Organizational Skills Required During Instrument Flight

I fly with two of these.
I write down every frequency change. It's not a big deal and on the return
flight it's nice to have all the frequencies written down so you know what
to expect.

I don't fly ifr that much. I always consider those radios (vor's and an
ndb) as primary navigation. It's a simple matter to to glance at the gps
(396) to verify. If you are a student, I would suggest a 396 and spend a
bit of time learning it. You can quickly load the approaches and
graphically see what atc is doing. Otherwise, during training, I found that
I was just blindly following vectors without really visualizing. After
doing the approaches for a while, you will start to anticipate atc. I now
fly practice approaches without the gps.

I like my old panel. 2 vor's, 1 ils, adf, vaccum and electric attitude, and
396 with weather. As long as you really understand how to use a vor, the
rest is just repetative procedures that will become second nature.

wrote in message
oups.com...
snip
Unfortunately, not with KX-170B's. :-(

snip

On Feb 19, 10:18 am, "dlevy" wrote:
I fly with two of these.
I write down every frequency change. It's not a big deal and on the return
flight it's nice to have all the frequencies written down so you know what
to expect.

I don't fly ifr that much. I always consider those radios (vor's and an
ndb) as primary navigation. It's a simple matter to to glance at the gps
(396) to verify. If you are a student, I would suggest a 396 and spend a
bit of time learning it. You can quickly load the approaches and
graphically see what atc is doing. Otherwise, during training, I found that
I was just blindly following vectors without really visualizing. After
doing the approaches for a while, you will start to anticipate atc. I now
fly practice approaches without the gps.

I have a Lowrance 2000C, but you can't load the approaches directly.
However the waypoints are depicted, and it's valuable to see where you
are (while being vectored) in relation to the FAF. I've only done
this so far while acting as a safety pilot, and found that ATC
continued to vector us inside the FAF on one occasion. OK for
practice, but not so good if we were in real IMC!

Visualization is sure tough (for me) without the GPS. The Garmin 396
(or 496) with weather is on my wish list!

I like my old panel. 2 vor's, 1 ils, adf, vaccum and electric attitude, and
396 with weather. As long as you really understand how to use a vor, the
rest is just repetative procedures that will become second nature.

I've read an interesting article about an alternative way to interpret
the VOR. Has anyone read Joe Campbell's IFR diary, or this article:
http://www.campbells.org/Airplanes/VOR/vor.html ? If so, what did you
think?

wrote in message

oups.com...

snip
Unfortunately, not with KX-170B's. :-(

snip

Andrew Sarangan taught me how to use a vor. My instructor told me a million
times but reading Mr. Sarangan's article seemed very clear to me. Mr.
Campbell's is similar.

wrote in message
oups.com...
snip
I've read an interesting article about an alternative way to interpret
the VOR. Has anyone read Joe Campbell's IFR diary, or this article:
http://www.campbells.org/Airplanes/VOR/vor.html ? If so, what did you
think?

dlevy wrote:
You can quickly load the approaches and
graphically see what atc is doing. Otherwise, during training, I found that
I was just blindly following vectors without really visualizing. After
doing the approaches for a while, you will start to anticipate atc. I now
fly practice approaches without the gps.


It took me a while to figure out that those seemingly arbitrary vectors were
actually just corresponding to downwind, base and final legs... just a lot wider
pattern. Eureka!



--
Mortimer Schnerd, RN
mschnerdatcarolina.rr.com

On Feb 19, 11:03 am, "Mortimer Schnerd, RN"
mschnerdatcarolina.rr.com wrote:
dlevy wrote:
You can quickly load the approaches and
graphically see what atc is doing. Otherwise, during training, I found that
I was just blindly following vectors without really visualizing. After
doing the approaches for a while, you will start to anticipate atc. I now
fly practice approaches without the gps.

It took me a while to figure out that those seemingly arbitrary vectors were
actually just corresponding to downwind, base and final legs... just a lot wider
pattern. Eureka!

--
Mortimer Schnerd, RN
mschnerdatcarolina.rr.com


Eureka is right! I have never thought of vectoring in those terms!
Thanks!

How many folks use a kneeboard?

I do. Zuluworks Zuluboard with binder rings, so that approach plates go
in there, too. I take them out to the yoke clip when I know which one I
need. I put STARs, Approaches and SIDs in one plastic pocket each. The
Zulupad form is nicely tailored too IFR flying, too.

What kind of timer (analog or digital stopwatch) do you use, and where
do you put it?

The ASA stopwatch. I know, it's expensive and kitchen timers do the
trick. But I use the ASA timer for holds, approaches, fuel tank
switching and getting "the time" both in Zulu and local. All that in one
gimmick - that's worth the money to me. It goes on the velcro top of the
ASA yoke clip I use. It does cover part of the panel, but one can easily
work around it.

Where do you keep the charts, approach plates, and
scratch paper?

Kneeboard and the side pocket in our plane, right by the knee. That's
where the laminated checklists go, too. I clip them to the yoke until
take-off, because that's when there is much to read.

How many people write down every clearance, heading,
altitude and frequency change?

Full clearances, yes. Headings, altitudes, transponder codes and freqs,
no, unless they are part of a clearance I'm writing down anyway (CRAFT
is a nice acronym for that: Clearance limit, Route, Altitude, Freq,
Transponder). But we have a transponder with buttons.

