Shot my first ILS

[Murdoughnut]

Went up with my safety pilot (a fellow JC'er) and flew to Ocala to do a practice ILS under the hood. I've practiced ILS approaches on FS and IP Trainer numerous times, but this was my first time in the plane. I entered a 14 DME arc - went as far as 14.7 away from the VOR (although I need to work on this, this was actually much better than I had done on the simulator). Overshot the localizer slightly and kinda did some small S turns around it until about 600' when I seemed to be locked onto it pretty good. Took off the hood at DH and poof! - there it was.

I know, not much of an announcement, but it's been awhile since I've done anything new in an airplane. I definitely look forward to the challenge of flying one in actual conditions.

[akaFlyboy 4]

Congrats, I am excited to start my Instrument Rating and look forward to those challenges.

[Murdoughnut]

Originally Posted by akaFlyboy 4

Congrats, I am excited to start my Instrument Rating and look forward to those challenges.

Yeah, I'm trying to build some hood time before starting my actual IR training - but I figured I'd do practice approaches rather than just puddle along on long CCs. I'm hoping to be fairly competant at them before beginning my training.

[SmitteyB]

Originally Posted by Murdoughnut

Yeah, I'm trying to build some hood time before starting my actual IR training - but I figured I'd do practice approaches rather than just puddle along on long CCs. I'm hoping to be fairly competant at them before beginning my training.

I'll give you credit- it's a good idea.

[PGT]

ILS approaches = scary fun

I shot 2 during my PPL training with my instructor.

[cfii2007]

Did you keep the needles in the donut?

[averyrm]

Easiest way to do a DME arc. Intercept the arc, start your turn approximately .5 miles before intercept.

If the DME number gets bigger, turn 10 degrees towards the vor. If it still gets bigger, turn 10 more - etc. If the number gets too small, stay level until it gets bigger again. Tada

[usphsfnp]

Also, if you keep that DME groundspeed at 0, you know you are tracking the arc right on!

[Ian J]

Originally Posted by Murdoughnut

Yeah, I'm trying to build some hood time before starting my actual IR training - but I figured I'd do practice approaches rather than just puddle along on long CCs. I'm hoping to be fairly competant at them before beginning my training.

In my opinion, the best way to get an instrument rating done via part 61 is to do exactly that.

You might want to consider getting 5 or so dual so you have a decent understanding of approaches/ holds, etc. Then get most of your hood time and XC time done with a safety pilot, then go back and get the rest of the dual. Just watch out for the bad habits when you're on your own.

[Murdoughnut]

Originally Posted by Ian J

In my opinion, the best way to get an instrument rating done via part 61 is to do exactly that.

You might want to consider getting 5 or so dual so you have a decent understanding of approaches/ holds, etc. Then get most of your hood time and XC time done with a safety pilot, then go back and get the rest of the dual. Just watch out for the bad habits when you're on your own.

Good idea - thanks!

[exleardriver]

it is fun to get to start working on new phases of training, but i hate to be the lone dissenter for a simple reason..habits. with 60ish signoffs, mostly instrument ratings, i'd say my biggest headache with new instrument students come from those who have 'flown approaches' with 'somebody'. i'd much rather see a fella build balance in his flying skills by doing - and i'm serious - lot's of dead reckoning cross countries. pilots should keep ALL their navigation skills sharp, not just the radio/gps navigation variety. i like pilots who can still fly dead reckoning to within a minute of each checkpoint. they know how to read a sectional very well and how to catch and correct course deviations, which they may not realize it at the time, but that are actually helping to prepare them for instrument work.

i don't teach approaches until i've given several thorough, solid hours of ground on the working of each flight instrument in the 'six pack', the various scans, circle, hub and spoke, workload, inverted-v for catching system failure (electric, gyro and pitot/static). next is a thorough discussion and understanding of the primary/supporting method of teaching and WHY it's important to know..how it helps you..and when. next comes working through the actual instrument procedures on the ground, often in an empty airplane, role-playing. time-building instructors? they ain't gonna wanna. a flight instructor more interested in seeing you learn correctly, efficiently and cost-efficiently? these type will do the ground work with you.

flight? at least 5 hours of basic attitude instrument flight..flight solely by instrument reference. little reason to waste $$ in an airplane if you can't consistently control the airplane without visual reference, while communicating, while managing workload, running checklists, briefing approaches..the whole enchilada. folks who come to me with no instrument training learn far faster than those who have to 'unlearn' improper habits..huge headache.

have your instrument written completed as soon as possible during your training. you'll want to 'peak' at the right time..not have to stop and cram for the written, meanwhile getting stale in your flying.

at any rate, if you do the ground work, learn the rules and the system well, start with basic attitude instrument work, role-play - then learning to fly the approaches well will come much more readily. the place to learn how to do them is on the ground..the place to apply what you've learned is in the airplane. my best wishes and good luck to you..and find a great, patient instructor!

