If this is your first visit, be sure to check out the FAQ by clicking the link above. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below. |
|
|
Thread Tools | Display Modes |
#21
|
|||
|
|||
"Michael" wrote in message om... "Mike Rapoport" wrote Wow! I can't believe all the posts recommending ways of disabling the ADF! Why not? Once you buy into the idea that an instrument rating isn't actually very useful in the sort of airplane he will be flying, and is just a piece of paper to get, it makes all the sense in the world. Disabling the ADF makes the piece of paper easier to get. Depending on where he lives and flys, it could be very useful. I learned to fly in SoCal where there is a lot of benign IMC. I agree that there are also some places where IMC can never be flown safely without a lot of equipment. Dumbing down the test so that you can pass it is not a good idea and that philosophy is not going to make anyone good at anything. Except passing tests. I like the idea of using a flightsim to practice. I do too, especially since you can (a) stop the action to think while you're coming up to speed and (b) get a track showing what you did immediately afterwards. I also think that NDB approaches are the second-best exercise in situational awareness available - NDB holds are the first. Once situational awareness is mastered, it actually takes very little time to learn NDB approaches. Thus my advice is this - focus on knowing where on the approach plate you are, every minute. Know where the wind is coming from. It's perfectly legitimate to draw a wind arrow on the approach plate once you figure out the wind, and it can make visualizing your correction easier. Remember, the procedure turn is not cast in stone. You can go more than a minute outbound before turning 180, and if there's a stiff headwind from that direction you probably should. How many degrees you should lead your turn onto the FAC becomes obvious when you keep wind and distance from the beacon in mind. Keep in mind that heading, bearing (absolute and relative), course, and track are all different things. Know the differences. Once you get to that point, you won't need the rules, the mnemonics, the tricks, or any of the rest of that garbage. The corrections will become intuitive. Thus I have a suggestion about the best way to use flight sim. If you are not sure what the needle is telling you or how to correct, DON'T GUESS. Stop the action and figure it out, then start again. You will find that with time, you will not need to stop anymore. At that point, start doing them in the plane. I think you will discover that a couple of hours is all it will take to become proficient. Michael I agree. Mike MU-2 |
#22
|
|||
|
|||
My instrument ticket has been very useful to me. Even in my little arrow.
In fact, it looks like I may be using it for my trip from vegas to phoenix this weekend with the weather we have been having. Michael wrote: "Mike Rapoport" wrote Wow! I can't believe all the posts recommending ways of disabling the ADF! Why not? Once you buy into the idea that an instrument rating isn't actually very useful in the sort of airplane he will be flying, and is just a piece of paper to get, it makes all the sense in the world. Disabling the ADF makes the piece of paper easier to get. Dumbing down the test so that you can pass it is not a good idea and that philosophy is not going to make anyone good at anything. Except passing tests. I like the idea of using a flightsim to practice. I do too, especially since you can (a) stop the action to think while you're coming up to speed and (b) get a track showing what you did immediately afterwards. I also think that NDB approaches are the second-best exercise in situational awareness available - NDB holds are the first. Once situational awareness is mastered, it actually takes very little time to learn NDB approaches. Thus my advice is this - focus on knowing where on the approach plate you are, every minute. Know where the wind is coming from. It's perfectly legitimate to draw a wind arrow on the approach plate once you figure out the wind, and it can make visualizing your correction easier. Remember, the procedure turn is not cast in stone. You can go more than a minute outbound before turning 180, and if there's a stiff headwind from that direction you probably should. How many degrees you should lead your turn onto the FAC becomes obvious when you keep wind and distance from the beacon in mind. Keep in mind that heading, bearing (absolute and relative), course, and track are all different things. Know the differences. Once you get to that point, you won't need the rules, the mnemonics, the tricks, or any of the rest of that garbage. The corrections will become intuitive. Thus I have a suggestion about the best way to use flight sim. If you are not sure what the needle is telling you or how to correct, DON'T GUESS. Stop the action and figure it out, then start again. You will find that with time, you will not need to stop anymore. At that point, start doing them in the plane. I think you will discover that a couple of hours is all it will take to become proficient. Michael |
#23
|
|||
|
|||
Richard
