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Organizational Skills Required During Instrument Flight
What methods do you deploy? How many folks use a kneeboard? What
kind of timer (analog or digital stopwatch) do you use, and where do you put it? Where do you keep the charts, approach plates, and scratch paper? How many people write down every clearance, heading, altitude and frequency change? How do you keep from dropping your pen (or pencil)? Is it on a string? Where do you put in when not in use? Velcro? Your pocket? I've read the books, but I just wonder how people cope in real life. Rod Machado talks about using a clipboard (with extra clips on the 3 other sides) in his excellent training manual. This seems like a good idea to me. Steve PP ASEL Instrument student |
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Organizational Skills Required During Instrument Flight
First and most important rule: Keep It Simple Stupid (KISS)! The more complex of an organizational method you have, the more likely it is to fail. I do use a kneeboard, with a pen holder on it. On the kneeboard is some scratch paper, and usually the enroute chart I'm using at the moment. I have a digital kitchen timer on the yoke for timing approaches along with a simple clip below it for holding the approach plate in use. That way, I don't have to divert my eyes too far from my scan when checking the approach plate. Do I write down every single clearance? No. Not if it's simple, like "turn left to heading 270, descend and maintain 5,000". I also don't usually write down approach clearances because you usually know what approach they're going to give you ahead of time, and the last thing I want do to during the approach phase of flight is take my attention away from the panel. That said, sometimes those approach clearances can get fairly complex and it may be worth jotting down the pertinent info. For departure clearances, I have a sheet of blank paper on which I write "CRAFTS" vertically along the left side for "Clearance, Route, Altitude, Frequency, Transponder, Special" that I can fill in when given my clearance. Keep your cockpit clutter to a minimum, and keep things as simple as possible. The purpose of cockpit organization is so that you can focus on the important things, like flying the airplane. -- Dane In article . com, wrote: What methods do you deploy? How many folks use a kneeboard? What kind of timer (analog or digital stopwatch) do you use, and where do you put it? Where do you keep the charts, approach plates, and scratch paper? How many people write down every clearance, heading, altitude and frequency change? How do you keep from dropping your pen (or pencil)? Is it on a string? Where do you put in when not in use? Velcro? Your pocket? I've read the books, but I just wonder how people cope in real life. Rod Machado talks about using a clipboard (with extra clips on the 3 other sides) in his excellent training manual. This seems like a good idea to me. Steve PP ASEL Instrument student |
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Organizational Skills Required During Instrument Flight
On Feb 18, 9:33 pm, (Dane Spearing) wrote:
First and most important rule: Keep It Simple Stupid (KISS)! The more complex of an organizational method you have, the more likely it is to fail. I do use a kneeboard, with a pen holder on it. On the kneeboard is some scratch paper, and usually the enroute chart I'm using at the moment. I have a digital kitchen timer on the yoke for timing approaches along with a simple clip below it for holding the approach plate in use. That way, I don't have to divert my eyes too far from my scan when checking the approach plate. Do I write down every single clearance? No. Not if it's simple, like "turn left to heading 270, descend and maintain 5,000". I also don't usually write down approach clearances because you usually know what approach they're going to give you ahead of time, and the last thing I want do to during the approach phase of flight is take my attention away from the panel. That said, sometimes those approach clearances can get fairly complex and it may be worth jotting down the pertinent info. For departure clearances, I have a sheet of blank paper on which I write "CRAFTS" vertically along the left side for "Clearance, Route, Altitude, Frequency, Transponder, Special" that I can fill in when given my clearance. Keep your cockpit clutter to a minimum, and keep things as simple as possible. The purpose of cockpit organization is so that you can focus on the important things, like flying the airplane. -- Dane In article . com, wrote: What methods do you deploy? How many folks use a kneeboard? What kind of timer (analog or digital stopwatch) do you use, and where do you put it? Where do you keep the charts, approach plates, and scratch paper? How many people write down every clearance, heading, altitude and frequency change? How do you keep from dropping your pen (or pencil)? Is it on a string? Where do you put in when not in use? Velcro? Your pocket? I've read the books, but I just wonder how people cope in real life. Rod Machado talks about using a clipboard (with extra clips on the 3 other sides) in his excellent training manual. This seems like a good idea to me. Steve PP ASEL Instrument student I had an excellent instructor tell me about the CRAFTS acronym almost 5 years ago, but I had forgotten all about it! Ethyl was in her 80's and flew during WWII with the WASPs. She had both airplane and helicopter instrument instructor ratings. She must not have weighed more than 90 lbs, and had to sit on a pillow to see out. But she would smack you on the right leg if you weren't using enough rudder! In her day she taught most of the pilots in our town how to fly, but Lord help you if you were on her bad side! She finally retired about 2 years ago, and moved out of town with her daughter. We miss her. I agree with KISS principle. I'm hearing a lot of good ideas here. My trouble for now is when I put on the IQ reducer (a.k.a. foggles) my short term memory (and long term, and computing ability) tends to go south, so if I don't write everything down I start doubting myself halfway through that turn or altitude change (did he say a heading of 240 or 250?). I like the idea of using bugs and unused navigation equipment to note the numbers. Thanks! |
