, I was just as tired as I was on that cross-channel flight. Took the foggles off on downwind, attempted to fly the same circuit I fly all the time, but was too tired to figure out which way to turn!
I'm just starting to get the hang of it now, though. After my last lesson, I managed a pretty good landing despite the 15kt crosswind, and still had enough life left in me to go out for the night. So stick with it, and I'm sure it'll get easier. I think I have a little more total time than you, and that probably counts for something (not sure how much it counts for though!) - so there's definitely nothing wrong with you!
Good luck!
FFF
-------------
I'm at exactly the same stage as you - had 3 lessons so far. Although this isn't my first experience with IMC flying. Last year, I did a cross-channel checkout, as required by my club, and on the day of the checkout it was solid IMC all the way to the coast. Talked it over with the instructor, and we decided to go anyway. I did all the flying, she did all the navigation (until we reached the coast, when the clouds cleared). Logged about 2 hours of instrument time, and I was absolutely exhausted!
After my first IMC lesson, I was just as tired as I was on that cross-channel flight. Took the foggles off on downwind, attempted to fly the same circuit I fly all the time, but was too tired to figure out which way to turn!
I'm just starting to get the hang of it now, though. After my last lesson, I managed a pretty good landing despite the 15kt crosswind, and still had enough life left in me to go out for the night. So stick with it, and I'm sure it'll get easier. I think I have a little more total time than you, and that probably counts for something (not sure how much it counts for though!) - so there's definitely nothing wrong with you!
Good luck!
FFF
-------------
Join Date: Oct 1999
Location: Anywhere
Posts: 2,212
Likes: 0
Received 0 Likes
on
0 Posts
I did my IMC 6 months after my PPL, with an instructor who taught to IR standards. I can honestly say I'd never worked so hard in an aircraft up until then, and probably haven't since. (The twin rating was easy by comparison). There were times after an hour and a half under the hood that I was drenched in sweat and couldn't tell you what day it was.
but
Fear not
You're not the first, you won't be the last. What you're going through is normal and one day it'll just drop straight into place and will make perfect sense (roundabout hour 9 I reckon 
)
but
Fear not
You're not the first, you won't be the last. What you're going through is normal and one day it'll just drop straight into place and will make perfect sense (roundabout hour 9 I reckon )
Join Date: Nov 2002
Location: Kent
Posts: 239
Likes: 0
Received 0 Likes
on
0 Posts
I too will be starting my IMC course next week. You guys are getting me worried!
Have read Thom fully once. About to start again. Also logged about 10 hours MFS time.
Last weekend, tried out some of this stuff in VMC - it ain't easy is it. Not sure if it's the avionics on my plane, but the blessed VOR just won't keep still. One second I'm on track, the next it's 6 degrees off, and my compass precesses like mad.
Let's keep in touch.
Have read Thom fully once. About to start again. Also logged about 10 hours MFS time.
Last weekend, tried out some of this stuff in VMC - it ain't easy is it. Not sure if it's the avionics on my plane, but the blessed VOR just won't keep still. One second I'm on track, the next it's 6 degrees off, and my compass precesses like mad.
Let's keep in touch.
Join Date: Jul 2002
Location: uk
Posts: 524
Likes: 0
Received 0 Likes
on
0 Posts
I did my IMC about 2 weeks after getting the PPL through the post, after doing the whole lot in 5 days (the IMC I mean...no PPL, now that would be crazy!). But I found it quite easy going, but i must admit I have been flight sims since age 11! I really think you should try MSFS sometime. The handling may be different to the real thing but you can practice your panel scan to make it more efficient. A lot of the time people find they are concentrating too hard, or making it too difficult I.E - not trimming the aircraft out and letting it fly 'itself'. Concentrating too hard sometimes ahces your eyes, and also freezes your mind, and you end up looking at the same gauge for a long time and dozzing off! Then you end up not enjoying the instrument flying at all!
