Yes, they are. To some degree they are realistic; to some degree they are not. IFR training is very approach intensive. To give you the broadest experience with them but do it without hugely increasing flight time (and costs), they get bunched up. They are also intended so you can see how much things can pile up before your brain shuts down. Mostly unrealistic but it happens.Are these normal tactics to IFR training?
The usual answer (give here) is to be able to switch to the LOC in mid-stream. I think you and I will agree that's an incredibly bad idea unless you know the approach like the back of your and and the ceilings are high enough that identifying the MAP is irrelevant. That's the one time I actually did it.One thing I missed in the original post. Why are you using a timer on an ILS at all? Your missed is an altitude on the ILS, not time past the FAF. And like I had a CFII and DPE tell me. You fly either the LOC or the ILS, not both. If the GS goes out on the ILS, don't switch it to a LOC approach in the middle of it. Go missed, and do it as an LOC. There's 0 reason to use a timer on an ILS.
If flying any procedure with a GNS-430/530 box, just don't do vectors-to-final even if ATC pinky-swears they are going to give you vectors to final. Just load the whole approach, and when you get the curveball from ATC, hopefully the fix they send you to will already be in the box. I've been burned on the vectors-to-final one too many times.
I agree that turning early is bad in mountainous areas. I agree that flying past is bad in mountainous areas. But when you are in a valley approach you aren't going to be LOC and timer only. It's going to be DME or GPS required.
I never said to turn immediately. I said to go missed immediately. HUGE HUGE HUGE difference.
The checkride is usually rapid fire approaches. Real life, typically not so much. Just know your GPS cold and be ready to push buttons. If you have an autopilot, use it when loading things into the GPS.
Perhaps you missed the part where you shouldn't switch the type of approach you are on in the middle of it. You fly one, or you fly the other, not both. What happens when you are below an altitude for the LOC but not the ILS when the GS goes out? Maybe your CFII needs to re-evaluate what he teaches, and you should question a little more.
There are probably a few airports where this would not be the case (do you have an example?), but I find it difficult to come up with a situation in which I would opt for a LOC when I have an RNAV approach available. Same dive and drive options for ice, no worries about checking frequencies or switching between GPS and VLOC, and with WAAS, a GP when the ILS GS is out.I've done them when GPS is fine but the GS has gone out. I've also done them in lieu of the ILS to dive and drive through a layer.
Amen. The 430W is certified for IFR navigation; the iPad isn't. That means that for both legal reasons and safety reasons, the 430W should be set up first.
Except in my airplane I have a 650 and FS-510. So I can set it up on the iPad faster, then push it to the GPS.
...When it does, you need strategies such as saying, "I need some delay vectors while I set things up," "can yo give me a vector to JUDUD while I set it up," or something similar to give you time...
Check this one out. If you start the turn too early, you could end up joining the OAK R-060 East of ALTAM. And there is no timing table.Ok, a quick look at a few mountain approaches found this one...if you're on the GS, at 6000 feet, and the GS quits, wouldn't an immediate turn be dangerous, as opposed to a turn at the MAP? Not the best example, I know, but it was a 2 minute search LOL:
And depending on your climb performance, a straight ahead climb could be bad too.
I know it's joking but they really should be thought of as normal.
This is one of those times where people relying on the iPad as the main source of navigation will cause problems. As a CFII, I don’t wanna see you touch that iPad until you get the GPS set, then look at the approach plate. Then if there is time you can put the plan into foreflight.
We do 3 approaches back to back. With almost no time between the first and second to fully setup. Usually it’s with the same airport and it’s a different plate. So needs a full brief and if it goes from an RNAV to a ILS, where there a couple extra steps.
This one can be doable if again the entry gave ample time to setup. In reality, I would ask for a delay vectors to load up approach. When the instructor is “the controller” seems when I barely have enough time to setup. If we used the towered facilities nearby and getting FF for the approaches, it goes smooth since they sequence us in usually at the end of the line.
Instructor says we need to do 3 approaches within a 2 hour flight to prepare for the check ride.
Are these normal tactics to IFR training?
I suspect he was referring to Foreflight as moving map with routing, not in its function as paper chart replacement. There are many times we will want to look at a chart before entering information in avionics. Situational awareness is almost alway the prime directive.I mostly agree. Sometimes looking at the plate first will help you find the correct IAF to load for the new approach. Other than looking at the plate, forget about the iPad.
That was probably 8 years ago or so, when not all airports had GPS overlays...probably a bad example now..There are probably a few airports where this would not be the case (do you have an example?), but I find it difficult to come up with a situation in which I would opt for a LOC when I have an RNAV approach available. Same dive and drive options for ice, no worries about checking frequencies or switching between GPS and VLOC, and with WAAS, a GP when the ILS GS is out.
I have a 650 and a FS-210 and the majority of the WTF just happened moments with the 650 have been trying to push changes from ForeFlight to the 650. The other way has rarely been a problem.
These are contradictory positions, imo.3) Timing an ILS? Never heard of it, nor have any CFII's or DPE's ever mentioned it. If I loose the ILS, I'm going missed. With so much going on that needs attention, diverting your resources to add a timer to an ILS approach is bad cockpit resource management IMHO.
5) Learning something new requires learning and rehearsing it slowly until it becomes a developed memory. THEN you can enhance your performance by speeding it up.
I've noticed that can happen even if you don't start the missed until DH, because the initiation point of the turn depends on the climb gradient of the aircraft.