[Ian J]

Originally Posted by exleardriver

it is fun to get to start working on new phases of training, but i hate to be the lone dissenter for a simple reason..habits.

Ahh - you're not a lone dissenter - what you wrote makes perfect sense.

Out of curiosity - what's an average amount of dual (in the plane, in the air) you typically find instrument students need?

[Murdoughnut]

Originally Posted by exleardriver

it is fun to get to start working on new phases of training, but i hate to be the lone dissenter for a simple reason..habits. with 60ish signoffs, mostly instrument ratings, i'd say my biggest headache with new instrument students come from those who have 'flown approaches' with 'somebody'. i'd much rather see a fella build balance in his flying skills by doing - and i'm serious - lot's of dead reckoning cross countries. pilots should keep ALL their navigation skills sharp, not just the radio/gps navigation variety. i like pilots who can still fly dead reckoning to within a minute of each checkpoint. they know how to read a sectional very well and how to catch and correct course deviations, which they may not realize it at the time, but that are actually helping to prepare them for instrument work.

i don't teach approaches until i've given several thorough, solid hours of ground on the working of each flight instrument in the 'six pack', the various scans, circle, hub and spoke, workload, inverted-v for catching system failure (electric, gyro and pitot/static). next is a thorough discussion and understanding of the primary/supporting method of teaching and WHY it's important to know..how it helps you..and when. next comes working through the actual instrument procedures on the ground, often in an empty airplane, role-playing. time-building instructors? they ain't gonna wanna. a flight instructor more interested in seeing you learn correctly, efficiently and cost-efficiently? these type will do the ground work with you.

flight? at least 5 hours of basic attitude instrument flight..flight solely by instrument reference. little reason to waste $$ in an airplane if you can't consistently control the airplane without visual reference, while communicating, while managing workload, running checklists, briefing approaches..the whole enchilada. folks who come to me with no instrument training learn far faster than those who have to 'unlearn' improper habits..huge headache.

have your instrument written completed as soon as possible during your training. you'll want to 'peak' at the right time..not have to stop and cram for the written, meanwhile getting stale in your flying.

at any rate, if you do the ground work, learn the rules and the system well, start with basic attitude instrument work, role-play - then learning to fly the approaches well will come much more readily. the place to learn how to do them is on the ground..the place to apply what you've learned is in the airplane. my best wishes and good luck to you..and find a great, patient instructor!

Thanks - I agree with what you said as well. I've actually been doing my approaches at fields far enough away to qualify as CC trips. I've been using the low-altitude charts (along with the VFR charts) to navigate airways.

I more or less taught myself instrument procedures using the Jeppensen text, Gleim material, IP Handbook, IP Trainer, and Flight Sim. When I had questions about specific approach procedures, I posed them to one of my CFI friends. I'm sure there are plenty of gaps that will be filled in during my training, though.

I realized on my last flight that I do need to work on my scan. I have 10 hours of hood time and fill pretty comfortable without visual references, but I noticed on my last flight that my VOR and altitude deviations were a bit excessive.

And right on about the written - I've actually been studying for it the past four months. I plan to take it in September.

Thanks - I appreciate your insight!

[Brand X]

Originally Posted by Murdoughnut

Went up with my safety pilot (a fellow JC'er) and flew to Ocala to do a practice ILS under the hood. I've practiced ILS approaches on FS and IP Trainer numerous times, but this was my first time in the plane. I entered a 14 DME arc - went as far as 14.7 away from the VOR (although I need to work on this, this was actually much better than I had done on the simulator). Overshot the localizer slightly and kinda did some small S turns around it until about 600' when I seemed to be locked onto it pretty good. Took off the hood at DH and poof! - there it was.

I know, not much of an announcement, but it's been awhile since I've done anything new in an airplane. I definitely look forward to the challenge of flying one in actual conditions.

What commuter airline do you fly for?

[Murdoughnut]

Originally Posted by Brand X

What commuter airline do you fly for?

Now that's funny!

[exleardriver]

Out of curiosity - what's an average amount of dual (in the plane, in the air) you typically find instrument students need?

i've seen it done in 20, but probably 30 on average. and of course i want them to get some actual whenever possible. like you, i'd hate for my student's first actual imc to be solo. i'm really huge on ground before every single flight. i still get paid whether i fly or not, and i'm not building time to go anywhere again..happy to be where i am, so it's actually easier on me..i've got puhlenty of hours in airplanes. i really like to role-play the procedures on the ground in what i call 'hangar flying'. we just sit in the airplane and touch what's appropriate. i play atc and the student plays, well..the student. anyway, this saves time and frustration. the student is happy because they save $$ and have fewer frustrations when trying to do it all in the air. cuts down on the flight time required i'd say by 10 hours easily.