Along with the flying, there's the 'leens' you have to deal with (theoretically known as "Somatogyric and somatogravic" effects) ...basically becoming dis orientated. For example you may find yourself in an insidious left roll, only realising it when you look at your AI, which tells you you've got 15* of bank on the go, and then you correct it quickly, to which your cochlea reacts and now your balance tells you your in a turn to the right regardless of the fact your straight and level! Very frustrating during long periods of instrument flying...but trust the instruments! (I'm sure you've heard that one plenty of times!)
As far as the theory goes, you just need to know your priveleges and all about approach plates, and DH/MDA etc.
Like I say, get yourself on flight sim 2002 and do some practice, it's well worth it!
Along with the flying, there's the 'leens' you have to deal with (theoretically known as "Somatogyric and somatogravic" effects) ...basically becoming dis orientated. For example you may find yourself in an insidious left roll, only realising it when you look at your AI, which tells you you've got 15* of bank on the go, and then you correct it quickly, to which your cochlea reacts and now your balance tells you your in a turn to the right regardless of the fact your straight and level! Very frustrating during long periods of instrument flying...but trust the instruments! (I'm sure you've heard that one plenty of times!)
As far as the theory goes, you just need to know your priveleges and all about approach plates, and DH/MDA etc.
Like I say, get yourself on flight sim 2002 and do some practice, it's well worth it!
Join Date: Jul 2002
Location: Bedfordshire UK
Posts: 153
Likes: 0
Received 0 Likes
on
0 Posts
ChiSau
You are not alone. I am finding it a bit hard going as well. 4.5hrs in and I have never had to work so hard on a flight before.
We will get there in the end though. Sometime it will click and become easier.
C-I-M
You are not alone. I am finding it a bit hard going as well. 4.5hrs in and I have never had to work so hard on a flight before.
We will get there in the end though. Sometime it will click and become easier.
C-I-M
Join Date: Jan 2002
Location: UK
Posts: 146
Likes: 0
Received 0 Likes
on
0 Posts
Even tho you guy's say you're tired, it does sound like you are enjoying yourself. I teach IMC and have a UK MEP/IR and the instrument flying you do I think is the best and most rewarding of all.
The advice I would give is to prepare yourself properly before hand. Find out what you are gonna do the day before. Get the planning of the route and approaches sorted in plenty of time so you can sit and look at them for a while and act them out in your head on the ground as if you were flying or on MSFS. Great bit of kit for procedures I agree!
Get your cockpit management sorted. Nightmare when there's bits of paper and pens flying everywhere when you can't find what your looking for. Have some organisation.
Say Everything out loud. It may sound stupid as you are saying it but you wont forget to do it if you say it!
Good Approach brief, say it out loud so you and your Instructor both know you know what you are gonna do after you are Radar Vectored or just passed over the beacon.
I'm not gonna tell you how to fly the thing coz I'm sure your instructors are doing a grand job, just a few pointers that made my life easier when I did my IMC and IR.
Enjoy, and Hey what a felling when that runway is infront of you at 500ft after not seeing outside for an hour! Wayhey!! It works!
Good Luck to you all
The advice I would give is to prepare yourself properly before hand. Find out what you are gonna do the day before. Get the planning of the route and approaches sorted in plenty of time so you can sit and look at them for a while and act them out in your head on the ground as if you were flying or on MSFS. Great bit of kit for procedures I agree!
Get your cockpit management sorted. Nightmare when there's bits of paper and pens flying everywhere when you can't find what your looking for. Have some organisation.
Say Everything out loud. It may sound stupid as you are saying it but you wont forget to do it if you say it!
Good Approach brief, say it out loud so you and your Instructor both know you know what you are gonna do after you are Radar Vectored or just passed over the beacon.
I'm not gonna tell you how to fly the thing coz I'm sure your instructors are doing a grand job, just a few pointers that made my life easier when I did my IMC and IR.
Enjoy, and Hey what a felling when that runway is infront of you at 500ft after not seeing outside for an hour! Wayhey!! It works!
