So about XCs

[Theotokos]

It seems these are going to be a challenge.

I just wanted to kind of know what to expect other than a high workload of course? What is the hardest part? Does it take a few trips to really click or can you learn it pretty much on the first trip with your CFI? How easy is it to track of course? How easy is it to get lost? You know, things like that.

[FlySooner9]

funny you should post this today, i took my first solo XC today. Just some words of advice

1, always try to stay calm, try to not get flusterd when something doesn't go right

2, umm deff get flight following cause they'll keep you from doing anything stupid and will give you traffic advisories.

3, dont be affraid to tell people that your a student pilot, i didn't have to today but im sure if i needed help they would have.

4, make sure not to get to busy trying to read your sectional and get way of course and loose or gaine alot altitude,

5, really man just have fun, if yoru like me its something you've been waiting for, for a very long time.

Hope it goes well for ya man, it really is a blast

[Timbuff10]

During my first x/c the hardest part was trying to keep up with the flight plan that i had drawn up. I made my checkpoints like every 5 miles and between trying to use the e-6b and filling in the chart, talking to the FSS and then trying to get flight following and oh yeah flying the plane I got so behind and my altitudes were all way off. Then to top it all off my insturtor had the gall to tell me to look outside too for other traffic. It can be busy but since then I have decided to spread out my points a bit.

I went on two different x/c flights to different airports before heading out on my own and was totally comfortable with it all by then.

As far as getting lost, if you can see at least one of your points during every portion of your flight there shouldn't be a problem in the getting lost dept. If you do, just use your GPS and hit that direct button, match up your tk with your dtk and you will be home in no time.

[Theotokos]

Originally Posted by Timbuff10

During my first x/c the hardest part was trying to keep up with the flight plan that i had drawn up. I made my checkpoints like every 5 miles and between trying to use the e-6b and filling in the chart, talking to the FSS and then trying to get flight following and oh yeah flying the plane I got so behind and my altitudes were all way off. Then to top it all off my insturtor had the gall to tell me to look outside too for other traffic. It can be busy but since then I have decided to spread out my points a bit.

I went on two different x/c flights to different airports before heading out on my own and was totally comfortable with it all by then.

As far as getting lost, if you can see at least one of your points during every portion of your flight there shouldn't be a problem in the getting lost dept. If you do, just use your GPS and hit that direct button, match up your tk with your dtk and you will be home in no time.

Yes, praise GPS. I do not want to use it since I want to learn the old way first, but it is a good backup if you do get lost.

[Theotokos]

You have to full with the E6B while flying? Do you mean the computer type or the what one could aptly call "Amish kind." aka the manual one?

[FlySooner9]

today i had my GPS on but made sure to use my sectional and that "piloting" stuff first so that i could learn it good and be used to it, but i liked haveing the GPS to give me peace of mind that i was doing it all right.

[Theotokos]

Originally Posted by Craig_Davidson

today i had my GPS on but made sure to use my sectional and that "piloting" stuff first so that i could learn it good and be used to it, but i liked haveing the GPS to give me peace of mind that i was doing it all right.

Not a bad idea, because you can teach yourself that way I bet. You look at the GPS and see how you are doing according to that. And use it as a backup of course.

[Timbuff10]

I never used the GPS during my private. I knew direct and enter but that was about it. It was yoke in one hand, and the other hand had the throttle or a chart.

If you are really gung ho, you need your little e6-b slide ruler deal to make some calculations if you need them. You know, how many minutes till the next checkpoint at this airspeed and so on. I really don't think too many people really fly like this though after they get their private done. In fact GPS will do this for you now. GPS is a good backup but learn it the stone-age way first.

[tripleseven]

Originally Posted by Timbuff10

I never used the GPS during my private. I knew direct and enter but that was about it. It was yoke in one hand, and the other hand had the throttle or a chart.

If you are really gung ho, you need your little e6-b slide ruler deal to make some calculations if you need them. You know, how many minutes till the next checkpoint at this airspeed and so on. I really don't think too many people really fly like this though after they get their private done. In fact GPS will do this for you now. GPS is a good backup but learn it the stone-age way first.

