i spoke with a commercial pilot who..........

[turbo]

flys out of nantucket island on a regular basis. they have plenty of fog there to say the least. i was interested in his comments. he said that the easiest way to get in trouble on an approach to minimums is to look up during the approach. when it is going to be a tough approach stay on the guages or glass if you are that lucky until decision height or miss approach point, if you see nothing get out of there. good advice.

 

[terrykohler]

Instrument Flying is a Perishable Skill

Ed:
Good point. A couple more:
1. Practice
2. Every approach should be a stabilized.
3. When you brief yourself prior to the approach, commit the MDA/MAP/DH and missed approach procedure to memory-I repeat them to myself out-loud.
4. Always plan to go missed.
5. If flying any approach makes you sweat, see point 1.
Terry, CFI
RV-9A N323TP

 

[Kahuna]

flys out of nantucket island on a regular basis. they have plenty of fog there to say the least. i was interested in his comments. he said that the easiest way to get in trouble on an approach to minimums is to look up during the approach. when it is going to be a tough approach stay on the guages or glass if you are that lucky until decision height or miss approach point, if you see nothing get out of there. good advice.

Isnt this standard IFR training 101?

 

[bkthomps]

during my first 10 or 20hours of instrument training I preferred to have the hood handy for cloud or approach flying to minimums, what you see in your peripheral vision can really be more distracting and dangerous than you think

Also the vertigo senstation of night/cloud flying went away w/ the hood, for me at least

 

[Larry Stokes]

IMC

Ed:
Good point. A couple more:
1. Practice
2. Every approach should be a stabilized.
3. When you brief yourself prior to the approach, commit the MDA/MAP/DH and missed approach procedure to memory-I repeat them to myself out-loud.
4. Always plan to go missed.
5. If flying any approach makes you sweat, see point 1.
Terry, CFI
RV-9A N323TP

EXACTLY, EXACTLY EXACTLY, RIGHT ON

 

[David-aviator]

A good auto pilot with auto land makes the entire operation a piece of cake.

 

[N395V]

Isnt this standard IFR training 101?

Yes.......................................................

 

[pierre smith]

Maybe..

Isnt this standard IFR training 101?

I think you and Milt are still thinking about the way it was with the old steam gauges...the ones I got my IFR rating with.

With an autopilot coupled approach and the new glass panels, a momentary peek over the nose can't hurt anything can it?

Best,

 

[Kahuna]

With an autopilot coupled approach and the new glass panels, a momentary peek over the nose can't hurt anything can it?

Best,

Well, lets follow it through. You could sleep through a coupled approach, as long as everthing functions fine. In our "developed 5 minutes ago EFIS's", we should always consider and assume it will fail right now. When it does, do you want your SA to be anything less than 100%? Particularly on the most dangerous portion of flight? Our not well proven EFIS's can and do fail. It can and does happen at the most in-opportune moment. I know. Been there, done that. Documented GRT EFIS failure with a hot fix there after. We should be following along with the AP at every second coming down the approach. Just my 2 cents.

I didnt want to divert this thread. To me the "advice" was simply to follow standard training procedures in the original post.

 

[Rick_A]

First, I'll admit that my instrument skills are rusty and I need to work on the "practice, practice, practice" part.

However, if the advice here is "stay on the gauges" to the MDA/DH what do you do on a day that is not a "minimums" sort of day? In other words, if you're decending through some scattered or broken clouds and not in hard IMC, there may be some VFR traffic in the vicinity that you may need to see and avoid. Plus, if you get a good visual fix before MDA/DH then you'll know well ahead of time that you won't need to go missed.

When I was doing IFR training in real IMC, the scan included looking out the window while on the approach. Which was definitely more difficult then just staying under the hood.