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Organizational Skills Required During Instrument Flight
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Organizational Skills Required During Instrument Flight
On Feb 18, 9:42 pm, C J Campbell
wrote: On Sun, 18 Feb 2007 18:33:49 -0800, wrote (in article . com): What methods do you deploy? How many folks use a kneeboard? What kind of timer (analog or digital stopwatch) do you use, and where do you put it? Where do you keep the charts, approach plates, and scratch paper? How many people write down every clearance, heading, altitude and frequency change? How do you keep from dropping your pen (or pencil)? Is it on a string? Where do you put in when not in use? Velcro? Your pocket? I've read the books, but I just wonder how people cope in real life. Rod Machado talks about using a clipboard (with extra clips on the 3 other sides) in his excellent training manual. This seems like a good idea to me. Sure it is. Lots of pilots use the clipboard with great success. Personally, I just put everything into a 3 ring binder in the order that I will use it. The binder has a clip on it to hold the approach plate. I do not use a kneeboard. I use the clock in the airplane for a timer. If things are not in use they go in the pocket behind the right seat. I put approach plate binders, en route charts, etc. usually on the floor between the seats. I do not write everything down. Instead I use bugs to remind me of things if I need it. I write down my initial clearance and sometimes the clearance for approach if it is complicated. Otherwise, I have better things to do than to stick my head down in the cockpit. What I do write down goes on a small spiral notepad that fits in my pocket. My ideal flying togs would have pencil holders on the shirt sleeve, like AF flight suits have. I always enlist the aid of the right seat passenger to help with paper handling. It helps to keep them from getting board during the flight. -- Waddling Eagle World Famous Flight Instructor |
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Organizational Skills Required During Instrument Flight
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Organizational Skills Required During Instrument Flight
On Feb 18, 9:46 pm, Roy Smith wrote:
wrote: What methods do you deploy? How many folks use a kneeboard? What kind of timer (analog or digital stopwatch) do you use, and where do you put it? Where do you keep the charts, approach plates, and scratch paper? How many people write down every clearance, heading, altitude and frequency change? How do you keep from dropping your pen (or pencil)? Is it on a string? Where do you put in when not in use? Velcro? Your pocket? In real life, I use the other seat as my desk. If somebody is sitting on my desk, they get to hold charts, hand me things, etc. If I'm flying solo, my flight bag goes on the seat with everything I need in it. That generally means sectional or en-route chart, one or more book of approach plates (I use the bound NOS books), and a small spiral notebook which I use for copying clearances, and as a rough logbook. You can never have enough pens, and at night, you can never have enough flashlights (I'm partial to the 2-AA MiniMaglight. The kneeboard thing might make sense in a single-seat fighter, but I don't fly single-seat fighters. I used to have nice little Radio Shack timers that I would velcro to the yoke. Now, I suppose I've gotten lazy and/or spoiled, but I've got count-down timers built into the GPS I use, but most of the time I don't even use a timer, since the GPS tells you when you're at the MAP, and draws you a picture of every hold and procedure turn that you can just follow the purple line. If I really do want to time a minute, I usually find the easiest thing to do is glance at my watch, and just keep going until the same number of seconds is showing in the display as the first time. Does any of that meet some PTS-inspired concept of best practices? I have no idea, but it's what I do in real life and it seems to work. Charts (be they a sectional or an en-route) tend to get wedged into a corner of the windshield. I write down my initial clearance, and any re-routes I get in the air. Assigned headings just get dialed right into the heading bug (whether I'm using the AP or not). For altitude assignements, I'll generally just turn the #2 OBS to it (i.e. for "climb and maintain 5000", I'll twist the OBS to 050). I also use the right seat for my desk flying VFR (when not occupied), but I'm not sure the examiner will want to hold my paperwork for me. Once I get past that daunting hurdle, I will enlist my passengers as paperwork holders / runway lights caller outers / and plane spotters. Thanks |
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Organizational Skills Required During Instrument Flight
