DO YOU KNOW These Three Essential IFR Skills? Instrument pilots all levels will fly airplanes better
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- čas přidán 27. 06. 2024
- Watch me discuss 3 essential skills for IFR. Whether you’re a student or even an instrument pilot, take a moment to consider these important things.
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📝 Contents
0:00 - Intro
0:39 - Overview
1:10 - The Control-Performance Method
2:42 - Be the “CEO” of the Airplane
5:51 - Think In Front of the Airplane
7:50 - Flying an approach with the 5 T’s
8:49 - Wrap up, Ground School, Office Hours
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Back when I earned my IR, what clicked for me was reading Chapter 5 in the Instrument Flying Handbook, Basic Attitude Control. These days, it’s Chapter 6. Understanding the Performance and Control instruments and using an 80/20 scan made all the difference. 80% emphasis on the instruments moving the quickest and 20% on the instruments moving the slowest… which will change based on the particular phase of flight. This carried me through as I advanced in aviation.
What also helped was the understanding that pitch controlled glideslope (just like the autopilot) and power controlled airspeed. Of course, there is a relationship between the two that requires an occasional coordination and transfer.
Flying and being proficient in a taildragger also contributed to and enhanced skill for flight. The “CEO” has to be familiar with all facets of the company in order to be effective.
In Australia we use QADCAPS commonly for IFR approaches, QNH obtained, aids tune tested and identified, descent profile, chart brief, audio playing for ADF approaches, prelanding checks, speed appropriate before/after FAF. Seems compatible with the 5 T's.
totally agree, pitch and power, same as VFR. no excuse for doing it differently. The first time in training I flew multi-engine, we were at 21,000ft in a C414, and I flew so well the instructor thought I was already rated multiengine. But I was using finger pressures (something I had gotten really good at flying helicopters, making a loose relaxed fist and only squeezing or relaxing my fist slightly to make control inputs) and pitch attitude to control my altitude and airspeed rock steady. My 3hr leg of the flight was so easy it was actually boring. Other students were struggling to hold altitude and were bouncing us all over the sky in that thin air due to overcontrolling.
I always used the 5Ts religiously, and it made me better at IFR. Just like GUMPP (Gas Undercarriage Mixture Pump Prop) in a fixed wing aircraft with fixed prop, I still go through ALL of them, even if no change, or not applicable (not all aircraft have an aux pump, and many don't want to turn it on needlessly, so I confirm it's where it should be either way, or skip it). I simply state, "fixed", or "not apply", verbally confirm it is what it needs to be, or whatever makes sense when I get to an item that has not changed, is not changing, or doesn't apply. That way I don't have to keep track of multiple rules for multiple aircraft.
I'm a 700 hour private pilot. I've never heard of pitch , power and performance. In VFR flight, I look out the window, not at the instruments. People say that in my 172, I should fly 90 on downwind, 80 on base, and 70 on final. I never look at the airspeed indicator in the pattern. I look out the window and land the plane.
Awesome Work....
Thanks Jason. It's interesting how much this particular set of tips apply to Truck driving too. We pre-trip/preflight nearly identically, Taxi and runup is close to our maneuvering out of yard and proceeding to interstate. We both have fun merging into traffic and headings. Pilots get to enjoy the view of clouds, we get to see people driving with their heads in the clouds 😜, LoL.
Then on cruise control, is where these tips really kick in, especially the thinking ahead. Which exit? Do I need to be in a certain lane? How fast do I need to be at the ramp? Is there a sharp turn? Which way am I going after those steps etc. You really give a great flow understanding and each of the tips today emphasize safety, thought, control, verify, and plan/options that makes for a much more enjoyable successful trip. Excellent verbalization of those key elements. Thanks from a 29+ year OTR driver. ☕🐢
I am a truck driver and I fly a 150 and 172. They do have a lot in common
I found that the VSI is the most useful instrument to holding a precise altitude. The VSI is a trend instrument, it tells you what the plane is going to do. If it shows a climb or decent and you counter that then the altitude will not have changed much at all.
You also have to be prepared for unexpected things to happen at your destination. During the same flight doing approaches into a Class B they advised they were primary only which means they can not see your altitude. You have to report when you reach an assigned altitudes. Further into the flight I was not receiving the localizer or its ID for the assigned runway and they had to reset it. Minor annoyances, but stuff like that can happen.
