CFIIs: How Do You Teach Task Management

ProudPilot said:
See I still think that if you ever have an accident report it will involve all of that plus "clothing was separated from the pilots with no distress found to the zippers or buttons." If you've got to go out, go out in style.

Oh, and sectional covering all windows while operating in a canyon. Investigators believe they were attempting pure dead reckoning as kayakers saw the aircraft making quick turns and then flying straight for periods of time. Unfortunetly maps found on board were 4 years old and a landslide had filled a canyon.
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All this we're yapping about reminds me of various "weird" accidents in AZ; like the one where a 150 and a a Cherokee were "dogfighting" one another over a lake and midair'd, killing 8 people.

And the other where a 152 was found crashed in the desert with 1 dead guy in it and a camera inside, the developed film showing pictures of trains and semi-trucks on the highway from altitudes of 5 AGL or so. Pilot had been known to fly under bridges, power lines, and "dive bombing" trucks and trains on the highways and rail lines.
 
MikeD said:
All this we're yapping about reminds me of various "weird" accidents in AZ; like the one where a 150 and a a Cherokee were "dogfighting" one another over a lake and midair'd, killing 8 people.

And the other where a 152 was found crashed in the desert with 1 dead guy in it and a camera inside, the developed film showing pictures of trains and semi-trucks on the highway from altitudes of 5 AGL or so. Pilot had been known to fly under bridges, power lines, and "dive bombing" trucks and trains on the highways and rail lines.
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Two things. First, how do you off 8 people when the total number of seats between the two planes adds up to 6? Were there two people on the ground standing in the unluckiest spot on the desert that day? Second, pictures of semi-trucks on the highway from 5' AGL is one thing, but to take pictures of trains on the highway at 5' AGL is quite the impressive feat.
 
gotWXdagain said:
Two things. First, how do you off 8 people when the total number of seats between the two planes adds up to 6? Were there two people on the ground standing in the unluckiest spot on the desert that day? Second, pictures of semi-trucks on the highway from 5' AGL is one thing, but to take pictures of trains on the highway at 5' AGL is quite the impressive feat.
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The train runs parallel to the highway, so he was taking pics of both at differing times. And the one that was the midair was 4 total fatal......don't know why I was thinking 4 in each.

Still, two screwy scenarios.
 
Picked this tip up (from Rod), 4 things you should be asking/telling yourself:

What are the next two things I do?

Horizontal:
-Where am I going?
-How do I get there?
-What do I do next?

Vertical:

-How Low?
-How long?
-Which way?

Every time time you put something in (freqs, approach, etc.):

-See it
-Say it
-Check it
 
n57flyguy said:
While browsing another thread, I realized a problem with instrument students like myself, that when I start briefing an IAP, reading a chart, or playing with the GPS, I lose my scan and have to make small corrections to get back on track.

So, how do you like to teach task management in the cockpit? Is it a matter of knowing how to brief an approach/read a chart to get the information you need to keep your eyes on the instruments? Is it knowledge of how to use your GPS/nav equipment so you are not fumbling with it?
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Instruments radios instruments radios instruments missed approach instruments checklist instruments gps instruments approach plates. Get the pattern? And NEVER do a damn thing other than instruments while in a turn. Finger fly two fingers is all you should have. Let the aircraft fly, you have enough work to do.


Sent from my iPad using Tapatalk HD
 
Bring sticky notes on IFR flights. When you brief the missed, rather than trying to say it out loud and remember it, just draw it on the sticky, DTK up (so you don't get confused by those dang southerly directions), include the DA/MDA/MAP and all other pertinent altitudes, and then stick that sticky note somewhere right in the middle of the panel, or if there isn't a good spot on the panel, the overhead sun visor usually makes a good convenient point. You can even do all this before your flight if you've got a pretty good idea of which approach you'll be shooting. If you do this, then when push comes to shoving the throttles forward on your properly executed missed, its a properly executed missed that ends at the holding fix, not a smoking hole because you didn't plan to go missed. Because if there's one thing that kills alot of part 91 IFR pilots, is a hasty, unplanned missed approach because you assumed you could get in.
 
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