Good Luck to you all
Join Date: Sep 2002
Location: London, UK
Posts: 778
Likes: 0
Received 0 Likes
on
0 Posts
At first it does seem like a lot to handle, particularly when in real IMC, rather than just under the hood, bumping around, trying to persuade someone to give a radar service north east of London and dealing with the more involved RT on the intial stages of approaches. I found that it got quite a bit easier as the course progressed. By the time the course was over and it came to the flight test I was more confident than I was when I took my PPL test.
I found using a PC-based simulator was helpful. Obviously the handling aspects are of no value and personally I didn't find the instrument scan to be useful either, but using navaids with a good wind blowing was very instructive. I also found the RANT software very useful.
I found using a PC-based simulator was helpful. Obviously the handling aspects are of no value and personally I didn't find the instrument scan to be useful either, but using navaids with a good wind blowing was very instructive. I also found the RANT software very useful.
Join Date: Nov 2002
Location: Darkest Midlands
Posts: 52
Likes: 0
Received 0 Likes
on
0 Posts
Don't worry, I thought exactly the same thing at about the 5 hour mark through my IMC. It is amazing how everything just falls into place after that. Keep persevering - it gets easier.
Guest
Posts: n/a
Hey guys stick with it...i've had my PPL for just over a year now and i did my IMC a month ago. I have to say that you really do need to be able to fly the aircraft VMC without any real reference to instruments...as if by intuition! Cos the workload is quite hi. Anyways I did my first P1 instrument flight today into Bournemouth...tracked into BIA beacon and got a radar vectored ILS....boy did it feel good to pop out of cloud at 800' and have 3000 meters of tarmac stretching out infront of me! So it just goes to show that it does work....and if you can do the night rating...its amazingly good fun....and it does'nt need a test at the end!
Right....back to the ATPL's
Tom
Right....back to the ATPL's
Tom
Join Date: Feb 2001
Location: Location, Location
Age: 52
Posts: 274
Likes: 0
Received 0 Likes
on
0 Posts
Me, too - 3hrs IMC so far and the exam passed. It's very disconcerting (I seem to have done all my hours so far actually in IMC, rather than wearing foggles) and I really wouldn't want to find myself up there in those conditions solo, despite being perfectly capable and confident with radio navaids.
If flying wasn't hard work, everyone would be doing it, right?!
Hersh
If flying wasn't hard work, everyone would be doing it, right?!
Hersh
Why do it if it's not fun?
Join Date: Jul 2001
Location: Bournemouth
Posts: 4,779
Likes: 0
Received 0 Likes
on
0 Posts
Just when I thought I was getting the hang of it....
After a couple of weeks off, I had another IMC lesson on Saturday. Actually had two lessons booked. Arrived nice and early despite the appaling weather. Agreed with instructor that we'd brief two lessons, and then see if the weather had improved. So we talked about partial panel and unusual attitudes, and then about approaches.
Everything sounded easy and logical. We sat down with the VOR/DME plate for runway 02 at Southampton, and briefed it very thoroughly since it was going to be my first attempt at an approach. We didn't actually go to EGHI - instead, we planned to fly the appraoch at a safe height above Compton VOR/DME.
Briefing over, and the viz was still too bad to consider taking off, even IFR. So we moved to the bar, and chatted over a Diet Coke and some food. Then, early afternoon, my instructor noticed the vis was improving, and said she was happy to go if I was. It wasn't good enough for the partial panel and unusual attitude work, but we could do the approach first.
It was now a couple of hours since the briefing, but everything was still fairly fresh in my head. Pre-flighted and took off, and flew to the VOR. And that's when the good stuff ended.