some parts of the country do not have many NDB's, The two around me that I know of are both are in different states. Utah and california, so I really get no use out of my ADF. I do have the garmin 430 and I kept the ADF and DME for backup but as I said, I never get the opportunity to use it. An approach certified GPS will do you alot more good then the ADF. Richard Hertz wrote: Wow - I finally read something worth reading on this newsgroup. Thanks Michael. (And for once I am not being facetious!) I don't have an adf in my plane - I wish I did. I have just two VOR receivers. An ADF would get me into a bunch of other places and it is nice to have the extra functionality. (especially like LOMs) "Grumman 123, LOM inbound" "huh?" "Michael" wrote in message om... "Mike Rapoport" wrote Wow! I can't believe all the posts recommending ways of disabling the ADF! Why not? Once you buy into the idea that an instrument rating isn't actually very useful in the sort of airplane he will be flying, and is just a piece of paper to get, it makes all the sense in the world. Disabling the ADF makes the piece of paper easier to get. Dumbing down the test so that you can pass it is not a good idea and that philosophy is not going to make anyone good at anything. Except passing tests. I like the idea of using a flightsim to practice. I do too, especially since you can (a) stop the action to think while you're coming up to speed and (b) get a track showing what you did immediately afterwards. I also think that NDB approaches are the second-best exercise in situational awareness available - NDB holds are the first. Once situational awareness is mastered, it actually takes very little time to learn NDB approaches. Thus my advice is this - focus on knowing where on the approach plate you are, every minute. Know where the wind is coming from. It's perfectly legitimate to draw a wind arrow on the approach plate once you figure out the wind, and it can make visualizing your correction easier. Remember, the procedure turn is not cast in stone. You can go more than a minute outbound before turning 180, and if there's a stiff headwind from that direction you probably should. How many degrees you should lead your turn onto the FAC becomes obvious when you keep wind and distance from the beacon in mind. Keep in mind that heading, bearing (absolute and relative), course, and track are all different things. Know the differences. Once you get to that point, you won't need the rules, the mnemonics, the tricks, or any of the rest of that garbage. The corrections will become intuitive. Thus I have a suggestion about the best way to use flight sim. If you are not sure what the needle is telling you or how to correct, DON'T GUESS. Stop the action and figure it out, then start again. You will find that with time, you will not need to stop anymore. At that point, start doing them in the plane. I think you will discover that a couple of hours is all it will take to become proficient. Michael |
#24
|
|||
|
|||
"Mike Rapoport" writes:
Wow! I can't believe all the posts recommending ways of disabling the ADF! While restoring our plane, my partner (working on his CFI) and I (working on my Private) discussed ways of making check rides easier. When I was working on my Instrument, we talked about ways to get rid of the ADF so I wouldn't be required to do the dreaded NDB approach. Turned out that I came to enjoy NDB approaches (after getting some advice on how to fly them from my Purdue ground school instructor) and really looked forward to doing one for the check ride. That didn't work though. The plane I was able to use did not have a functioning ADF. I was bummed. No, I'll probably never have to fly one for real, but I still like NDB approaches - partially because there's so much room for error built into them. --kyler |
#25
|
|||
|
|||
Jeff wrote
My instrument ticket has been very useful to me. Even in my little arrow. It seems like my attempt at subtle humor (at the expense of some posters) fell flat for lack of understanding. Yes, at times an instrument rating can be useful, even in a light single. I've actually made a couple of business trips IFR that couldn't legally be done VFR in a TriPacer - and that's about as little as it gets; way smaller and less capable than an Arrow. It may not be the rule, but it can happen. My point is that those of us who actually use our instrument ratings for flying weather that can't be flown VFR on a regular basis have a fundamentally different outlook on getting the ticket than those who rarely use the rating in anger. We understand that passing the checkride is just a relatively trivial adjunct to learning the necessary skills for surviving in the weather, and it would simply never occur to us that someone who needs to disable an instrument to pass the checkride has any business flying weather in the first place. Therefore, I made the implicit assumption that anyone recommending that course of action must have already bought into the idea that an instrument rating wasn't something you use to fly in weather. But it's just not funny if you have to explain it. Michael |
#26
|
|||
|
|||
You totally misunderstood my point. I thought the person I was responding