I didnt know how to use a GPS, let alone a handheld one, until I got here at Riddle.

[mtsu_av8er]

I've forgotten completely what GPS is . . .

[PanJet]

To get back to your original question a bit, yes it can be a bit overwhelming the first time or two. There can be so many little details that are easy to overlook. However, after a time or two, it'll all start to click pretty easily. As for getting lost, once you get the hang of picking out landmarks by air, it's unlikely you'll get too lost.

Unless you use VOR radials, expect to be a tad bit off of your course now and then. Nothing drastic, just don't expect to be over the top of House A insead of House B across the street. You will find that even with the best calculations that your times, Xwind corrections, headings, etc. will almost never be exact to a single degree or to a second or even minute. There is almost no way to get everything down to an exact number because there are an incredible amount of variables, namely the weather no matter how much we try and predict it.

XC's are so much fun! Hope you have a great one!

[EatSleepFly]

Originally Posted by Theotokos

What is the hardest part?

Staying awake.

[Doug Taylor]

Happens in two-crew aircraft too.

[Timbuff10]

I was and still am always amazed at how accurate we plan everything out on a flight plan and when you actually make the flight how far off everything ends up being.

In a perfect world your flight plan would be the same as your flight but there are just too many variables to take into account to expect them to be the same in the real world. It is what it is though, a plan, and nothing more.

[Chris_Ford]

Originally Posted by Theotokos

It seems these are going to be a challenge.

I just wanted to kind of know what to expect other than a high workload of course? What is the hardest part? Does it take a few trips to really click or can you learn it pretty much on the first trip with your CFI? How easy is it to track of course? How easy is it to get lost? You know, things like that.

Coming up to 2R2 sucka? It's 8 west of IND...

[frog_flyer]

LOL!! gps it it and pretend to use pilotage!!!



not a great idea, cant pull that bullsheet on the checkride

gotta love the d-> direct toooooo button!!!

[SoFlo]

GPS direct. Its like playing a video game, but there is no pause, or reset.

[Timbuff10]

Originally Posted by SoFlo

GPS direct. Its like playing a video game, but there is no pause, or reset.

To reset just hit direct enter enter again

Yeah, no pause though, but there could be a "game over" if it all goes bad.

[SoFlo]

Originally Posted by Timbuff10

Yeah, no pause though, but there could be a "game over" if it all goes bad.

Yea, I try to avoid that screen.

[Windchill]

My instructor always encouraged using flight following ... and being so, one of the few problems I first encountered on cross-country flying was picking out my call sign when being called by Center or Approach. Since I was new to cross-country flying, the workload was so much that it took away some of my sharpness to catch being called over the radio, that my instructor would have to point out that I was just called.

I worried about that when I set off for my solo cross-country flights, but for some reason it all clicked and I was able to catch each time I was called and handle the workload without a problem.

I would say it's much like the initial solo, you're instructor will release you when he knows you can handle the workload.

Just remember to always fly the plane first! Navigation and Communication will only get you but so far if you lose control of the aircraft.

[Swissair]

[quote=Windchill]My instructor always encouraged using flight following ... and being so, one of the few problems I first encountered on cross-country flying was picking out my call sign when being called by Center or Approach. [quote]

This may sound trivial but what really helped me was to, a few flights before the XC, use the same plane and get used to call sign. Also just running through some radio calls for practice using the plane of choice. I know it sounds ridiculous but eventually your only identification problem will be flying another plane with your "favorite" in the air at the same time

[alphaone]

Originally Posted by EatSleepFly

Staying awake.

HA

[alphaone]

Just keep everything in your safety comfort zone, if it starts getting out of the comfort zone box make decisions to put it back in. Also, remeber 121.5 and 7500....you will never be away form a voice

[EatSleepFly]

7500? You wouldn't be far from a couple of escorts!

[Timbuff10]

7700 emergency
7600 lost comms
7500 hijacked
1200 VFR
0000 military intercept
Anything else is assigned by ATC when you are on a flight plan or flight following.