Every time I get a little bit further

[onwards]

Another lesson yesterday. I had to plan:

CCR to SCK, VOR approach
SCK to LVK, ILS approach
LVK to CCR, LDA approach

Weather again cooperated to the degree such that half the flight was in actual IMC.

But the cool part is this: yes, I did get behind the plane, but it only after we went missed at SCK. I did everything by myself until that point, including all the readbacks correctly, dealing with changes in-flight, and all the transitions.

As soon as we went missed at SCK though, something just snapped and I couldn't catch up again, it was too much, too fast. A couple minutes later I asked my CFII to handle the radio, and did everything else apart from that, until I picked that up again on the LDA approach to CCR.

The one thing I must say though: I can TOTALLY understand how having the rating is kinda pointless is you don't practice it regularly - ESPECIALLY in the little slash alpha planes I fly. It HAS to be a heck of a lot easier in a GPS equipped one with an autopilot.

 

[ronnieh]

That is true but, as you go up the ladder the speeds also increase. Just hang in there and get the basics down cold. Good luck!

 

[Let'sgoflying!]

I asked my CFII to handle the radio

I see this as excellent crm, not a failure.

 

[onwards]

I see this as excellent crm, not a failure.

I suppose, but really, it's cheating.

It's just that I became overwhelmed when ATC started changing my instructions four time in the space of two minutes as I was shooting the missed. It seems like it's always the terminal transitions that destroy my ability to function most rapidly.

But I'll say this: considering that in "real life", I don't ever foresee needing to do multiple approach to different airports like that without landing, I was pleased that I basically did the first entire section all the way to the end without help. To me, rightly or wrongly, that felt like I really completed a full IFR flight end-to-end. I would have loved to put the plane down and go unwind for a little while after that :wink2:

 

[JoeSelch]

May I ask why there wasn't time to regroup after SCK, before moving on to LVK?

I'm guessing one typically does not land at the intermediate airports but rather flies the missed or cancels the approach and moves on to the next (non) stop.

I've not yet started working on my Instrument, but it seems like the training scenarios can get a little crazy a be a bit less than realistic. (Which is not to imply that I don't think one shouldn't become competent in handling high-workload situations and unexpected changes; only that the fire hose doesn't need to be full-on from the get-go.)

 

[onwards]

May I ask why there wasn't time to regroup after SCK, before moving on to LVK?

My CFII asked me to file a series, which is what we did. Since a plan terminates automatically as you hit the final approach fix, you have to file three of them, and each one ended up getting amended by ATC while in the air; yes, my fault, I filed a plan that looked OK on the surface but did not take into account what is considered normal to these airports, which I had not previously visited. I'll know better next time.

The end result is that you're dealing with all the increased workload of coming in, then shoot the missed, and while you're doing that for the first time in a new airport, ATC is telling you what you should be doing, asking you to copy the new clearances, giving you new vectors... and I had to set all the equipment, while keeping the plane more or less pointed the right way climbing and turning as I'm transitioning out under the hood. I just got overwhelmed.

I'm guessing one typically does not land at the intermediate airports but rather flies the missed or cancels the approach and moves on to the next (non) stop.

Yes, that is correct. No landing. Now, up to this point, we used to go missed and then fly back to the home airport, only filing the "to" leg, which was easier. Yesterday I was flying a series of three IFR plans in rapid succession between three airports very close to each other. It was just a little stressful.

 

[poadeleted20]

I see this as excellent crm, not a failure.

It would be a failure on the practical test, where single pilot proficiency must be demonstrated, so it's something on which the OP will have to work.

 

[poadeleted20]

May I ask why there wasn't time to regroup after SCK, before moving on to LVK?

The practical test is usually a pretty bang-bang event, jumping from one approach to the next. I guess that simulates the "real world" situation of missing at one airport and then jumping to an approach at the one on the other side of town where the weather is better or the minimums are lower. In training, you start at a slower pace, but pick it up as the trainee progresses -- hence, the title of the thread. When the trainee can do it all at "race pace," s/he's ready for the checkride.

