Being thrown to the dogs in a month from now on a Navajo single pilot IFR...previous experience nil.
Looking for advice from EXPERIENCED solo IFR pilots on how to ease the transition from 7 years of bush vfr to single pilot IFR.
Anyone have the similar experience of going straight to ifr single pilot with a vfr background? What to expect? Any one thing take you by suprise? Any tricks? Advice? Cautions? Anything? Looking to learn from your mistakes....Thanks Alot!
Single Pilot IFR Advice Needed
Moderators: sky's the limit, sepia, Sulako, lilfssister, North Shore, I WAS Birddog
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bizjet_mania
- Rank 8
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Read, read, read. Know the AFM very well, Know the airplane very well, know the proper IFR procedures very well.
Hornswoggle, borrow, buy, steal, plagerize some Air Carrier's SOP's, especially if they operate a Ho single pilot.
The Ho is one of the better airplanes to be flying single pilot but make sure the autopilot works well.
A lot of little things can be a royal pain. Like if you are not all that quick programing the GPS, you can make mistakes and get "behind the power curve"so to speak. But it can be done and done safely if you are prepared.
Hornswoggle, borrow, buy, steal, plagerize some Air Carrier's SOP's, especially if they operate a Ho single pilot.
The Ho is one of the better airplanes to be flying single pilot but make sure the autopilot works well.
A lot of little things can be a royal pain. Like if you are not all that quick programing the GPS, you can make mistakes and get "behind the power curve"so to speak. But it can be done and done safely if you are prepared.
The average pilot, despite the somewhat swaggering exterior, is very much capable of such feelings as love, affection, intimacy and caring.
These feelings just don't involve anyone else.
These feelings just don't involve anyone else.
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Cat Driver
- Top Poster
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- Joined: Sun Feb 15, 2004 8:31 pm
Know your limits..not the published limits.
Give yourself lots of cushion with weather as you get experience you will get more comfortable.
When you get an uncomfortable feeling..pay attention and it may save your life.
No one flight is worth stressing yourself to the point that fear can cloud your performance because you chose to ignore your inner warnings.
Better to be a live chicken than a dead eagle..
Cat
Give yourself lots of cushion with weather as you get experience you will get more comfortable.
When you get an uncomfortable feeling..pay attention and it may save your life.
No one flight is worth stressing yourself to the point that fear can cloud your performance because you chose to ignore your inner warnings.
Better to be a live chicken than a dead eagle..
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Good Luck. Nice reply.
Anyway having been there. Proper planning is key.
If you are going to small strips ask lots of questions. There is a lot of info available if you ask for it. Some strips are known for wild horses hanging out or temporary drag strips. You never know till you ask.
Find out the proper frequency to talk to traffic and give lots of position reports.
One thing that caught me out once was not deviating from the plan. ie I continued into an airport which was known by locals to be just about useless after a recent downpoor.I could have gone to local paved field but got caught up in the PLAN. In otherwords be flexible.
Most of all enjoy. I was talking today with another pilot about how much fun the navajo was. I enjoy my sched and increased pay but the flying sure was a lot more fun without copilots flight attendants gates dispatchers etc etc well less complicated anyway.
Have fun PM if you want.
Anyway having been there. Proper planning is key.
If you are going to small strips ask lots of questions. There is a lot of info available if you ask for it. Some strips are known for wild horses hanging out or temporary drag strips. You never know till you ask.
Find out the proper frequency to talk to traffic and give lots of position reports.
One thing that caught me out once was not deviating from the plan. ie I continued into an airport which was known by locals to be just about useless after a recent downpoor.I could have gone to local paved field but got caught up in the PLAN. In otherwords be flexible.
Most of all enjoy. I was talking today with another pilot about how much fun the navajo was. I enjoy my sched and increased pay but the flying sure was a lot more fun without copilots flight attendants gates dispatchers etc etc well less complicated anyway.
Have fun PM if you want.
Make sure you are organized; maps in the case are a pain. Try and not do a non-precision to minimums first time out - try and ease into it. File every time you go out, even in good weather, and always shoot the approach.
Don't forget to ignore your butt - its been good to you for years, now it can only hurt you.
Soon you will wonder how you ever got anywhere VFR and realize how simple and how cool it is IFR.
Don't forget to ignore your butt - its been good to you for years, now it can only hurt you.
Soon you will wonder how you ever got anywhere VFR and realize how simple and how cool it is IFR.
"What's it doing now?"
"Fly low and slow and throttle back in the turns."
"Fly low and slow and throttle back in the turns."
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twindriver
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cedar tree
- Rank 3
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Get familiar with all your potential strips and the terrain and weather systems surrounding them.
Be careful with the night circling approaches in the bush. Also, be ready for those foggy night ILS's where the lead-in lights disappear behind you as you sink into that black hole.
I did what you are doing and had a blast, but it's a tough way to learn as you'll make mistakes you might have avoided.
Be careful with the night circling approaches in the bush. Also, be ready for those foggy night ILS's where the lead-in lights disappear behind you as you sink into that black hole.
I did what you are doing and had a blast, but it's a tough way to learn as you'll make mistakes you might have avoided.
