5 T's
Mark Kolber
I'm not sure whether this has been threaded before, but my question
is prompted by a letter in the November "Flight Training" magazine.
The writer, Ralph Butcher from Orange, California, took exception
with an article in the October issue: "The sidebar's version of the five
T's violates one of the basic axioms of flight -- aviate, navigate,
communicate. Time is always first"
He goes on to give his "always' correct order: Time - Turn -
Throttle - Tune (Twist) - Talk.
Now, other than Roger's obvious error in using the word "always," he
raises an interesting point: What is the best order of the 5 T's?
I learned Turn - Time - Twist - Throttle - Talk from my CFII, and
that's the order in Peter Dogan's PIC course manual. Ralph's idea
strikes me as basically sound because it attempts to follow the
aviate-navigate-communicate rule, but I wonder whether "Time" would be
better considered part of the navigate group, as in
Turn-Throttle-Time-Tune-Talk.
Any thoughts out there?
Mark
Denver CO
mko...@sprynet.com
--
Mark
Denver CO
mko...@sprynet.com
Garner Miller
In article <65ai6k$fif$1...@juliana.sprynet.com>, "Mark Kolber"
<mko...@sprynet.com> wrote:
> I learned Turn - Time - Twist - Throttle - Talk from my CFII, and
> that's the order in Peter Dogan's PIC course manual. Ralph's idea
> strikes me as basically sound because it attempts to follow the
> aviate-navigate-communicate rule, but I wonder whether "Time" would be
> better considered part of the navigate group, as in
> Turn-Throttle-Time-Tune-Talk.
> Any thoughts out there?
Personally, I also follow the 5 T's in the order you wrote them. The
"Throttle" portion usually involves going down, and I want my time started
BEFORE that. If I get distracted, even for a minute, it might cause me to
forget or delay the time-start. And that might get me to my missed
approach point a minute sooner than I thougt -- and embed me into the side
of a hill on the other side of the airport. Turn first? Sure. Go down
first? Not on your life!
--
Garner R. Miller, Flight Instructor
FAA Aviation Safety Counselor
O'Brien Aviation - West Palm Beach, Florida
http://www.netstreet.net/obrien/
Please don't e-mail me copies of your USENET replies.
Foxkilo
In the Air Force, they taught us Time, Turn, Throttles, Twist, TRACK, Talk. It
was 6 T's. But the" time" was first.
It's an interesting point you bring up about voiliating the aviate, navigate,
communicate rule.
But IMHO, it is a small violation and worthy of a waiver.....
John Stephens
On Sun, 23 Nov 1997 17:35:49 -0700, "Mark Kolber" <mko...@sprynet.com>
wrote:
> I'm not sure whether this has been threaded before, but my question
>is prompted by a letter in the November "Flight Training" magazine.
> The writer, Ralph Butcher from Orange, California, took exception
>with an article in the October issue: "The sidebar's version of the five
>T's violates one of the basic axioms of flight -- aviate, navigate,
>communicate. Time is always first"
> He goes on to give his "always' correct order: Time - Turn -
>Throttle - Tune (Twist) - Talk.
> Now, other than Roger's obvious error in using the word "always," he
>raises an interesting point: What is the best order of the 5 T's?
> I learned Turn - Time - Twist - Throttle - Talk from my CFII, and
>that's the order in Peter Dogan's PIC course manual. Ralph's idea
>strikes me as basically sound because it attempts to follow the
>aviate-navigate-communicate rule, but I wonder whether "Time" would be
>better considered part of the navigate group, as in
>Turn-Throttle-Time-Tune-Talk.
> Any thoughts out there?
The exact order is less important than instilling the discipline required by
following the 5 (or 6) T's.
The order you learned is the same as the one my CFII tried to drill into my
brain. It is as good as any, and seems more in tune with the natural order
of operations when reaching most waypoints in IFR flight.
I prefer the "twist" before the "throttle" as it gets the OBS reset before
any destabilizing actions resulting from a change in power. In the simple
case of a course change at a VOR (with no required change in airspeed or
altitude) I usually do the twist just before the turn, however.
The "6th T" is "track" which is always applicable.
Again, the important thing about the T's is that by following them, you are
really using a "waypoint checklist" and checklists are the things that keep
us from forgetting to do crucial things when we might otherwise be
distracted or overloaded. Stick with whichever order seems most natural to
you, but go through them religiously, even when it is a trivial situation.
thatway, it will really become second nature.
Hilton Goldstein
Foxkilo wrote:
>
> In the Air Force, they taught us Time, Turn, Throttles, Twist, TRACK, Talk. It
> was 6 T's. But the" time" was first.