We did a parallel entry to the hold, which went completely wrong because I completely overshot the assigned radial, and spent the whole of the inbound leg trying to get back onto it again. Flew around the hold a few times, with every time getting slightly better. Eventually, I was flying a reasonable holding pattern, and my instructor used her best ATC voice to clear me for the approach. Got tied up with descending, forgot the approach checks until I got a gentle reminder from my instructor. Just about finished the checks in time and put the flaps down as I was about to turn inbound - totally unprepared to handle the change of attitude as the flaps went down at the same time as turning, and nearly stalled. (Instructor later advised me not to put flaps down so early - sounds like good advice.) Got in a complete mess sorting everything out, seriously overshot my assigned altitude, then got in a mess fixing that and overshot my heading. Finally got everything sorted out, and was so relieved that I just forgot to keep working. Bust my MDH (lucky it wasn't a real approach), and was completely unprepared for the missed procedure. When we got to the missed approach point, although I knew my outbound radial, I didn't have the OBS set up. Neither did I have any idea what radial I'd be heading back to the VOR on. I was vaguely aware that something was supposed to happen at 7 DME, but I didn't know what.
I now realised exactly what is meant when people talk about being "behind the aeroplane". This was the first time since doing circuits for my PPL that I really felt like I couldn't fly.
After the second approach, we headed back home (at least I was familiar with the let-down procedure that we use to get visual before entering the White Waltham ATZ - I flew it better than I'd flown the previous approach, but still needed lots of prompting). And then I flew a visual approach followed by a pretty nice landing. Nice landings are quite rare when I'm tired, so it seems like I'm getting over the "absolutely knackered after every session" stage that ChiSau talks about, so that's something at least.
My plan before my next lesson is two-fold. First of all, fly the approach again on MS Flight Sim. And secondly, look over a load of approach plates, and fly them in my head - paying special attention to setting up nav-aids, OBSs, heading bugs and so on. Might even have a go at flying a few different approaches on Flight Sim if I get a chance.
The flying part is becoming second nature very quickly. The rest of it is going to take a bit of work!
FFF
-------------
After a couple of weeks off, I had another IMC lesson on Saturday. Actually had two lessons booked. Arrived nice and early despite the appaling weather. Agreed with instructor that we'd brief two lessons, and then see if the weather had improved. So we talked about partial panel and unusual attitudes, and then about approaches.
Everything sounded easy and logical. We sat down with the VOR/DME plate for runway 02 at Southampton, and briefed it very thoroughly since it was going to be my first attempt at an approach. We didn't actually go to EGHI - instead, we planned to fly the appraoch at a safe height above Compton VOR/DME.
Briefing over, and the viz was still too bad to consider taking off, even IFR. So we moved to the bar, and chatted over a Diet Coke and some food. Then, early afternoon, my instructor noticed the vis was improving, and said she was happy to go if I was. It wasn't good enough for the partial panel and unusual attitude work, but we could do the approach first.
It was now a couple of hours since the briefing, but everything was still fairly fresh in my head. Pre-flighted and took off, and flew to the VOR. And that's when the good stuff ended.
We did a parallel entry to the hold, which went completely wrong because I completely overshot the assigned radial, and spent the whole of the inbound leg trying to get back onto it again. Flew around the hold a few times, with every time getting slightly better. Eventually, I was flying a reasonable holding pattern, and my instructor used her best ATC voice to clear me for the approach. Got tied up with descending, forgot the approach checks until I got a gentle reminder from my instructor. Just about finished the checks in time and put the flaps down as I was about to turn inbound - totally unprepared to handle the change of attitude as the flaps went down at the same time as turning, and nearly stalled. (Instructor later advised me not to put flaps down so early - sounds like good advice.) Got in a complete mess sorting everything out, seriously overshot my assigned altitude, then got in a mess fixing that and overshot my heading. Finally got everything sorted out, and was so relieved that I just forgot to keep working. Bust my MDH (lucky it wasn't a real approach), and was completely unprepared for the missed procedure. When we got to the missed approach point, although I knew my outbound radial, I didn't have the OBS set up. Neither did I have any idea what radial I'd be heading back to the VOR on. I was vaguely aware that something was supposed to happen at 7 DME, but I didn't know what.