Staying ahead of the airplane is absolutely important, especially with a fast plane. Like someone put it falling behind the airplane is reacting to events that have happened in the past.
Great stuff Jason !! I am not yet Instrument rated although, dabbling with it when and where I can. But I wanted to say that, I had an outstanding Private Pilot instructor who instilled these concepts in me from our very first flight lesson together. It helps that I have been around heavy equipment and tractor trailers all of my life as a farmer which, obviously has nothing to do with Aviation but, it does have everything to do with primarily SAFETY ... along with "staying ahead" of everything you possibly can, in order to avoid potentially costly mistakes. While watching and learning A TON from your videos I find myself regularly, nodding my head at the insights and information you graciously share with us because, .... all of it makes good sense. Thank you for all that you do - for us. You definitely are appreciated my brother.
Fantastic lesson!
for the instrument app select the "take my money" button =) cant wait! need it
Thank you!!
Great stuff as always! Some of the things my students still hear in their heads (even airline pilots today) are: 1) "Know where to put the airplane to get what you want out of it." 2) "Look at X but -see- Y" 3) "What can you be doing now?"
Always excellent tips my friend thank you!
Great tips. And practice those in the simulator on bad days.
I'm always ahead of the plane because by the time I land I need a really good excuse to tell my wife why I'm not home when I said I would be.
Hey Jason, great stuff. Looking for a good place to brush up on my handling of my 530WAAS!
Your videos are just so damn good. IMO too much flight training content is geared to give a flight student the bare minimum they need to satisfy the examiner, rather than re-examining and perfecting the process of flying single pilot.
OK, nothing to do with flying, really, but... my family rented a houseboat in the Everglades when I was 12. Talk about lagging responses, it's a big fat box, steered from the stern drive. Out in open water, my dad turned the helm over to me and told me to take us to a point a mile or two away. Much hilarity as I zig-zagged us all over the inlet, making more sideways progress than forward. The compass went back and forth almost 180 degrees.
Dad then explained that I should anticipate, make simple steering changes then wait to see what happened. A quarter-turn of the wheel seemingly did nothing - for 5-10 seconds. Then it would heel around gently. Repeat gentle inputs until on the right heading, then maintain course with tiny corrections for wind or tide. I got the hang of it pretty quickly.
Spot on!!
🙏🏻🙌🏻
I’ve been taught the 6 T’s we added trim.
Have never used the 5 T's. If you are not already at the correct speed arriving at the fix, I think you are behind the airplane.
So true about the autopilot! I had some strange experiences with Garmin 1000.
How about in your instrument training course you show an easy way to program two VORs on the Garmin 1000? I think that is one of the complaints about that device.
Love the 5 T's. If I have time to think I say the 5 T's
I was wandering if i could get some advice. I’m on instrument training and often fly on windy days. During normal cruise the plane randomly climbs or descends. Should I just hold pressure on yoke hoping it ends quick or trim again for the current change in wind. I’m trying to think of ways to minimize task saturation because looking away for a sec will get you over a 100ft quick if you’re not on top of it. Thanks in advance!
I did all my training for my instrument rating. I had a CFII sign me off for my checkride. The problem was that I got nausea and disorientation every time I flew in the soup. Never did my checkride. Any suggestions Jason?
I like being the first…. Keep up the great work in providing top notch aviation information ❗️❗️
I like it too! Thanks and wilco. I appreciate you watching
How many planes do you have
I lease a C172. I was "babysitting" a P210 but it's back with the owner now
@@TheFinerPoints ok
Great video, as usual, but where did you find that iPad mount?
Found it, pivot 10x, interesting.
Jason, great stuff as usual. I learned to fly at ATE (now American Flyers) we had your 5 “t’s” with one additional one, “track”.
These “triggers” help students and pros alike stay “ahead”. Even today flying professionally where staying ahead of a 400 kt airplane is even more critical, these phrases keep us in the “green”. Again great stuff even for us “old salts”.
Flying today? Yeah/No! --- You sent us your weather. 48kt winds, low ceilings, snow squalls. Yeah, time for some hot toddies -- leave flying for another day ,..
Lol I hand fly all my approaches 😂 that’s ok to me I want to be a pilot to fly the aircraft not be a passenger in it