SCANNING TIPS - "HAL is your Pal then What?"

One of the qualities of a top-notch Instrument Pilot is the ability to multi-task. An every example of multi-tasking is the ability to scan the instrument panel getting only the pertinent information without fixating. Here is a mantra that will help your scan improve, particularly during final approach and definitely during non-precision approaches with step-down fixes.

H - This stands for heading - Cross check the heading you are holding against the CDI, if necessary change your heading as needed...then comes

A - This stands for altitude - As you descend, check your altimeter so you don't bust an altitude...then comes

L - Looking for - This would be the fix ahead of you (hopefully) that allows further descent, or it could be the missed approach point...then comes

Then What? What comes next after the fix is it further descent? If so, to what altitude? Or is it the MAP, if so what is the initial missed approach procedure? It could be a call to the tower, if so, do you have the freq set up on standby?

Repeating the...HAL, Then What...over and over during a procedure will greatly improve your scan assuring that "You will mentally get to the runway before your plane does".

VFR ON TOP - "Who cares about altitudes?"

VFR on Top is a often confusing to pilots and controllers alike in the flatlands east of the Rockies, but a great tool in mountainous areas. There seems to be a difference of opinion among controllers when it comes to selecting an altitude. The AIM states that the pilot should fly "at the appropriate VFR altitude" and comply with the "minimum IFR altitudes."

First with respect to appropriate VFR altitudes note that the "Odd +5" and "Even +5" only applies to flight greater that 3,000 AGL so you could buzz along 2,000 ft above the mountains without adhering to this rule.

The second issue of complying with the minimum IFR altitude is the one that I have noted a difference between controllers. Most of the time, particularly when you above the minimum radar vectoring altitude, you can request and receive an "On-Top" clearance below the MEA. Bottom line is that...again to quote the AIM (which incidentally many controllers do not read)..."the pilot assumes the sole responsibility to be vigilant so as to see and avoid...|"

VFR CLIMBS - Avoid Delays

Have you been delayed on the ground awaiting an IFR release when it is CAVU and you wonder why? Try requesting a VFR climb to your assigned altitude. It will expedite your departure as you will "assume the sole responsibility to be vigilant so as to see and avoid".

The controllers love this technique as it places the separation of traffic and terrain squarely on you, the pilot. Controllers are not allowed to solicit this request just the same as they cannot suggest canceling your IFR flight plan to expedite the flow of traffic.

GPS TIPS

REQUEST PRESENT POSITION DIRECT

When requesting a GPS approach you should always state how you intend to get onto the final or intermediate approach segment. This is done one of two ways:

Number One: Request VTF (Vectors to final) where the radar controller assigns a heading the will intercept the final or intermediate segment of the approach at a 30 degree angle 4 to 5 miles from the FAF.

Number Two: Request present position direct to an IAF. I prefer this method as many times the radar controller does not have the final approach course depicted on his or her video map.

ALWAYS BE ON A PINK LINE (SOME CALL IT MAGENTA)

While GPS is a marvelous device it can also betray you when you aren't watching. One of the mistakes I have seen pilots make when flying with GPS is incorrectly programming their waypoints. This often happens when departing an airport to intercept the first airway following their departure airport. Let's say you were departing Airport A to intercept V123. Let's say that the airway begins at an off airport VOR B a short distance from the airport and continues to VOR C.

Before takeoff you load the following waypoints:

Airport A
VOR B
VOR C

When you activate your flight plan the map will display a pink line from Airport A to VOR B, this is the active leg of your flight plan. The leg from VOR B to VOR C is an inactive leg so it is white. If ATC assigns you a "shortcut" heading to fly after takeoff to intercept V123 you will need to know how to change the white line (the inactive leg) to a pink (active leg). This is handled different ways in different GPS units and can lead to problems if you aren't always "on the pink line".

USE YOUR MP GAUGE FOR BETTER GLIDESLOPE CONTROL

When preparing to descend on the glideslop a good rule of thumb is "One inch of manifold pressure equals one hundred feet per minute" So reducing your MP by 5 inches from level flight will give a descent rate of 500 FPM. Also for every 10 kts of headwind, add one inch and reduce one inch if you have a 10 knot tailwind.