I now realised exactly what is meant when people talk about being "behind the aeroplane". This was the first time since doing circuits for my PPL that I really felt like I couldn't fly.
After the second approach, we headed back home (at least I was familiar with the let-down procedure that we use to get visual before entering the White Waltham ATZ - I flew it better than I'd flown the previous approach, but still needed lots of prompting). And then I flew a visual approach followed by a pretty nice landing. Nice landings are quite rare when I'm tired, so it seems like I'm getting over the "absolutely knackered after every session" stage that ChiSau talks about, so that's something at least.
My plan before my next lesson is two-fold. First of all, fly the approach again on MS Flight Sim. And secondly, look over a load of approach plates, and fly them in my head - paying special attention to setting up nav-aids, OBSs, heading bugs and so on. Might even have a go at flying a few different approaches on Flight Sim if I get a chance.
The flying part is becoming second nature very quickly. The rest of it is going to take a bit of work!
FFF
-------------
Join Date: Sep 2002
Location: London, UK
Posts: 778
Likes: 0
Received 0 Likes
on
0 Posts
Very interesting FFF. Personally I found flying approaches on a simulator good practise for gaining familiarity with a particular approach, but not for the overall nature of flying an instrument approach. Not sure how clear that is - what I mean is that if I knew I'd subsequently be flying a particular approach in real life I'd do it a few times on the sim as this would help me later when visualising what was going on when I couldn't actually see anything. But it didn't help me learn to prioritize, or remember to do certain checks, or start the stopwatch, or make radio calls etc. I think this is because these things don't have any consequence in the comfort of your living room or your study. As such, using something like RANT is perhaps better for this kind of practise, because then you concentrate purely on the procedure.
As another personal observation, I don't think studying loads of approach plates is a good idea. When you become more experienced you get better at picking up the salient details, but in the early stages of learning I think it is helpful to just concentrate on as few key items (outbound track, DME at which to commence the turn, inbound track, descent points, etc.). as you can get away with. Otherwise it all gets away from you and, as you've found, once that happens it is harder to get back on top of it.
But don't get disheartened. It is all too easy to get fixated on something and it screws up everything else. I remember my instructor starting to raise his voice when he had asked me to go around and I was concentrating so hard on the glideslope. He ended up saying "You are diving at the runway", which when I looked up I realised was true. Another time when I was doing a go-around I called ATC to tell them but was still thinking so hard about the final stages of the approach that I didn't let go of the PTT after making the radio call. I just sat there, frozen with my finger pushed down. Turns out it was only for a couple of seconds but it seemed like ages. And then, after a while, all that just stopped happening and I started to relax and enjoy it.
As another personal observation, I don't think studying loads of approach plates is a good idea. When you become more experienced you get better at picking up the salient details, but in the early stages of learning I think it is helpful to just concentrate on as few key items (outbound track, DME at which to commence the turn, inbound track, descent points, etc.). as you can get away with. Otherwise it all gets away from you and, as you've found, once that happens it is harder to get back on top of it.
But don't get disheartened. It is all too easy to get fixated on something and it screws up everything else. I remember my instructor starting to raise his voice when he had asked me to go around and I was concentrating so hard on the glideslope. He ended up saying "You are diving at the runway", which when I looked up I realised was true. Another time when I was doing a go-around I called ATC to tell them but was still thinking so hard about the final stages of the approach that I didn't let go of the PTT after making the radio call. I just sat there, frozen with my finger pushed down. Turns out it was only for a couple of seconds but it seemed like ages. And then, after a while, all that just stopped happening and I started to relax and enjoy it.
Join Date: Apr 2002
Location: Dorset
Posts: 902
Likes: 0
Received 0 Likes
on
0 Posts
FFF - welcome to the club! When I was trying to learn IMC, my brain used to get fried and I was just dishwater after a 1 - 2 hr IMC session. For most of my IMC training, I was in genuine IMC (no foggles used at all) and for some sessions, I didn't see a horizon from about 300ft AAL until on finals. I started to get the hang of it, but then had a break due to some issues with the club I was at. I also found that having 3 different instructors (not my choice!) and minimal ground brief / de-brief was not a good way to do it. I used to fly straight through the localiser beam (when told to report 'localiser established', call 'beacon outbound' when I was on the final hold and all sorts of poo like that!).
