Glad that you're
reading High Performance IFR Flying -- especially now that you're
out of training for the instrument ticket. Most people make the
mistake of stopping what (little) they did for the instrument ticket
(or any other certificate/rating/etc/etc, for that matter). I'm
glad to see that you at least have that much common sense to keep
holds, the procedure is a useful habit to get into. If you'll someday
follow my advice to get into a sim (and, later, an airplane) equipped
with an HSI/RMI combination, you WON'T believe just how easy holds
(and approaches, for that matter) really are. (I wouldn't fly a
sim with ANYTHING LESS, if I were you, Judy.)
the ATC facility should prepare you by declaring that they have
holding instructions, and instruct you to 'say when ready to copy
instructions'. That is at least a courtesy, though I'm not certain
if such a prepatory statement is mandated by 7110 (the ATC Controllers
Manual). You should be prepared, any time you make initial contact
with a new facility, to copy instructions. Shame on you! ;)
clearance if you're not perfectly satisfied that you understand
it. I did the same yesterday: the controller was a little peeved,
but then again, the previous controller -- acting on an old ATIS
-- had issued an "expect visual" clearance for the opposite
flow of traffic currently in use. I verified -- and not just for
lost comm -- what EXACTLY it was he wanted or expected me to do
by clarifying HIS intentions. When he responded somewhat gruffly,
I said sorry, but there was a little conflict between information
issued by 2 controllers, the old and new ATIS for SJC: I wanted
to know exactly what HIS intention was, and to verify that HE had
the new ATIS. He finally had to laugh.
for approach prior to making the approach: the idea of a stabilized
approach depends upon being in the proper configuration prior to
beginning descent on the approach. That's the way the airlines teach
it. Period. Doesn't matter what airline. So the idea MUST have SOME
merit, wouldn't you think? Of course, when you're flying a multi-engine
airplane, the configuration is dependent upon how many engines are
running, of course. I am literally amazed that ANY flight school
would teach you anything but a stabilized approach. The idea of
making a configuration change after the FAF is mind-boggling.
glance at the DME to see what it was saying about groundspeed.
and I need to sit down and have a serious talk about life insurance
and/or whether you're going to continue flying in the future. Let
me get this right: you're flying a non-precision approach, the TIMING
of which is directly proportional to GROUNDSPEED -- and you're NOT
monitoring whether your assumption about groundspeed is correct
(or accurate)? Isn't that a little like not checking to see if your
altimeter is correct prior to doing an ILS?
THE RULE IS:
if you have it in the airplane, use it! The more complex the airplane,
the more redundancy there is -- and the more you should be using
to verify position and performance. Anything else is like getting
kissed on the lips by your grandmother.
about ATC clearances and copying proficiency: as you get into a
good working relationship with an instructor in a sim, the more
proficient you'll become in getting (and copying) clearances.
turn 160, intercept the localizer, cross MOROZ at 3000 and intercept
the glideslope; cleared for the approach ILS 16L..."
Some of this
clearance is overly redundant and superfluous. Better yet:
heading 160, intercept the 16L localizer; cross MOROZ at 3000,
cleared ILS 16L." (Clearance for the ILS gives you clearance
to descend upon intercepting the glideslope.)
the same, but shorter.
160 to intercept; MOROZ at 3; cleared ILS 16L (airport name),
him how you're going to get there, what crossing restriction you've
been given, and acknowledged the approach clearance.