On Thu, 02 Nov 2006 12:59:30 GMT, "Roy N5804F"
wrote:


I am training for my Instrument ticket.
My CFII has a strong belief that during training we fly on actual IFR flight
plans and in IMC as much as possible.
He tells me where we are going and my task is to plan the route, file the
IFR plan and fully brief him, before getting my own clearance.

Other than the first time in actual he had me flight plan, file, and
go. (The only briefing was where we goin'?) How'd ja file? Direct,
airways, or direct nav aids. He knew I liked to go direct from one
VOR to the next, or use the RNAV offsets for long haul direct. That's
someting you don't hear much in clearances any more.

One time coming back out of OSH the VOR was out at Manitawak (or how
ever you spell it) I just took a guess at the distance from green bay
and filed GRB 180 at 20 or 30 or what ever it was.

I also get to decide which instrument approach to request at the destination
airport.
Wherever possible we are flying in IMC and then I get the chance to take the
hood off.
If we cannot find IMC altitudes, I keep the hood on for the entire flight

We used to just ask for non cardinal altitudes if they were available.
I think we were only refused once.

after passing 500ft until down to Minimums at the destination airport.
He allows some, but not continual, use of the single axis autopilot which is
coupled to the GNS530 via a roll steering convertor.
In fact these flights are achieving objectives for both of us.
For me - I am training for my Instrument ticket, for my CFII - He is getting
help from me in using the GNS530 as a full flight management tool.
When I get my ticket, for sure I will pretty familier with working in the
System [and in IMC], but it is a steep learning curve doing it this way !


Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com