Roy Smith wrote:
... The kneeboard thing might make sense in a single-seat fighter, but I don't fly single-seat fighters. [Slightly-off-topic] I tried using kneeboards in my (non-IFR) training. I think they would be very good in an center stick airplane, (with or without a right seat), they are a nuisance in the garden variety yoke-equipped ones. Roberto Waltman [ Please reply to the group, return address is invalid ] |
#9
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Organizational Skills Required During Instrument Flight
I use a spiral bound notebook, 5.5 by about 8 inches -- it's easy to
tuck a pencil in the spring. WX info on the top of the sheet, flight plan under that, clearance under that. Ilist frequencies in a column down the extreme right hand edge, fixes with eta, ata, and time over destination down the left hand side. Clearance modifications are recorded as they are given, and approach details make it easy to refer to. You won't find yourself wondering if you were cleared to 3000 or 2000 if you see a down arrow and 3000 written there. The notebook has a rubber band around it, that holds maps, calculators and so on. You simply don't need to have a lot of paper active in the cockpit, this system is a reasonable starting place for you to develop your own way of doing it. The neat thing is each notebook sheet records the details of a flight much better than your log book entry will, and a full notebook, with its 60 pages, can hold easily a hundred flights. I use the back pages for FSS phone numbers, flight plan forms, that sort of thing. No kneeboards for me, at least half my flights are business related and I don't want my suit pants to look like I had something strapped to the leg. Try it even VFR, it works just as well, and you'll notice how easy it is to take notes and the like. You'll probably organize the pad differently than I do, but once you decide on how you want to record things, do it that way all of the time, it will, I promise you, make things a lot easier as you gain experience. Figure out a better way and then tell us about it! wrote: What methods do you deploy? How many folks use a kneeboard? What kind of timer (analog or digital stopwatch) do you use, and where do you put it? Where do you keep the charts, approach plates, and scratch paper? How many people write down every clearance, heading, altitude and frequency change? How do you keep from dropping your pen (or pencil)? Is it on a string? Where do you put in when not in use? Velcro? Your pocket? I've read the books, but I just wonder how people cope in real life. Rod Machado talks about using a clipboard (with extra clips on the 3 other sides) in his excellent training manual. This seems like a good idea to me. Steve PP ASEL Instrument student |
#10
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Organizational Skills Required During Instrument Flight
On Feb 18, 9:48 pm, "Tony" wrote:
I use a spiral bound notebook, 5.5 by about 8 inches -- it's easy to tuck a pencil in the spring. WX info on the top of the sheet, flight plan under that, clearance under that. Ilist frequencies in a column down the extreme right hand edge, fixes with eta, ata, and time over destination down the left hand side. Clearance modifications are recorded as they are given, and approach details make it easy to refer to. You won't find yourself wondering if you were cleared to 3000 or 2000 if you see a down arrow and 3000 written there. The notebook has a rubber band around it, that holds maps, calculators and so on. You simply don't need to have a lot of paper active in the cockpit, this system is a reasonable starting place for you to develop your own way of doing it. The neat thing is each notebook sheet records the details of a flight much better than your log book entry will, and a full notebook, with its 60 pages, can hold easily a hundred flights. I use the back pages for FSS phone numbers, flight plan forms, that sort of thing. No kneeboards for me, at least half my flights are business related and I don't want my suit pants to look like I had something strapped to the leg. Try it even VFR, it works just as well, and you'll notice how easy it is to take notes and the like. You'll probably organize the pad differently than I do, but once you decide on how you want to record things, do it that way all of the time, it will, I promise you, make things a lot easier as you gain experience. Figure out a better way and then tell us about it! wrote: What methods do you deploy? How many folks use a kneeboard? What kind of timer (analog or digital stopwatch) do you use, and where do you put it? Where do you keep the charts, approach plates, and scratch paper? How many people write down every clearance, heading, altitude and frequency change? How do you keep from dropping your pen (or pencil)? Is it on a string? Where do you put in when not in use? Velcro? Your pocket? I've read the books, but I just wonder how people cope in real life. Rod Machado talks about using a clipboard (with extra clips on the 3 other sides) in his excellent training manual. This seems like a good idea to me. Steve PP ASEL Instrument student I like the idea of a spiral notebook! Not only do you get rid of the loose sheets, you have a built in pencil holder. I'm not sure I understand how you use a rubber band to hold maps, calculators, etc. while you are using it. Do you only use one page for each flight and just open it to that page, or is the rubber band just used for transporting the accessories to the plane? |
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