As I approach to FAF, I ensure the timer is zeroed, and I place my
finger on the button. At the FAF I press the button, and that's done,
then I do the other stuff. This ensures that the timing is very
accurate and that I don't forget it. I don't think the order of the
others matter much as long as you've prepared for them; i.e. before the
FAF you should know where you're going, what you're going to be doing
etc. If there's a twist involved, you could set VOR2 (the other VOR) to
the new outbound (from the VOR) radial, thereby eliminating the twist,
but this may depend on the complexity of the missed. If a turn is
required, set the heading bug to the desired new heading just before
approaching the turn/VOR etc. Basically, what I'm saying is that if you
are ahead of the game, the order doesn't matter too much, just make sure
you get them all consistently in a short amount of time.
Hilton
--
Hilton Goldstein.............................hilton@sgi.com
650-933-5254 (phone).....................(fax) 650-390-6159
M/S 1L-945, 2011 N. Shoreline Blvd, Mountain View, CA 94043
http://reality.sgi.com/hilton
Beauty is in the eye of the beerholder.
P@Pilot
The thing to remember is that the 5T check is a "technique"
This is the way we teach it up here in Canada (Air Force)
Time - Turn - Track - Throttle - Talk
-Pat
QFI Canadian Air Force
Hilton Goldstein
P@Pilot wrote:
>
> The thing to remember is that the 5T check is a "technique"
>
> This is the way we teach it up here in Canada (Air Force)
>
> Time - Turn - Track - Throttle - Talk
I tend to agree that Time should be first and Talk should be last, but
shouldn't "Twist" be in there somewhere? Perhaps I'm misunderstanding
your word "Track". Some approaches require a different radial outbound
than was required inbound to the VOR (i.e. not parallel radials)
Jer/ Eberhard
Mark Kolber (mko...@sprynet.com) wrote:
> He goes on to give his "always' correct order: Time - Turn -
> Throttle - Tune (Twist) - Talk.
> that's the order in Peter Dogan's PIC course manual.
# $Source: /users/jer/.rcs/src/time.manager/07/CSA/flying_checklists,v $
ABCCCDDT (Sailplane Takeoff)
Altimeter - set to local
Belts - seatbelts and shoulder harness
Controls - free and correct
Canopy - closed, locked
Cable - hooked up, tested
Direction - winds, traffic
Dive Brakes - stowed and locked
Traffic - check with wing runner
ABCCCDDE (Sailplane Takeoff)
Altimeter - set to local
Belts - seatbelts and shoulder harness
Controls - free and correct
Canopy - closed, locked
Cable - hooked up, tested
Direction - winds, traffic
Dive Brakes - stowed and locked
Emergency - where am I going if the rope breaks here (<200AGL, >=200AGL)
ABBBCCCDDE (Sailplane Takeoff)
A-Altimeter Field Elevation
B-Ballast Installed if needed
B-Belts Buckled
B-Barograph Aboard and running
C-Controls Free and Positive Control Check
C-Cable Test Release - No knots - Weak Link
C-Canopy Closed and Locked
D-Dive Brakes Closed and Locked, i.e. Spoilers
D-Direction of wind and traffic, in case of emergency turnback
E-Emergency Land straight, or Turn back, or Enter the pattern
CIGARS (Airplane Takeoff)
Controls
Instruments
Gas - fullest tank
Attitude - indicator set level
Runup
Switches
CIGARTIPS (Airplane Takeoff)
Controls - Free and correct
Instruments - Nominal
Gas - on fullest tank
Altimeter - correct
Radio - on tower frequency
Trim - set to takeoff position
Interiors - doors and windows closed
Propeller - set
Seatbelts - fastened and passengers briefed
USTALL (Sailplane Landing)
Undercarriage - down
Speed - min approach + 1/2 wind
Trim - landing position
Airbrakes - deploy & check dive brakes
Lookout - for traffic
Land - on selected runway
WATTSS (Sailplane Landing)
Winds - check direction and speed
Altitude - proper
Trim - landing position
Traffic - position and clear of others
Spoilers/Dive Brakes - check, set
Speed (1.3 Vso + 1/2 Wind) - 60 + .5 wind
GUMPS (Airplane Landing)
Gas - fullest tank
Undercarriage - down and locked (welded)
Mixture - enrichen
Propeller - High RPM
CGUMPSF (Airplane Landing)
Cowl Flaps - closed
Gas - fullest tank
Undercarriage - down and locked (welded)
Mixture - enrichen
Propeller - High RPM
Seatbelts & Switches - Lights, Strobes set
Flaps - set
CIFFTRS (Airplane Takeoff)
Controls - free and correct
Instruments - set
Fuel - both or fullest tank
Flaps - set for takeoff
Trim - set for takeoff
Runup - mixture set, mag check, carb heat
Seatbelts - on
THAT (Airplane Landing) Entering Runway for Departure, make sure you do - THAT
Time - record time of departure
Heading - first heading assigned (set manual ADF card to this as reminder?)
