Personally, I would just have a SIMPLE aircraft checklist with:
- Before Taxi (Avionics Power On, let the engine warm up, Run up, set configuration, bug speeds if you need to.)
- Taxi (Check brakes. Flight Instruments - monitoring for proper indication in turns. That is all...you should be spending 99.99999999% of your time heads up eyes outside while moving on the ground.)
- Before Takeoff (Flight controls free and correct, pitot heat on, transponder ALT and lights should suffice. Come up with a logical order for that stuff. Think of how your hand could flow. Does it go right to left? Transponder, lights, pitot heat? Maybe the other way. Pitot heat, lights, transponder? What works best for you?)
- After takeoff (Gear Up, Flaps Up, Landing Light Off. That's about it.)
- Cruise (Power, Mixtures, Monitor Fuel. That's it.)
- Approach (Brief Approach. Bug your speed again. I can't think of a whole lot more.)
- Before Landing (Gear down and locked. Brakes checked. Mixtures and props where you want them. Boost pump if it is called for in your airplane. That's it.)
- After Landing (Once clear of the runway... Lights, Pitot Heat, Transponder, Flaps. That's it.)
- Shutdown (Anything else you need to do after you land before you shut 'er down.)
All simple, one or two word items and simple responses. This isn't Cessna's "How to fly the 172" Checklist. This is a CHECK list. You've done something and now you're CHECKING to make sure you did the right stuff.
As for the IFR stuff, don't over-complicate this. Anything you need to do is right on the chart. Read it top to bottom, left to right. Jepp calls it the "Briefing Strip" and NOS/NACO seems to be moving towards that information presentation also. Go with it. You'll be surprised how much information is really on the chart.
What do I
really need to know:
- Nav-Aid Frequency
- Inbound Courses (any turns?)
- Altitude at the top (FAF)
- Altitude at the bottom (MDA)
- Field Elevation or TDZE (I'll explain).
- What do I do if I miss? (First heading, first altitude normally cuts it).
In a pinch, I can fly the procedure with just that information...and I have. When I was using NOS charts at the last company, I can't tell you how many times in turbulence the book has fallen on the floor coming past the marker. Do the checklist, make the procedure simple, fly the plane, don't sweat the little stuff. If you have a yoke clip and the loose charts (or Jepps), that becomes a little less of a concern.
As for identifying stuff...
When you dial it in (reading it off of the chart), ID it right then. If you notice on the plan view there's a marker beacon, go ahead and hit the MB button. First thing you need to know is what the weather is doing. Fortunately, they get that right...ASOS/AWOS/ATIS is the first box on the chart. So you'll know what the wx is. At the bottom of the plate, it tells you what you need ("I need 1/2 mile vis and I have 3/4, so here we go..."). There's two different depictions for the Missed approach. If you don't like the pictures, read the text. Same thing.
One thing to try...don't just go along saying "Okay missed is straight ahead to 1800' then a right turn to the VOR at 2900' and hold."
Try... "Missed approach is runway heading to 1800' (and bug it), then a climbing right turn roughly a 320 heading at 2900' direct to the VOR and hold. Looks like a teardrop entry will work."
On your way down, keep reminding yourself.
"1000' to minimums, on LOC, on GS, Ref + ___, missed is runway heading to 1800'"
"...500' to minimums, on LOC, quarter dot high on GS, ref + ___, missed is runway heading to 1800'"
"Minimums, approach lights in sight, continuing to (TDZ or Field elevation +100'....that's why I want to know it). Missed is runway heading to 1800'"
"(TDZ + 100'), runway in sight. Landing."
-or-
"Minimums (or TDZ + 100'). Nothing in sight. Missed approach is runway heading to 1800'. Set maximum power (and from there do your go around procedure)....."
Try to keep it simple, and one last checkride specific tip. Pretend that the DPE isn't a pilot. He's never even been in an airplane. He's the hot chick you met at the bar last week. You're taking her to your summer place and your only concern is getting the plane down the approach safely so you can spend all week with her (and maybe 2-3 of her best friends, if that's what you need to really buy into the situation...whatever works for you). She doesn't know if you're 1/2 dot left of the LOC or ref + 8 or if you floated 300' down the runway. All she knows is that you got her there safely, so you obviously flew the procedure correctly and you're a skygod. Now "take (her) to bed or lose (her) forever."
Seriously. Try it. I live that fantasy every 6 months.
Get to it, man! We're all counting on you!
-mini
PS
TAKE YOUR TIME! The ride isn't a race. If you're holding and you just aren't happy with your preparation for the next approach, ask for another turn. That's perfectly acceptable. I did it on my ATP ride, in an interview and on my last 135 PC in the sim, too. No one ever cares. You're exercising good judgment and not rushing through things.
Now, three deep breaths and go get that chick to your summer place for a trip to headboard heaven!!! G'luck!