 

[onwards]

The practical test is usually a pretty bang-bang event, jumping from one approach to the next. I guess that simulates the "real world" situation of missing at one airport and then jumping to an approach at the one on the other side of town where the weather is better or the minimums are lower. In training, you start at a slower pace, but pick it up as the trainee progresses -- hence, the title of the thread. When the trainee can do it all at "race pace," s/he's ready for the checkride.

Amen to that. I gotta say, while the progress is encouraging in a way and it felt good to complete that one leg on my own, at the same time a flight like yesterday is depressing. I don't know that I'll ever get to be good enough to pass an IFR checkride, considering the added pressure of the checkride itself.

I've been battling an insistent voice at the back of my head that keeps saying "what do you need it for? you live in Northern Cal, where bad weather days are few and far between, and you are very comfortable using SVFR anyway on those days where you really need them. Is it worth the hassle?" I think it's mostly because I'm bull-headed that I haven't succumbed to this voice yet.

 

[pericynthion]

I live in the Bay, got my instrument rating a little under a year ago, and it has been VERY useful. Keep at it, you'll get it together. It really does just take practice.

 

[bgfyankee]

I see this as excellent crm, not a failure.

I actually did this during my Commercial ride. While I was flying the Cross Country portion of it, I had the DE looking out for the airport. He was actually cool with it, lol. But I agree. If you have someone that can assist you, don't be afraid to ask for help. Getting overloaded won't help your cause. I try to keep a scratch pad handy just in case I need to write something down. Keep at it and pretty soon you'll be all over it!

 

[Datadriver]

Yes, an approved gps helps. Perfect example is ils centerline

 

[spiderweb]

Another lesson yesterday. I had to plan:

CCR to SCK, VOR approach
SCK to LVK, ILS approach
LVK to CCR, LDA approach

Weather again cooperated to the degree such that half the flight was in actual IMC.

But the cool part is this: yes, I did get behind the plane, but it only after we went missed at SCK. I did everything by myself until that point, including all the readbacks correctly, dealing with changes in-flight, and all the transitions.

As soon as we went missed at SCK though, something just snapped and I couldn't catch up again, it was too much, too fast. A couple minutes later I asked my CFII to handle the radio, and did everything else apart from that, until I picked that up again on the LDA approach to CCR.

The one thing I must say though: I can TOTALLY understand how having the rating is kinda pointless is you don't practice it regularly - ESPECIALLY in the little slash alpha planes I fly. It HAS to be a heck of a lot easier in a GPS equipped one with an autopilot.

Keep plugging away--you'll get there! If I can get an IR, I bet you can, too!

 

[Inverted]

Its the most rewarding rating you will get trust me. If you plan on flying professionally, the bar only goes up from here. SCK to CCR is pretty far in a 152/172. Yes, GPS and an autopilot make it "easier" but it is very very rewarding to shoot an approach down to mins /U by yourself for the first time. As you get more and more comfortable flying on instruments you will notice your speed at which you complete tasks will increase, you will become more proficient. You will look back and laugh at what a mess you were in the beginning, I know I did...

 

[Inverted]

P.S. where are you training out of?

 

[onwards]

Its the most rewarding rating you will get

Ha. Considering that when the DPE told me I passed my PPL checkride, and two minutes later I was sitting on the ground next to the damn plane weeping like a baby in joy, I doubt that... but who knows, right?

If you plan on flying professionally,

No, not ever. This is for fun, and for flying myself for business. The IFR rating is to support the latter more so than the former.

EDIT: with that said, I may end up grabbing the commercial rating after that just so I can fly colleagues with me to meetings.

P.S. where are you training out of?

KCCR.

 

[Inverted]

Don't get me wrong the PPL is a very significant moment, but the instrument rating is a huge accomplishment. You have to actually be a good pilot, the skill level increase from private to instrument is huge.