Intellivision made me a pilot.
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Navajo Flyer
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sky's the limit
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And then after a while in IFR, you'll realize you flew in far worse VFR.
If the wx's good, fly VFR
If the wx's bad, fly IFR
If the wx's REALLY bad, fly VFR....
Seriously though, the guys above have said it well, plan your flights, know your a/c, and take your time. You're coming into the spring/summer, so you hopefully you will be getting the good wx for a few months, that'll help your confidence level.
Good luck, and don't push it - you don't make enough to push... none of us do.
STL
If the wx's good, fly VFR
If the wx's bad, fly IFR
If the wx's REALLY bad, fly VFR....
Seriously though, the guys above have said it well, plan your flights, know your a/c, and take your time. You're coming into the spring/summer, so you hopefully you will be getting the good wx for a few months, that'll help your confidence level.
Good luck, and don't push it - you don't make enough to push... none of us do.
STL
be comfortable with the airplane as much as you can before going down to minimums , the way the aircraft acts VFR, low, slow, everything hanging out, and adding full power for the missed, and getting over the acceleration feeling wanting to push forward, sucking everything up, doing your missed proceedure and deciding what your going to do next ,the most important thing is to always trust your instruments, and plan ahead. getting behind the aircraft is one of the easiest things to do when your single pilot, when your not doing anything you should be planning ahead no matter how far you are away from your destination plan the approach along with the missed and your second plan of attack!
i don't know where your flying but a little advice i can give you is to use every resource you have. if you ever get uncomfortable with a situation get out don't think twice because that will bite you in the ass, don't be imbarrased to do it twice, because i know i'm not and thats why i'm here (done it many times) and have seen the most experienced people do it.
i was thrown into the same situation with nothing but float time and minimal ifr experience, all that you can do is ask as many questions as you can, know the runway condition your going into, and don't be affraid to say NO!
oh and also know your IFR SHIT!!
good luck and all the best if you have any questions that you are afraid to ask PM me (remember there is never a stupid question)
V
i don't know where your flying but a little advice i can give you is to use every resource you have. if you ever get uncomfortable with a situation get out don't think twice because that will bite you in the ass, don't be imbarrased to do it twice, because i know i'm not and thats why i'm here (done it many times) and have seen the most experienced people do it.
i was thrown into the same situation with nothing but float time and minimal ifr experience, all that you can do is ask as many questions as you can, know the runway condition your going into, and don't be affraid to say NO!
oh and also know your IFR SHIT!!
good luck and all the best if you have any questions that you are afraid to ask PM me (remember there is never a stupid question)
V
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Out of Control
- Rank 5
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I went from flight instructing to single pilot IFR in a Caravan. I bet you have considerably more experience than I did then with 1300hrs.
In hindsite I wish I had cancelled more in the early stages where I thought that I was expected to go, but really wasn't. I used to go when I knew damn well I was going to be stressed out, where as now I won't go if I think there is any chance I'll be feeling stressed at all. My advice to anyone who would listen is to use your inexperience as an excuse to not go as often as you can until you learn your limitations.
Fortunately flying is pretty easy so you'll do great I'm sure.
In hindsite I wish I had cancelled more in the early stages where I thought that I was expected to go, but really wasn't. I used to go when I knew damn well I was going to be stressed out, where as now I won't go if I think there is any chance I'll be feeling stressed at all. My advice to anyone who would listen is to use your inexperience as an excuse to not go as often as you can until you learn your limitations.
Fortunately flying is pretty easy so you'll do great I'm sure.
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Flying Low
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- Location: Northern Ontario...why change now?
Before I got my first IFR job I spend 11 years doing low level VFR flying. The biggest problem I had was the illusions. When you are IFR your ass and inner ear will lie to you! Trust your instruments and keep your eyes moving! The other thing I noticed was that I would subconciously take cues from what I saw out of the corner of my eye...another no no!
A lot of good advice has already been posted. Know your personal limits! Ease yourself into the really crappy weather. And most of all...remember...this is fun!
A lot of good advice has already been posted. Know your personal limits! Ease yourself into the really crappy weather. And most of all...remember...this is fun!
"The ability to ditch an airplane in the Hudson does not qualify a pilot for a pay raise. The ability to get the pilots, with this ability, to work for 30% or 40% pay cuts qualifies those in management for millions in bonuses."
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Mike Oxlong
- Rank 1
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Last edited by Mike Oxlong on Fri Jul 23, 2010 2:03 am, edited 1 time in total.
Assuming you're flying established airways, make sure you have planned your trip along a preferred route, if there is one. The last thing you need dropped on your lap, when you request your clearance, is a clearance you weren't expecting.
Have your maps pre-folded in neat bundles, there is a science.
Use a nav-log that is uesful and leading... plan the flight, fly the plan.
Know the arrival procedures and prepare for the likely approach before you leave. Brief yourself the airport layout, before you land at xyz airport. Request progressive taxi if you're unfamiliar.
And most important, have fun!
Have your maps pre-folded in neat bundles, there is a science.
Use a nav-log that is uesful and leading... plan the flight, fly the plan.
