My Take On Getting Through Primary Instruments (Or How My Fun Meter Is Still Pegged)
OK... I'm finally done primary instruments (and primary), so I figured its about time for my next installment.
Instrument navigation is not hard. Making the plane go where you want it to is alot easier than it seems when you've your head burried in a book. What makes it seem hard is all of the checklists, calculations and procedures coupled with operating the radios... and updating the nav on top of everything else.
ALWAYS UPDATE THE NAV
Navigation should be the center of you sequence of operation, but don't spend more than about 20 seconds or so updating the nav unless absolutely necessary. Basically, as you go through all of your procedures and checklists, keep an eye on the HSI to make sure you're still going where you want to, correct in needed, and go back to the checklist. That way, you get everything done and still hit the point you need to.
Checklists and briefing don't need to go out in one string. I can't count the times I stopped in the middle of an ops or decent check or a field brief to update the navigation. Once you do, remember to go back to the checklist or brief. Same goes for radios. You can stop in the middle of a check to operate the radios.
20 Second Rule
This isn't a mandatory thing, but it helps keep SA and a flow. If you're spending more than 20 seconds on anyone task, you're getting behind in something else. My onwing gave me this advice, and I've found it easier to stay ahead of the plane using it. Its just a method of scanning and task completion.
Think, Key, Speak
Radios will throw you for a loop. Don't sweat it. You'll get better as time goes on and you get more time in the plane.
The key to speaking well on the radios is think, key, speak. Take a half second to think about what you want to say. Key the mike, look for the little "TX" on the RMU and then just say what you thought about and unkey the mike after you finish talking. And stay calm when you talk. If ATC didn't understand or like what you said, they'll call you back and ask for clarification. If you're not sure how to respond, ask the IP.
As far as listening to the radio, listen in parts. For instance, it your callsign is Back314, listen for anything that sounds like "Buck". If you hear it, perk up and listen for the "3-1-4". If you don't hear what you're looking for with your callsign, then go back to whatever it is you were doing. If you do, listen up cuz ATC's got something for you.
If you don't catch what they say, simply ask your IP or ask them to say it again. Try to keep that to a minimum.
Turnpoint Procedures
Know them cold. Know when to give the 2 minutes prior call. Start it about 10 seconds early... I always do. That way, the call is centered around 2 minutes, and it gives you a second to think and get the ETA to the next point easier.
Between the 2-minute call and actually getting to the point is ample time to check fuel and calculate estimated IAF fuel. This really only takes about 20 seconds (if that). Its also a good time to check the chart to make sure you'll have the right navaid tuned up for your next leg and give a sanity check for your intnded heading and course, as well as take a quick look at diverts. All of that will maybe take a minute if that. Don't worry too much about updating the nav inside of the 2-minute call. Little corrections are fine, but big one aren't allowed, and they are pretty much pointless at this time.
You should have the mark on top call pretty much prepped at this point, so the only thing you have to actually calculate is the actual time of arrival, which is as simple as looking at the clock. The first words out of your mouth here should be "Mark on top, turn right (or left) heading ***". Jot down the time and take a sec to make sure the IP is turning the right way. Continue with the call. When you get to the point where you're vebalizing the CDI and navaid switch, make sure you actually do it. If you're switching to a new navaid, it should have been in the secondary, so all you have to do is press the feq switch button and then pull out the nav volume knobber so you can ID the station.
After you go wings level, give the nav a quick update and make your wings level call. You should have calculated that stuff between 2 minutes prior and mark on top, so its no more than just reading off of the jet card. Follow this with an ops check and advise the IP of the nearest divert field.
TIM The Navaid
TIM: Tune, Identify, Monitor. After you tune a navaid, always pull out the nav volume knob and ID it. This saved me twice. Always do it. Its not an MNTS requirement, but it can save you some heartache and headache. It takes 2 seconds and is a good habit.
Staying Ahead Of The Airplane
You're flying at 240 TAS in the T-6 for instrument hops. Prolly a bit faster than most of us are used to. My advice: if you're flying at 220 indicated, think at 260. If you endeavour to stay ahead of the airplane, you'll at the very least be with it.
Staying ahead of the plane means getting stuff done efficiently and early. As an example... don't wait till you're on top of the field to get ATIS. Get it early.. say 80-100 miles out. Or closer if you have a really long leg. Give your field brief the first chance you get after ATIS... but don't forget about the nav and other checklists you have to run.
Basically, you have to develop a flow and a system of cockpit organization. Not having to look for stuff in the cockpit helps alot when developing a flow. And having a good flow helps you stay ahead of the airplane.
In-FLight Briefs
There are a few in flight briefs required of students: field brief and approach brief being the main two. Just follow the acronyms. They help alot. All of the info for the briefs can be found in the approach plates or from ATIS. Give them early.
Terminal Area
This is the one phase of flight that throws students for a loop... myself included on the first couple of flights. Lots of stuff happening really fast. Set yourself up early. This is not the time to be giving a field brief and getting ATIS.
The key to surviving the terminal area is to set yourself up early... navaids, radios, hsi, etc... have your approach plate open to the approach you're shooting and include that in your scan. Always remember.. unless you're on vectors, keep an eye on the nav.
On the aprroach, don't forget about altitude restrictions, decent points, MDA/DH, MAP, timing, and the ton of other stuff you need to keep in the back of your head during the approach.
Briefing Room
Same principles apply here as in contacts, except you're brifeing different stuff. Know your stuff and be confident.
Come in with a plan. You want to be able to sit down with your IP and say "Sir, I need to work on X, Y and Z. Lets do approaches A and B and hold at Navaid C". Also have some alternative in your mind in case you can't shoot your intended approaches. It shows you're taking a proactive approach towards your training and that you show initiative.
Get Ahead, Stay Ahead
You'll fly all pre-planned "canned" routes in primary. You may get to plan a non-standard route, but most likely not. Take a day and plan out the routes (primary and alternate) so that all you have to do the night before in spin up the winds and fuels and the divert/bingo stuff.
That's my take on getting through primary instruments. Its not the end-all be-all for it, and other people will use different techniques. Alot of the stuff is pretty general or stuff that I've found works for me.
I apologize if it sounds like I'm harping on updating the nav alot, the nav is why you're sitting in the back of the T-6. To direct the IP how to get from point a to point b safely and along a certain route. So one last time... update the nav, and update it often.
I select on Friday, and hopefully I'll be staying at VT-4 for intermediate.
Cheers,
Bubba