Altitude - say the first altitude to level at
Transponder - ON+ALT
TTTTT (5 "T"s, crossing any fix)
Turn - Turn to the outbound heading (begin turn).
Time - Begin timing (to know at any time how far you are from the fix)
Twist - Twist the NAV OBS and/or frequency to the next information to use.
Throttle - Consider if a throttle change is necessary for descent/climb/cruise.
Talk - Talk to Center, traffic, UNICOM, stating position and intentions.
C-MARTHA: performed as you begin an IFR approach.
C = compass check - set the DG to current compass heading.
M = missed approach - review published or record revised instructions from
ATC.
A = airport altitude - be sure you know exactly how low you want to go.
R = radios - start with the audio panel and touch each instrument and be
sure you've got everything set up the way you want it.
T = time - check/set the time inbound from the FAF to MAP, find stop watch,
etc.
H = heading - check/set inbound heading for final approach (think about
wind correction, etc.)
A = altitude for DH or MDA decide on how low you are going to go (might
want to use a number that's real easy to see and will give you some
margin of error above the published minimums. E.g.: 1500 is lots
easier to see than 1470 and you get 30 feet in case of turbulence,
etc.)
GUMPSICLE (Airplane Landing): not a POPSICLE, a GUMPSICLE
Gas - both/pump/fullest
Undercarriage - Gear and Flaps
Mixture - forward
Prop - forward
Seatbelts & Shoulder Harness - secured
Icing - typically the call is "delayed", until reduced power
Cowl Flaps - open
Landing Lights - on
Emergency - if emergency... think! What are my plans right now?
ZOOM IFMOST (Airplane Engine out Emergency Check List):
ZOOM - the plane, set best glide, start scan for set-down
Icing - carb heat vary
Fuel - pump / selectors / gauges
Mixture - rich
Oil - temp and pressure
Spark - left / right / both
Throttle - vary
How to put down a WWII fighter, off field: (just thought you wanted to know)
4 "G"s (WWII Fighter Landing)
Gear - down
Gas - off
Glass - open canopy
Grass - land on the grass
6-Ts (IFR, a Change of direction or altitude)
Turn
Time
Twist (Tune)
Throttle
Talk
Track
PTA-EN (IFR mandatory reporting checkpoints)
Position
Time
Altitude
Estimated time to next fix
Next fix beyond that.
CLIFFTT (Airplane, Post Landing, clear of the active)
Carb Heat
Lights
Instruments
Flaps (Wing)
Flaps (Cowl)
Transponder
Trim
TITS (Airplane Instrument departure... at Takeoff)
Time - note time off
Instruments - set
Transponder - set squawk
Seatbelts - on
TITS (Airplane Instrument departure... at Takeoff)
Tune - set radio frequency
Identify - confirm station identifier
Test - instrument operational (NAV / OFF flag, needle motion, etc)
Set - gyros, heading indicator, etc
STT (An emergency in anything... consider:)
Skin - Safety for yourself/passengers/others
Tin - THEN the plane
Ticket - THEN the FAA
CBART (Sailplane Takeoff, "waiting for a towplane" checklist)
Controls - free and correct
Belts - Seatbelts fastened, adjusted
Altimeter - set to field elevation
Radio - on, frequency, volume, squelch
Trim - set for takeoff
ABC (Sailplane "departure imminent" checklist)
Antecedent - Check towrope and hookup
Brakes - close and latch dive brakes
Canopy - close and latch
CISTRC (Sailplane Takeoff)
C - Controls
I - Instruments
S - Straps
T - Trim
R - Release (ie put rope on and check release)
C - Canopy
SWAFTS (Sailplane Landing)
S - Straps
W - water and wheel
A - Airspeed (ie figure out your circuit speed)
F - Flaps
T - Traffic and Trim
S - Spoilers (ie do they work)
TWAGS (Sailplane Landing)
T - Traffic and Trim
W - Wind
A - Airspeed (ie figure out your circuit speed)
G - Gear (Down)
S - Spoilers (ie do they work)
CHAOTIC check (Sailplane takeoff):
C - Controls - First control check is done outside the canopy.