I must get back and current with it - a 3 year break means I'm probably back to square one.
I must get back and current with it - a 3 year break means I'm probably back to square one.
Official PPRuNe Chaplain
Join Date: Apr 2001
Location: Witnesham, Suffolk
Age: 80
Posts: 3,498
Likes: 0
Received 0 Likes
on
0 Posts
MSFS is nothing like the real thing, but it's a lot better than nothing, and it has the advantage that you can stop it at any point, and work out what's gone wrong and why.
I use a variety of approach plates from all sorts of places, and fly ILS, back-course, NDB, VOR, VOR-A, DME arc, and the like at various Florida airfields. Set everything to fully realistic, set the cloudbase to 50 feet above whatever is the MDA for the approach you're doing, and plan to go around on one out of two anyway (just use an MDA 100 feet above the plate "for lack of practice").
I used to do lots of that before each IMC renewal test, and never had a problem. Now, I strive to keep the FAA IR current, so do lots of simulated IFR in the aeroplane. That's better but more expensive...
I use a variety of approach plates from all sorts of places, and fly ILS, back-course, NDB, VOR, VOR-A, DME arc, and the like at various Florida airfields. Set everything to fully realistic, set the cloudbase to 50 feet above whatever is the MDA for the approach you're doing, and plan to go around on one out of two anyway (just use an MDA 100 feet above the plate "for lack of practice").
I used to do lots of that before each IMC renewal test, and never had a problem. Now, I strive to keep the FAA IR current, so do lots of simulated IFR in the aeroplane. That's better but more expensive...
Flying an approach can get a bit like the proverbial 'alligators & swamp draining' scenario ie it can be difficult to prioritise. Single Pilot approaches is very like a one armed paper hangar!
One way to keep your mind focused on the next most important thing is to continually self brief the most important info. I use & teach 'T.A.A.': Track Altitude Aid.
Track: Next direction of turn, HDG or Tr. to intercept, set HDG bug/OBS if possible.
Note: 'tracks' are to be intercepted. Headings to be held.
Altitude: Next target altitude + next altitude limit
Aid: Flags away (VOR/ILS) / Ident OK (NDB) + set/tuned if a change is necessary. Of course, given enough boxes then you'd make sure these were all set prior to commencing the approach.
This would be done as soon as you've got yourself established on each preceding leg ie prior to each turn or as each limit is reached then repeated until the next data set takes over.
Some various examples, swapping a various things along the way:
Sector 1 entry: "Next: RIGHT turn. Head 180 (set hdg bug) outbound 1 minute. Not below 4000. Ident OK."
Once that's exececuted: "Next: RIGHT turn. Track 360 inbound. Not below 4000. Flags away."
etc etc on each straight leg.
Inbound, ready for the approach. If not ready go round & round & round the holding pattern until you are!:
"Next: LEFT turn, track 349 outbound 1 min 30., Descend 2500. Flags away."
Established outbound: "Next: LEFT procedure turn. Track 169 inbound. Not below 1800 until 6 DME. MDA 750. Flags away"
Established inbound: "Missed: RIGHT turn at 1 DME HDG 030 (set bug) to track 123 inbound (xyz aid). Climb 4000. Flags away."
etc etc. The idea is to keep uppermost in your mind the next most important information.
It's what I was taught, still practice & teach. It might work for you.
One way to keep your mind focused on the next most important thing is to continually self brief the most important info. I use & teach 'T.A.A.': Track Altitude Aid.
Track: Next direction of turn, HDG or Tr. to intercept, set HDG bug/OBS if possible.
Note: 'tracks' are to be intercepted. Headings to be held.
