Instrument training

On 5/19/05 9:53 AM, in article
, "xxx"
spewed:

I've got about 6 hours now and find it not the slightest bit
fun.

Can anyone remind me why I'm inflicting this on myself?


It will get fun. Once you make an approach that's virtually flawless and
realize later that just a little while ago you wouldn't have had a clue how
to do that, then realize how valuable that skill could be in an emergency,
it will put it all in a new light.

Patience.
--
Jeff 'The Wizard of Draws' Bucchino

Cartoons with a Touch of Magic�
http://www.wizardofdraws.com

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He can't if the plane you are flying is not equipped with an ADF. My 3
approaches were LOC, VOR and ILS.

If it's in the plane, he can ask you to demonstrate it's use.

wrote:

Roy Smith wrote:

Mark Hansen wrote:
I have to wonder, though, if spending any time on NDB skills really
makes sense these days. VOR, yes, but NDB???


Roy,

What are you asking? Am I interpreting my October 2004 ASA PTS wrong?
Can't the examiner choose an NDB IAP?

a.

In article .com,
wrote:

Roy Smith wrote:
Mark Hansen wrote:
I have to wonder, though, if spending any time on NDB skills really
makes sense these days. VOR, yes, but NDB???

Roy,

What are you asking? Am I interpreting my October 2004 ASA PTS wrong?
Can't the examiner choose an NDB IAP?

a.

Not if you don't have an ADF in the airplane :-)

Guillermo wrote:

Flying under IMC rocks.

I've flown my wife in the clouds two really good times. Once we were
cruising just about (and slightly in) a layer. Another time we flew
amongst tiny little buildups.

It was fun to finally share these views with her.

We were "cotton balled" only one. That was kind of dull...but it was fun
when the world reappeared.

- Andrew

xxx wrote:
I've got about 6 hours now and find it not the slightest bit
fun.

Can anyone remind me why I'm inflicting this on myself?


First, a few questions:

1. What is your motivation to obtain the instrument rating?
2. What exactly don't you find to be fun?
3. Have you taken the written?


Matt

Robert Chambers wrote:

Don't worry it gets worse!

That's for sure. I think my low point came at around 20 hours. Seemed
like things would just never come together at the same place and time.


Nothing worth having like this comes without some sweat equity, but it
is worth having and you will make use of it.

Absolutely, assuming the right motivation to begin with.


Matt

Well, now I'm thinking.

Who is authorized to paste an INOP sticker on avionics? And of course
removing the sticker later?

Sure I could remove the ADF. But, I have an RNAV and AP too (the RNAV
contains the localizer converter so it cant be removed).

This could be sweet :-)

a.

Roy Smith wrote:

Mark Hansen wrote:

... of course, I'm only at the beginning (10.4 hours). I'm reasonably
proficient at Attitude Instrument Flying and have just started on
VOR/NDB nav, so we'll see how I feel when things really start popping.


Kudos to your instructor for making sure you've got BAI down pat
before moving onto navigation. If you've still got to give any real
thought to holding heading and altitude, it's too early to move onto
other stuff. I think a lot of instructors push straight on to
approaches before the student is really ready.

I have to wonder, though, if spending any time on NDB skills really
makes sense these days. VOR, yes, but NDB???


Well, one reason is that it shows pretty quickly if you REALLY can hold
a heading, altitude and do some simple mental math simultaneously! :-)

I agree that spending a lot of time on NDB approaches is probably a
waste, but I still think learning to navigate accurately using an ADF is
good basic training.


Matt

Robert M. Gary wrote:

I live near Sacramento. After my IR I took the family down to Monterey
in the middle of summer. Not only was it great to get out of the heat
of the valley, but Monterey is almost always IMC in the middle of
summer. My first actual IMC was solo (with the family) in a rented
Bonanza flying the ILS in actual in Monterey. Not sure I would do it
that way again.

I did my first alone one a business trip to Logan. I figured I only
wanted to kill myself if I screwed up. I don't think I'd recommend
making a first IFR flight into an airport the size of Logan, however, at
least I was flying into improving weather and it ended up being even
better than forecast by the time I arrived.


Matt

Guillermo wrote:

"Andrew Gideon" wrote in message
online.com...

xxx wrote:

If you're lucky, once you get far enough into the training, you'll spend
more time in actual. That's not only good training, but also time free of
the foggles.


Yea, flying under the foggles sucks.
Flying under IMC rocks. And you got to fly IMC if you want to realize how
worthless our sense of balance is without visual reference. I had read about
it before, but it wasn't until I flew IMC till I realized how much our
senses suck in that respect.



I took a lot of my training at night (it was in the winter in the
northeast) and many nights I really didn't need much view limiting ...
especially when it was snowing. :-) I found learning at night made it
much easier to fly in IMC in the day. If you can fly and read the
charts in the dark, doing same during the day is a piece of cake.


Matt