How do you keep from dropping your pen
(or pencil)? Is it on a string? Where do you put in when not in
use? Velcro? Your pocket?

The Zuluboards have these nice big pen holder pockets. Really neat, they
work well in turbulence. For dropping protection, I have several pens in
those pockets.

One thing I haven't figured out yet is where to put the handheld backup
GPS (we have a Garmin 430 in the plane). I would NEVER fly without at
least a handheld GPS in IMC (if there is none in the panel - if there
is, I still like the backup). The cost of that safety device has become
trivial, with the Lowrance Airmap 500 or 600c. One can put it on the
yoke, and I would if it were my primary GPS, to have it in the scan. But
in my set-up, it then gets obscured by anything on the yoke clip.


--
Thomas Borchert (EDDH)

On Feb 19, 6:00 am, Thomas Borchert
wrote:
How many folks use a kneeboard?

I do. Zuluworks Zuluboard with binder rings, so that approach plates go
in there, too. I take them out to the yoke clip when I know which one I
need. I put STARs, Approaches and SIDs in one plastic pocket each. The
Zulupad form is nicely tailored too IFR flying, too.

I haven't tried using a kneeboard yet, but the Zuluworks one you
describe sure sounds handy! I'll check out their website.

What kind of timer (analog or digital stopwatch) do you use, and where
do you put it?

The ASA stopwatch. I know, it's expensive and kitchen timers do the
trick. But I use the ASA timer for holds, approaches, fuel tank
switching and getting "the time" both in Zulu and local. All that in one
gimmick - that's worth the money to me. It goes on the velcro top of the
ASA yoke clip I use. It does cover part of the panel, but one can easily
work around it.

I've been leaning toward an analog stopwatch, just for the
simplicity. Maybe after I have my rating, I can graduate to a full
blown ASA with all the bells and whistles!

Where do you keep the charts, approach plates, and
scratch paper?

Kneeboard and the side pocket in our plane, right by the knee. That's
where the laminated checklists go, too. I clip them to the yoke until
take-off, because that's when there is much to read.

Good idea!

How many people write down every clearance, heading,
altitude and frequency change?

Full clearances, yes. Headings, altitudes, transponder codes and freqs,
no, unless they are part of a clearance I'm writing down anyway (CRAFT
is a nice acronym for that: Clearance limit, Route, Altitude, Freq,
Transponder). But we have a transponder with buttons.

I'm not there yet, since my short term memory seems to be impaired
while wearing the IQ reducer (foggles). In the mean time, I have to
(or should) write everything down.

How do you keep from dropping your pen
(or pencil)? Is it on a string? Where do you put in when not in
use? Velcro? Your pocket?

The Zuluboards have these nice big pen holder pockets. Really neat, they
work well in turbulence. For dropping protection, I have several pens in
those pockets.


One thing I haven't figured out yet is where to put the handheld backup
GPS (we have a Garmin 430 in the plane). I would NEVER fly without at
least a handheld GPS in IMC (if there is none in the panel - if there
is, I still like the backup). The cost of that safety device has become
trivial, with the Lowrance Airmap 500 or 600c. One can put it on the
yoke, and I would if it were my primary GPS, to have it in the scan. But
in my set-up, it then gets obscured by anything on the yoke clip.

--
Thomas Borchert (EDDH)

I've been thinking about handheld GPS placement also (after the
checkride). I've been using the yoke so far (VFR flying), but I think
having the approach plates directly in your scan may be more
important. I've thought about using the industrial strength suction
cup attached to the side window Lowrance includes (for cars).


Thanks!

I've been using the yoke so far (VFR flying), but I think
having the approach plates directly in your scan may be more
important.

Well, actually, my CFII insisted that after a proper approach briefing
you shouldn't really need to look at the plate much anymore. Certainly
not enough to warrant a need to have it in your scan. The minimum
altitudes should be memorized, as well as the first part of the missed.

I've thought about using the industrial strength suction
cup attached to the side window Lowrance includes (for cars).

Yep, the RAM mount suction cups will certainly work.

--
Thomas Borchert (EDDH)

Thomas Borchert wrote:
Well, actually, my CFII insisted that after a proper approach briefing
you shouldn't really need to look at the plate much anymore. Certainly
not enough to warrant a need to have it in your scan. The minimum
altitudes should be memorized, as well as the first part of the missed.

Depends. On a vectored ILS, there's only one altitude you need to remember
(the DA). Most of us can probably handle remembering one number.

But, not all approaches are that simple. I would never trust myself to
remember two or three stepdown fixes and the altitudes for each. Brief the
approach to make sure you understand what you need to do, but keep the
plate handy to find the exact number each time I cross a fix.

This is another place where the GPS really reduces workload. Many
non-precision approaches these days have vertical guidance. Just follow
the needle down like it's an ILS. Now you're back to remembering a single
number.

As far as memorizing the fist part of the missed, that's easy. I haven't
seen one yet that didn't being with "climb".

As far as memorizing the fist part of the missed, that's easy. I haven't
seen one yet that didn't being with "climb".

Approaches into a mountain usually have a missed that starts "climb and
turn". That second part is probably important too.

Jose
--
Humans are pack animals. Above all things, they have a deep need to
follow something, be it a leader, a creed, or a mob. Whosoever fully
understands this holds the world in his hands.
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