Altitude: Next target altitude + next altitude limit
Aid: Flags away (VOR/ILS) / Ident OK (NDB) + set/tuned if a change is necessary. Of course, given enough boxes then you'd make sure these were all set prior to commencing the approach.
This would be done as soon as you've got yourself established on each preceding leg ie prior to each turn or as each limit is reached then repeated until the next data set takes over.
Some various examples, swapping a various things along the way:
Sector 1 entry: "Next: RIGHT turn. Head 180 (set hdg bug) outbound 1 minute. Not below 4000. Ident OK."
Once that's exececuted: "Next: RIGHT turn. Track 360 inbound. Not below 4000. Flags away."
etc etc on each straight leg.
Inbound, ready for the approach. If not ready go round & round & round the holding pattern until you are!:
"Next: LEFT turn, track 349 outbound 1 min 30., Descend 2500. Flags away."
Established outbound: "Next: LEFT procedure turn. Track 169 inbound. Not below 1800 until 6 DME. MDA 750. Flags away"
Established inbound: "Missed: RIGHT turn at 1 DME HDG 030 (set bug) to track 123 inbound (xyz aid). Climb 4000. Flags away."
etc etc. The idea is to keep uppermost in your mind the next most important information.
It's what I was taught, still practice & teach. It might work for you.
Join Date: Apr 2002
Location: Location: Location:
Age: 53
Posts: 1,110
Likes: 0
Received 0 Likes
on
0 Posts
Tinst... sounds good might try it on my next student.
If I can just chuck in some of my own 2p's.
A lot of IFR flying is very repetative and most peoples problems are concerned with an initial lack of mental capacity. To
Fly reasonably accurately
Run Checks & tasks
Fly procedurally - thats to say the tracking/height profile combination.
A lot of this can be taken care of with the 7 dwarfs!!!!
That is to say at 11pm on a Friday Evening after having sunk 7 pints and somebody asks you to name them all you immediately without any delay say"happygrumpysleepysneezydopeybashfuldoc".
The ability to recall repetative info and respond to it is a key to good IFR flying, it frees up capacity to fly the airplane.
Learn the checks/repetative tasks and dont forget to ask for ice!!
Hour 9 sounds about right for it starting to make some sense
happy flying
If I can just chuck in some of my own 2p's.
A lot of IFR flying is very repetative and most peoples problems are concerned with an initial lack of mental capacity. To
Fly reasonably accurately
Run Checks & tasks
Fly procedurally - thats to say the tracking/height profile combination.
A lot of this can be taken care of with the 7 dwarfs!!!!
That is to say at 11pm on a Friday Evening after having sunk 7 pints and somebody asks you to name them all you immediately without any delay say"happygrumpysleepysneezydopeybashfuldoc".
The ability to recall repetative info and respond to it is a key to good IFR flying, it frees up capacity to fly the airplane.
Learn the checks/repetative tasks and dont forget to ask for ice!!
Hour 9 sounds about right for it starting to make some sense
happy flying
Why do it if it's not fun?
Join Date: Jul 2001
Location: Bournemouth
Posts: 4,779
Likes: 0
Received 0 Likes
on
0 Posts
Wow, thanks for the advice everyone! I think I have RANT somewhere, but I've never played with it - will check it out at the next available chance.
Tinstaafl, your advice sounds particularly good, as it's pretty much the same conclusions I'd come to myself, only much more formalised. Will definitely give that one a go. (Incidentally, was at my parents' last night, and mum insisted on watching University Challenge. Finally discovered what "Tinstaafl" means. And all this time I thought it was just a random bunch of letters!)
Cheers,
FFF
----------------
Tinstaafl, your advice sounds particularly good, as it's pretty much the same conclusions I'd come to myself, only much more formalised. Will definitely give that one a go. (Incidentally, was at my parents' last night, and mum insisted on watching University Challenge. Finally discovered what "Tinstaafl" means. And all this time I thought it was just a random bunch of letters!)
Cheers,
FFF
----------------