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kellwolf · June 12th, 2004, 10:12

First off, like everyone else congrats. That ride was a headache for me, and I REALLY enjoy just flying around IFR now.

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had one radio tuned to the ILS for the ILS approach and the other VOR radio tuned to neighboring VOR for the upcoming VOR approach. After the ride he said to tune both radios to the localizer for confirmation vs. just letting the VOR needle dangle around. What do you think of this. I listened to every nav. aid id...

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Don't agree. If you ID it, it should be good. I use the second VOR reciever for SA when being vectored for the airport. I know where I am, what radial I'm on, so if the controller screws up, I can say something. If your nav flag comes out on the LOC, then I'd switch 'em.

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Also... I fly my approaches at 100kts. in a 172. He's a 737 captain and wanted me to configure at the FAF fix (he said this after the ride). I continue to fly at 100kts and then when I'm 300 ft. above DA or MDA I decrease power from about 1750 to 1350. I don't trim (in case I have to go missed) and just increase back pressure and the plane slows. Once I have the runway then add flaps. If I never see runway don't add flaps and I'm all set to go missed. What do you think about configuring i.e. adding flaps etc. at the FAF vs. closer in? It would make sense in a 737 or whatever when your approach speed is screaming but in a 172 that would take forever to get multiple approaches in.

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Not sure on this one, but this is what I do: 100 kts to the FAF, call FAF power back, 90 kt, 10 degrees of flaps, start the descent. No more flaps until I have the runway in sight, but I DO use the trim. Why make my life harder than it already is. If I'm in IMC flying a precision approach, the last thing I want to do is continue holding back pressure and exhausting myself.

June 12th, 2004, 10:12	#6
kellwolf Old Skool Join Date: Jun 2003 Location: Memphis, TN Posts: 14,335	Re: Instrument ride passed First off, like everyone else congrats. That ride was a headache for me, and I REALLY enjoy just flying around IFR now. [ QUOTE ] had one radio tuned to the ILS for the ILS approach and the other VOR radio tuned to neighboring VOR for the upcoming VOR approach. After the ride he said to tune both radios to the localizer for confirmation vs. just letting the VOR needle dangle around. What do you think of this. I listened to every nav. aid id... [/ QUOTE ] Don't agree. If you ID it, it should be good. I use the second VOR reciever for SA when being vectored for the airport. I know where I am, what radial I'm on, so if the controller screws up, I can say something. If your nav flag comes out on the LOC, then I'd switch 'em. [ QUOTE ] Also... I fly my approaches at 100kts. in a 172. He's a 737 captain and wanted me to configure at the FAF fix (he said this after the ride). I continue to fly at 100kts and then when I'm 300 ft. above DA or MDA I decrease power from about 1750 to 1350. I don't trim (in case I have to go missed) and just increase back pressure and the plane slows. Once I have the runway then add flaps. If I never see runway don't add flaps and I'm all set to go missed. What do you think about configuring i.e. adding flaps etc. at the FAF vs. closer in? It would make sense in a 737 or whatever when your approach speed is screaming but in a 172 that would take forever to get multiple approaches in. [/ QUOTE ] Not sure on this one, but this is what I do: 100 kts to the FAF, call FAF power back, 90 kt, 10 degrees of flaps, start the descent. No more flaps until I have the runway in sight, but I DO use the trim. Why make my life harder than it already is. If I'm in IMC flying a precision approach, the last thing I want to do is continue holding back pressure and exhausting myself.