On the approach.

[CallForProposals]

I'm curious about how people have trained themselves to relax and calm themselves down during high stress times when flying IFR in actual IMC, particularly when on the approach. I'm sure it eventually becomes second nature, but I find that as a newly Instrument rated pilot, I am quite often extremely overwhelmed when there is a lot going on.

For example, I find it difficult to handle the radio, tune navaids, read the approach plate, descend at a specific rate, all while trying to maintain the localiser. Obviously I can manage it relatively well, otherwise I probably wouldn't have made it through my Group I rating, but nevertheless, it doesn't feel comfortable.

Any suggestions on how to properly multi task on the approach without feeling like your heart is going to explode because your pulse is through the roof?

Much appreciated!

[Cat Driver]

Fly as a first officer with an experienced pilot until you become comfortable with flying on instruments.

Once you used to it flying on instruments is more comfortable and easier than flying VFR.

Cat

[thecaptain]

I don't think at any point with flying do you want to feel 100% comfortable... A little bit of healthy respect keeps you on your toes. Feel confident but never complacent... Not that you don't, just my two bits. Like Cat Driver said do it often with a more experienced pilot, practice, practice, practice!

[bizjet_mania]

I know I would feel a bit more relaxed if I flew with someone with alot of experience. Who knows you might even learn something

[Sulako]

I vividly recall my first 100 hours of actual IMC experience, sitting alone in a 58 Baron doing a night cargo run. It was just me, the airplane and a whole lot of cloud.

I helped calm my nerves by planning the approach well before I arrived at the initial fix. I read over the plate and made absolutely sure I knew exactly what was expected of me, and then I did it. I also wasn't afraid to ignore ATC for a few seconds in order to keep control of the airplane. Aviate, Navigate, then Communicate. I know you have heard that a zillion times already, but it's true.

I also had a working autopilot and I wasn't afraid to use it for those first 100 hours or so. Once I got used to IMC, I started to handfly the airplane a lot more, and that in turn greatly increased my self-confidence.

Being a little jittery is totally natural for the first while. But don't get tunnel vision, and force yourself to keep your scan going. If you aren't comfortable at any time during the approach, go around and try again. It's only a few extra minutes and it's a lot better than trying to salvage a pooched approach - that's when people tend to hurt themselves.

So basically I guess my points are :

1. Being nervous is natural, and even now after a thousand approaches, my adrenaline still starts racing a little bit when shooting an approach down to minimums.

2. Prior planning prevents piss-poor performance. Tune your navaids and brief yourself on the approach well beforehand, and go over the missed approach procedure until you are comfortable with exactly what is expected of you. Don't be afraid to pull the pin if things start to look strange, and try again; this is one industry where "bravery" is generally NOT rewarded. Or go to your alternate - that's what they are there for.

If you get the chance, shoot lots of approaches even when the weather is VFR. Experience = confidence.

Good luck and safe flights!

[Flywest]

With time you'll get into a regular flow and things will seem more natural.

At the risk of sounding like a broken record IFR instructor, the best thing to do is get as much as possible organized ahead of time. That way once you intercept the approach your mind is free to focus on what your doing, and to think ahead to the next step in the procedure. When you get into a two crew environment, deligate everything you can to the non flying Pilot. If you do it right he/she sould be busier than you.

As far as nerves go, personally I always used to get worked up over what drama was going to occur at DH or MDA when the weather was low. In reality of course it's quite simple: see the runway=land, don't see the runway=go missed. Won't know till you get there, so all you can do is fly the dials.

Don't worry, in a little while it'll actually be kinda fun!

[R2000/1830]

What helped me was flying with an old guy that said to fly everywhere like it was IFR to Min's. That way when it actually is, you wont be doing anything that you have not been doing every day. Even on days when the overcast is 1000ft above Min's shoot the approach to mins. Eventually you wont know the difference between a 200ft ceiling or 2000ft ceiling.

[fanspeed]

keep busy. if you are just sitting, think about what needs to be done next. stay ahead of the aircraft.

[Airtids]

Fly every approach as if you're going to miss, and be ready, willing and able to do so if it actually goes down that way. Serenity is the result of preparation.

[CallForProposals]

Wow! Glad I posted this message.
Thanks for all the great suggestions.
The general consensus seems to be to stay ahead of the aircraft through planning, as well as getting lots of practice. Hopefully my first job in the industry gives me the opportunity to learn from more experienced captains before I have to do it by myself.

(Geek alert!) I've tried practicing on MS Flight Sim, which I find helps. However, I also find it difficult to get myself in the "flying mentality" when I'm sitting in my office sipping on a cup of coffee.

Anyway, thanks for the helpful replies.

[DiscoDashSeven]

Any suggestions on how to properly multi task on the approach without feeling like your heart is going to explode because your pulse is through the roof?

Much appreciated!

Autopilot on.

[. .]

Make sure the plane is coordinated. I've always found the easiest way to get yourself messed up is by flying the plane crooked through the air. Having the ball centered will remove all those nasty forces trying to keep your plane from flying straight.

[split s]

All points are good and valid ones, An old guy who used to hang around the flying club used to say that he would also prepare well in advance and visualize the approach as if he were standing off in the distance and watching the whole thing happen vmc, I always thought that was kind of different,but then again so was he.

[55+]

Thank Christ, for a flight director(EFIS) coupled to the autopilot with the Flight Management System…..

[oldncold]

hey there /not to worry just remember that the approach to min's is just that an- approach- not a landing don't bust the min's. and then u wont have to worry about arriving early in the next life (at least in a airplane)

heck did a missed the other night local fog asked the co captain if he wanted to give it a try we agreed nothing was going to change so we went away.

never do more than 2 missed approaches at the same airport on that
leg. stats say 3 time will likely bite you really hard.

hope that helps

[shankdown]

Staying ahead of the airplane is key, in my opinion. I attempt to do this by reviewing the approach procedures way before I commence them. Take a look at the winds and weather at your destination before you depart, and take an educated guess on what the approach will be when you get there. Once you've figured that out, brief it. No one ever said the briefing MUST be done in the air! This is especially important on short hops. In some cases, I'll work out my landing weight, the ref speeds, and brief the approach before I even take off. On a short flight, this can save precious minutes of additional stay-infront-of-the-airplane time. Get it all outta the way beforehand so you know what you're walking into, and then be prepared for any changes. Changes will be waaaay easier to handle when you're already relaxed and 'bored' (any approach done properly should appear rather boring to an observer, rather than the last 2 minutes of a tied hockey game). So once you've got a good idea as to what you're expecting when you get there, and you're airborne and on your way, get the airplane ready. Do checklists early, start down early, slow down early... whatever you need to remain comfortable. And always breathe deeply... especially when things are going to get stressful. Sweating and panting is best left only to the bedroom and the gym. I'm in no way a master of instrument flight, but these teqniques are how I became proficient at it. I hope that helps.

Shizzle

ps. Oh ya, and when flying single pilot, it kinda helps to keep a pad of small post-it notes in your flight bag. Before you shoot an approach, write the PT altitude/beacon crossing altitute/MDA/DA (or a combination of those) onto the post-it and put it up right beside you're altimeter. Then its there and you don't have to put your head down for the quick reminders. Just an idea.