Know the arrival procedures and prepare for the likely approach before you leave. Brief yourself the airport layout, before you land at xyz airport. Request progressive taxi if you're unfamiliar.
And most important, have fun!
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goldeneagle
- Rank (9)
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So true, but, the BIG thing to remember, when IFR becomes an option, you have more options choosing the weather you are going to fly thru/in.sky's the limit wrote:And then after a while in IFR, you'll realize you flew in far worse VFR.
If the wx's good, fly VFR
If the wx's bad, fly IFR
If the wx's REALLY bad, fly VFR....
The big thing most people remember from the intial training before heading out into the real world is the training environment, and it's as displaced from reality as a Simpsons comic strip. In the training environment all approaches were to minimums, and enroute was always 'under the hood'. Enroute segments were short, and 'very busy', and likely flown in an airplane you were trying to catch up to. That's not representative of the real world.
Out here in the real world, departing ifr means 'climb thru a couple layers, find a clear altitude, and cruise between layers or on top'. Since it's single pilot IFR, a functional autopilot is mandatory (by law). Enroute means heading and altitude hold, and your job is to make sure you have papers prepped for the next major item, be it charts, plates, or what have you. Coffee will quickly become your enroute priority after you are comfortable on your routes. When the approach arrives, the VAST majority of approaches start with 'XYZ is cleared a visual approach to somewhere'.
The real big difference now that filing IFR is an option, you have the option to go on top, and do an approach at the other end. If you have a lot of vfr years under your belt, then take FULL advantage of the contact approach, you will get lots of opportunities to use it. The folks newer to the business are scared of a contact approach in 1 mile vis, old time vfr drivers are 'at home' in that scenario.
There is a drawback, and one you will have to learn by 'go there, do it', and that's dealing with ice. If you are starting in another month, then, worst of the winter is behind us, and, you can look forward to a summer of fun, with an occaisional day that actually forces you to exercise IFR skills. Pay particular attention to freezing levels when you do your flight planning, know what altitudes are going to be useable. if the MEA is below freezing level, you have it made, if not, make sure you know where to find tops, and, how high you need to get to get above the worst of it. In a navajo that's not always an option, with FL in the 8000 foot range, MEA at 10000, and tops up at 20, you wont have a lot of options.
IFR is not a magic bullet that means you will get there all the time, it's just another tool in the toolbox. The airplanes still take off and land exactly the same way they did VFR, they still climb and descend the same, and they still cruise the same. The only difference is, what you see out the window at times. You didn't say if the job was pavement to pavement, or if it means heading out into the bush and going into some of the crappy little gravel strips that navajo's always seem to end up at. As a pilot, that's still the place you will earn your keep.
Re: Single Pilot IFR Advice Needed
Kudos to you for asking for advice - there's a great deal of terrific advice within the replies to your post. I was in a pretty similar situation to yourself (6 years of float flying before making the switch) and landed in a Navajo single pilot IFR as well. If you're doing this commercially, I'm presuming that you already have the 50 hrs required on type for SPIFR and hence are at least somewhat familiar with the machine. I just have a couple of things to add to the above posts.BushXed wrote:Being thrown to the dogs in a month from now on a Navajo single pilot IFR...previous experience nil.
Looking for advice from EXPERIENCED solo IFR pilots on how to ease the transition from 7 years of bush vfr to single pilot IFR.
Anyone have the similar experience of going straight to ifr single pilot with a vfr background? What to expect? Any one thing take you by suprise? Any tricks? Advice? Cautions? Anything? Looking to learn from your mistakes....Thanks Alot!
Firstly, don't be afraid to make use of ATC if you're getting a little too busy. If you're flying somewhere with radar, ask for vectors to the final approach course etc if you've got your hands full with everything else. In my experience, they've (ATC) always stepped up to the plate unless too busy (rare).
Secondly, the Navajo (at least the short ones) are very pitch sensitive with an aft CofG. Keep this in mind when flying a coupled ILS as it may be easier hand flying it.
Cheers and good luck - feel free to PM me if you like
EXCELENT!!!! I have read each of your posts twice and will again. Great advice, one of the most informitve threads I've read on AvCanada. I'm sure I will take advantage of the PM's offers at some point too. I am really looking forward to this new phase in my career and want to be as prepared as possible. Thanks again, top notch!
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bush pilot
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Cat Driver
- Top Poster
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Mike Oxlong wrote :
" would you really feel that much better with a 200h co-pilot beside you..."
I would, its known as the two crew concept.
Cat
" would you really feel that much better with a 200h co-pilot beside you..."
I would, its known as the two crew concept.
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
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sky's the limit
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- Location: Now where's the starter button on this thing???
Goldeneagle,
Well said. The toolbox analogy is a good one, as gaining flying experience is all about collecting tools for your job, and choosing the right one is the trick. I've just spent a winter with a 15,000hr guy, with 6000hrs on type... You can pick-up a tonne if you choose to.
STL
Well said. The toolbox analogy is a good one, as gaining flying experience is all about collecting tools for your job, and choosing the right one is the trick. I've just spent a winter with a 15,000hr guy, with 6000hrs on type... You can pick-up a tonne if you choose to.
STL
