I instruct my students to use all available information. Of course, need to make sure they can do it without the moving map, but if the moving map is there, intercept angle is very clearly displayed and it is a shame to see people NOT using it when it is there.
PS - I also use calculators.
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Originally posted by Ray Tackett View PostAs Radny says, "Pay 'tenshun, Lt!"
best, randy
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Scott,
Told here before, but may help make your point with Rusty Student:
IFR/IMC going to KPNE from KAGC, I got sent off V12, direct LRP, ... I tuned and idented LRP, which is co-located with KLNS, and has the same name, "Lancaster". Being too familiar with the area, I plugged "LNS" (note the missing "K"), and not the less-familiar "LRP" into the yoke mount GPS. GPS and VOR courses diverged by about 5 degrees. I decided to stay with the VOR needle, figuring that's what the controller at Harrisburg Approach expected. Good thing I did.
Flying along, the VOR/GPS divergence increased slightly, while I was expecting a decrease.as I got closer. Then I took a another look at the GPS. I still had 4000+ NM to fly to the LNS NDB in Brazil.
As Radny says, "Pay 'tenshun, Lt!"
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Originally posted by Scott Dyer HPN/NY View PostGood grief. And I wondered why in prior sessions he was so ragged flying raw VOR data (without the GPS being direct to the VOR waypoint).
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So, I see this rusty instrument-rated pilot who I'm tuning up on instruments spending a bunch of time looking at the GPS moving map when he's looking to intercept a course, and also to maintain his course when established. I turn off the map and suggest that he use the (digital) HSI. He says that his instructor for the instrument rating encouraged him to use the moving map to steer by.
Good grief. And I wondered why in prior sessions he was so ragged flying raw VOR data (without the GPS being direct to the VOR waypoint).
And this other instructor guy is still out there actively instructing instruments.Tags: None
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