to was commenting on the laziness of people and the general push towards just getting by rather than learning how to fly. I did not say anything about how ADF is better than GPS or something similar. A GPS probably could get me to more places legally, but do I really want to do a GPS approach rather than a precision approach at a bigger airport? I don't think so. The ADF in my plane would allow me to get to a few places that have NBS for missed approaches, and the like - I know I can substitute a GPS, but I learned how to fly without needing the pretty pictures to tell me where I am. "Jeff" wrote in message ... Richard some parts of the country do not have many NDB's, The two around me that I know of are both are in different states. Utah and california, so I really get no use out of my ADF. I do have the garmin 430 and I kept the ADF and DME for backup but as I said, I never get the opportunity to use it. An approach certified GPS will do you alot more good then the ADF. Richard Hertz wrote: Wow - I finally read something worth reading on this newsgroup. Thanks Michael. (And for once I am not being facetious!) I don't have an adf in my plane - I wish I did. I have just two VOR receivers. An ADF would get me into a bunch of other places and it is nice to have the extra functionality. (especially like LOMs) "Grumman 123, LOM inbound" "huh?" "Michael" wrote in message om... "Mike Rapoport" wrote Wow! I can't believe all the posts recommending ways of disabling the ADF! Why not? Once you buy into the idea that an instrument rating isn't actually very useful in the sort of airplane he will be flying, and is just a piece of paper to get, it makes all the sense in the world. Disabling the ADF makes the piece of paper easier to get. Dumbing down the test so that you can pass it is not a good idea and that philosophy is not going to make anyone good at anything. Except passing tests. I like the idea of using a flightsim to practice. I do too, especially since you can (a) stop the action to think while you're coming up to speed and (b) get a track showing what you did immediately afterwards. I also think that NDB approaches are the second-best exercise in situational awareness available - NDB holds are the first. Once situational awareness is mastered, it actually takes very little time to learn NDB approaches. Thus my advice is this - focus on knowing where on the approach plate you are, every minute. Know where the wind is coming from. It's perfectly legitimate to draw a wind arrow on the approach plate once you figure out the wind, and it can make visualizing your correction easier. Remember, the procedure turn is not cast in stone. You can go more than a minute outbound before turning 180, and if there's a stiff headwind from that direction you probably should. How many degrees you should lead your turn onto the FAC becomes obvious when you keep wind and distance from the beacon in mind. Keep in mind that heading, bearing (absolute and relative), course, and track are all different things. Know the differences. Once you get to that point, you won't need the rules, the mnemonics, the tricks, or any of the rest of that garbage. The corrections will become intuitive. Thus I have a suggestion about the best way to use flight sim. If you are not sure what the needle is telling you or how to correct, DON'T GUESS. Stop the action and figure it out, then start again. You will find that with time, you will not need to stop anymore. At that point, start doing them in the plane. I think you will discover that a couple of hours is all it will take to become proficient. Michael |
#27
|
|||
|
|||
"Richard Hertz" wrote in message . net...
You totally misunderstood my point. I thought the person I was responding to was commenting on the laziness of people and the general push towards just getting by rather than learning how to fly. I did not say anything about how ADF is better than GPS or something similar. A GPS probably could get me to more places legally, but do I really want to do a GPS approach rather than a precision approach at a bigger airport? You make it clear this is a rhetorical question, but I'd like to point out that quite often in some parts of the country, the answer is "yes", for many reasons. For example, if you have a choice between flying a GPS approach into an airport 20 minutes drive from your destination, or an ILS into a bigger airport 2 hrs drive away, what do you really want to do? If you have a choice between being based at a smaller airport where you can afford hangar rent and typically be the only one shooting the GPS approach, or a nearby bigger airport where you can be #7 for the ILS, what do you really want to do? Similar considerations apply to other NP vs precision approaches -- except that these days NDBs at smaller airports are often woefully ill-maintained and not NOTAM'd OTS as often as they really are. Of course, if you can afford any hangar rent at any airport and you only fly into major metropolitan areas bristling with precision approaches, these considerations don't apply to you Cheers, Sydney |
#28
|
|||
|
|||
I was told to pull the breaker and label it "INOP". But I need to learn
how to use what is in my plane so I'll learn the proper way to use the ADF. Trip In article , says... Ben Jackson wrote: I made my first big IFR mistake. I fixed my intermittant ADF with only a few more hours of training to go until my checkride. My glorious plan to label it INOP (making it an expensive combination multi-channel timer and partial panel heading memory aid) has been thwarted by a little tuner cleaner on the card edge connector and the socket on the tray. A small part of me was hoping that the aluminum swarf that someone rained down on it while modifying the panel (which I removed a while ago without fully fixing the problem) had killed it for good. Anyone have any good NDB approach tips and tricks? Yes. Practice, practice, practice! :-) Matt |
#29
|
|||
|
|||
|
Thread Tools | |
Display Modes | |
|
|
Similar Threads | ||||
Thread | Thread Starter | Forum | Replies | Last Post |
Correcting Poly-Brush mistake | Craig Foster | Home Built | 31 | November 23rd 03 01:55 PM |