Quote:
Originally Posted by Planespotta
Nailed it!!! He almost had nothing to comment on.
Ewfflyer, I had the ride yesterday with Dillman. Departed 23 direct VAGES to hold NW on V24 (picked up EON within 1 mile of VAGES  ). 2 turns in the hold, departed for an ILS 10. Missed hdg 360 up to 2300. Unusual attitudes out to the east of BVT, then turned to intercept the 5 DME arc to the 060 radial. Full panel VOR-A, missed out to RESAW & 2600 for a partial panel GPS 10. He failed my AI & HSI, so I went down to LNAV mins (#2 GPS isn't a WAAS GPS).
The big things I learned from the ride & training:
- Hold using the most accurate means possible . . . that may mean using the OBS function on the GPS to hold at an intersection where VOR reception is inconsistent (if legal, set the GPS to get DME from one of the VORs to identify the intersection - DO NOT go "direct" to the intersection because you could easily get confused)
- Expect failures, but still use all available equipment (e.g., why hold using crossing radials b/c you expect a nav failure when you could hold using the GPS & tune in the other VOR just in case you have a failure?)
- Tiny power adjustments
- As said before, brief possible equipment failures for the approaches and know how they'll impact minimums so you're not fumbling around with your charts during the final approach phase.
Thanks for all your help and encouragement. Now I get 2 weeks' "rest" before the commercial ride. |
Congratulations! That's one of the toughest rides you will ever face. The only one that topped that, in my book, was the CFI ride. Sounds like you did great.
I do have to disagree with your last item about briefing possible equipment failures, however. Changing your game plan and minimums during an approach is a dangerous thing. If something breaks during the approach, your best course of action is to go missed, start the briefing over with the new situation, and try again.
I apply the same thinking to the glide slope failure during an ILS becoming a localiser approach. I don't like it. I think it's safer to go missed, take your time briefing it again, and start over. You are far too likely to mess up the approach or hit something if you are half-briefing/half-flying after the FAF.
Just food for thought.
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