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Anyone have recommendations for a quick series of approach practices during a single session? Something like what one might do if they're going up with a safety pilot for IFR currency? I'm familiar with some locations here in northern CA in the RW, but would like to have some productive sessions on-line to get as much practice as possible out of the time.
Thanks,

Depart SNA, get vectored for the ILS RWY 30 at LGB, then the VOR RWY 30 at LGB, then the VOR-A at FUL, then back to SNA for the LDA, ILS or LOC BC.

Thanks Keith. Hopefully I'll have a chance to try that this evening.

Well, it started out ok, but was a lesson in not flying when your mind isn't into it. Stressful day. I also just got a Saitek yoke and rudders and am still getting used to them (excuses, excuses)

Left KSNA and shot the ILS 30 approach at KLGB with vectors on missed to the VOR 30. I had briefed the approach, but was trying to slack off and plug in the VOR approach in the 430 only to find that it wasn't in there (SimAvio), so I was scrambling to refresh myself on the approach and keep the plan under control. Cancelled that approach and started to get vectors for another try, but decided to abort the whole thing. Frustrating, but will try again another day.

There is nothing LESS relaxing than back to back approaches at multiple airports. By and large, it's a purely academic exercise, or one that is done when someone is trying to bang out their currency (as you described). It is not the typical flow for a real world IFR flight.

Regarding the non-GPS approach, I think it's valuable to practice shooting them without loading the approach into the GPS. The VOR RWY 30 is a relatively simple approach at LGB. In a pinch, it's good practice to tune the SLI VOR, set the OBS and fly it using VOR only (no GPS assistance). In your case last night, that would allow you to curse the GPS for not having the approach, but still allow you to fly the approach. An over reliance on the GPS is not a good thing.

I was reminded of this during my BFR. I tend to use the GPS to show DTK, TRK and XTK for each of my legs, and I use that almost exclusively to navigate along the route of flight, backed up by the electronic CDI, the CDI on the HSI and where it's a VOR-based leg, backed up with the NAV2. During the BFR, the instructor decided to navigate onto a useless page and said, "this is a neat page...let's leave it there for a while."

So there I was, sans GPS for quite some time. It was a nice reminder and forced me to use the other displays for primary course guidance. This could be a good time for you to switch off the GPS, or simply use it to tune the VOR and nothing else. This way, when the GPS doesn't perform (it happens!), you shrug it off and continue.

Keith Smith wrote:During the BFR, the instructor decided to navigate onto a useless page and said, "this is a neat page...let's leave it there for a while."

So there I was, sans GPS for quite some time.

My CFII did that to me quite a bit during my instrument training.

Yes, I rely way too much on my 430W. Next time I'll do it just with the VOR as it should be.

I agree, back-to-back procedures are my nemesis. I need to improve at picking up the next approach, setting up avionics, etc all while hand-flying the plane. It's a real pain for single-pilot IFR.

Depending on the approach, my plane requires the GPS. It has no other ADF or DME source, so any approach that requires identifying an NDB or fix by DME can't be flown without it.

I'm in a similar situation, Reece. My plane has a 430W and a KLX 155 (that is only used for COM2 since I haven't been able to use for GPS since an annual two years ago). As a result, I rely heavily on the 430 and use Foreflight on my iPad and iPhone as a backup. I want to get a Stratus II so I'll have weather and AHRS as further backup.

Mooniac wrote:Yes, I rely way too much on my 430W. Next time I'll do it just with the VOR as it should be.

I agree, back-to-back procedures are my nemesis. I need to improve at picking up the next approach, setting up avionics, etc all while hand-flying the plane. It's a real pain for single-pilot IFR.

This is where trim is your friend. If you can get the plane trimmed just so, then you should be able to hands off without it rolling into a 1/2 standard rate turn, or climbing or descending. I map the left/right hat movement to aileron trim in xplane because I find many planes tend to roll with the addition or removal of power more than real life.