IFR training need help!?

Question

Preparing for the approach , I'm having trouble staying ahead of the plane when it comes to my check list.Also the A's and M's and T's I don't know where to or when to use them. I'm constantly running late trying to tune in Nav/Com freqs. fly the plane and talking to So Cal approach. If there is a system to help I would really appreciate any help

Answer 1

Michael, when was training for the instrument I too had this problem for a while, Sticky notes solves the problem of time twist, etc. problem,
I had them every where. Another thing that helped was to
brief the approach (AGAIN(orally) 10 miles out from the IAF, this give you plenty of time and you will be better prepared for ;the approach. Get slowed down a little early if traffic permits,(advise atc) and get the airplane squared away, (checklist)then you can concentrate on the approach...
Only experience will make communicating while flying the plane second nature, dont sweat this one it WILL become eaiser simply by osmosis

I suggest you get a copy of Rod Machado's Instrument Pilots Survival Manual. He offers a unique method of imparting knowledge to the instrument student.. Well woth the bucks
I have a feeling a read of this will help to solve this learning plateu you have reached.

I assure you, you will enjoy his book alot more than the dry FAA hand books I am always hounding you to read!

Been in any actual yet?????

Answer 2

I would suggest that you become very familiar with whatever approach plates you are using, either NOS or Jepps. They are generally laid out in fairly standard ways.

You will find most of your common radio and nav freqs. on them. You should be able to glance at an approach plate and find the information relevant to your approach.

Relax. Approach is there to help you as well as everyone else flying in their system. You should know your airplane by heart before you try the approach. Use the GUMP checklist (gas, undercarriage, mixture, prop) as applicable--and I would use it even if you are flying a fixed-gear, fixed pitch airplane.

Practice this on the ground in your cockpit with everything turned off. Always from an approach plate. Every time you fly an approach remember what you did right and what you did wrong, and review it.

Unless you are flying a very high performance aircraft you have time to do everything. If you are flying with an instructor, and you certainly would have to be, have him drill you on the ground with the procedures.

Practice is the best way to handle this. On the ground there is no pressure, no fear of finding the ground the hard way, and you can ask questions.

If I can do it you can do it. Not familiar with the A's the M's and T's, but if an instructor taught you those have him or her drill you on the procedures. Use your instructor. Best training aid available.

And again, relax. The airplane will land, one way or another. You can make the landing a good one.

Answer 3

Ah yes. Staying ahead of the airplane. A problem we all have. I used to fly with a guy who was so far behind the airplane, if we crashed, he wouldn't get hurt. HAHAHAHAHA. Seriously though, you are not alone. We also call this situational awareness and it will be the single most important thing you can master as an aviator. I don't care how good a stick and rudder man somebody is, if he can't do the situational awareness headwork in the cockpit, I've got no use for him as a pilot.

The technique that I've tried to perfect for almost four decades is to always look for that next thing to do. Whatever it is. Even before you need to do it. For instance, if we're flying from New York to Oakland, I might pull out the arrival and approach charts for Oakland while we're over Denver, a full hour and a half before we'll begin descent. As soon as I hear over the ATIS which approach and runway are in use, I get the approach briefing done and set up any radios that I can. One of the keys is to anticipate what ATC is going to do next. Pay attention to what they are saying not only to you but what they are telling other pilots. And those other pilots can help you too especially if you are in trail of them. If things seem busy and delays are occuring, slow down now if you can so you won't hurry into the mess. Maybe things will thin out by the time you get there. And always have the next checklist completed long before you need it or at least as much as possible. For instance, we often call for the before landing checklist, "down to the gear" several miles out on the approach. The approach bug on the airspeed indicator is set, the tower frequency is put into the preset window on the comm radio, the outer marker tone is adjusted, landing lights are on, go around power is bugged on the epr. Now all we have to do crossing the outer marker is lower the gear and select full flaps and fly the airplane. There's no simple answer to your question as you can see. But if you ever find yourself with nothing to do in the cockpit, ask yourself, "Why am I not busy?"

Answer 4

Use the wire check.

W- weather check the atis to where your going to shoot the approach

I - Instruments. Check your instrument gauges, altimeter setting, DG and compass alignment.

R- Radios and Radials . Make sure you have tuned in all the frequencies you will need for the approach the ILS or the VOR, the missed approach all the frequencys you can use and that you have selected the radials you will need for the approach or for the missed approach.

E- Enviorment - Read the approach plate tune in all frequencies and read the minumum altitudes and the missed approach procedures.

Do everything ahead of time.. check all your instruments and radios and make sure no one is riding for free put them all to work. And dial in every frequency you might need, for the approach and the missed approach, tower or CTAF or ARTCC frequencies.

One thing that helped me a lot is practicing approaches in the MS FLight Simulator.

I had a bad day in the sim at school doing NDB approaches. That night I spent a couple of hours doing the approaches in my sim at home, you pause it to think over what you are doing and until i nailed them. Next day I schooled my instructor. It helps a lot.

Good luck man, IFR is the best way to fly, and Im pretty sure that with a little practice youll be shooting approaches like the pros.

Suerte =)

Answer 5

I have no idea what the "A" "M" "T" is or any of the acronyms. When I was instructing instrument students, one of the early exercises would be for them to fly a pattern/diagram that I would draw out on a piece of paper and give to the student prior to the flight and that the student would refer to in flight. We would do it on as many consecutive flights as needed and I had 2 or 3 versions of varying complexity.This was intended to be early training for the use of instrument procedures charts (approach plates and STAR/DP charts). The patterns required turns to specific headings, constant rate climbs, descents, airspeed changes, etc. One was rectangular or at least quadrangular in shape, with different turns, (rates of) climbs, (rates of) descents, airspeeds happening in each of the 4 corners, and with ( possibly different) timing required for each of the 4 legs. This would involve multi-tasking, scanning, control of the aircraft, and complying with the diagram/pattern. (From an instructional standpoint, these exercises were similar in purporse to the ground reference maneuvers which are done with primary students before the traffic pattern is introduced.) I might also have simulated that I was ATC and required the student to communicate with me appropriately. I mention all of this because perhaps you could benefit from such exercises. It sounds as if you haven't done much of that. It also does not sound as if you are studying the approach charts in advance of the flight. In the real world, you know in advance which airport you are going into, unless a diversion is needed, and you should have a planned alternate for that. You also have a pretty good shot at knowing which approach you'll likely get. (Except for larger airports with many approaches, parallel runways/approaches, etc., and my guess is you're not flying into those airports now.) Particularly at your experience level, including some chart review prior to the flight is a good idea. By the way, all of my instrument students passed their practical tests on the first attempt.