H - Harness
A - Airbrakes (Dive Brakes)
O - Outside
T - Trim&ballast
I - Instruments
C - Crew & Controls again
CHAOTIC check (Sailplane Takeoff):
(we checked the release before climbing into the airplane).
C - Controls - free and everything moves in the _correct_ direction
H - Harness - snug and secure
A - Altimeter - set to field altitude
O - Outside - check the pattern to be sure you're okay
T - Trim - full forward (adjust once in the air)
I - Instruments - check the panel that everything is still cool
C - Canopy - closed and locked
Just before takeoff:
O - Outside - check the pattern to be sure you're okay
C - Controls (rudder last, as you fan the rudder to signal ready for takeoff)
I'M SAFE (Pilot self-preflight check)
I - Illness
M - Medication
S - Stress
A - Alcohol
F - Fatigue
E - Emotion
DEATH (Pilot self-preflight for exhaustion and debilitating circumstances)
D - Drugs
E - Exhaustion
A - Alcohol
T - Tobacco
H - Hypoglycemia
The crew queries canopy and dive breaks locked - it must be confirmed - then
informs of other traffic in the area and checks the tail dolly.
The crew hooks on, confirming ring size (TOST rings).
If it is the first launch for this glider, do release check and hook on again.
Crew on outside wing (i.e. out on runway) to run the wing gives signals, once
the thumbs-up is given by the pilot.
Signals are under-arm wave to take up the slack, over-arm wave to go.
The pilot drops the thumbs-up as soon as the aircraft is moving, to give quick
access to the release controls.
AVIATE for maintenance requirements...
A - Annual inspection
V - VOR check. Required if the plane is to be used for IFR, has to be done
every 30 days, can be done by the pilot.
I - I00 hours (100) If the plane is to be used for hire
A - Altimeter/Pitot-static system check. Every 24 calendar months
T - Transponder. Every 24 calendar months
E - ELT. Battery must be replaced every half-life of the battery or 1hr of
cumulative use.
GUMPBLES
G gas
U undercarriage
M mixture
P prop pitch
B brakes (see recent post about loss of brakes on the runway!)
L landing light
E engine gauges
S seat belts & harnesses (passengers too)
--
Jer/ (Slash) Eberhard, j...@fc.hp.com, 970 229-2861 OFFICE, 970 229-3598 FAX
Hewlett-Packard, 3404 East Harmony Rd MS-E8, Ft Collins, CO 80525-9599
Customer Support Lab (CSL), supporting the HP Response Centers.
P@Pilot
Hilton Goldstein wrote in message <3485AC...@sgi.com>...
>I tend to agree that Time should be first and Talk should be last, but
>shouldn't "Twist" be in there somewhere? Perhaps I'm misunderstanding
>your word "Track". Some approaches require a different radial outbound
>than was required inbound to the VOR (i.e. not parallel radials)
>
>Hilton
Actually, this is the first time I've ever heard of twist... I don't know
what it means... But I assume that it might mean changine the desired track
on the track indicator. If it is so, we teach to stay away from doing that
since at certain times (say... A missed approach) it would be inappropriate
to do anything else but flying the aircraft due to proximity to the ground.
We simply teach the students to "Track" the radial (whether outbound or
inbound) using the needle on the DRMI.
In order for the students to be able to use the DRMI only, we make them
practice TACAN, VOR/DME or VOR approaches without the Track Indicator until
they are proficient at this. Once that point is reached, they can have the
luxury of the Track Indicator.
So I guess the "Twist" comes in when time permits.
Hilton Goldstein
P@Pilot wrote:
>
> Hilton Goldstein wrote in message <3485AC...@sgi.com>...
>
> >I tend to agree that Time should be first and Talk should be last, but
> >shouldn't "Twist" be in there somewhere? Perhaps I'm misunderstanding
> >your word "Track". Some approaches require a different radial outbound
> >than was required inbound to the VOR (i.e. not parallel radials)
> >
> >Hilton
>
> Actually, this is the first time I've ever heard of twist... I don't know
> what it means... But I assume that it might mean changine the desired track
> on the track indicator. If it is so, we teach to stay away from doing that
> since at certain times (say... A missed approach) it would be inappropriate
> to do anything else but flying the aircraft due to proximity to the ground.
Agreed. What I was referring to was the following:
Some approaches require flying inbound to the VOR on the, say, 090
radial and then flying outbound on the, say, 275 radial. Therefore when
passing over the VOR, we'd need to change the OBS from 270 to 275.
Dave Bethke
Hilton Goldstein wrote:
>
> P@Pilot wrote:
> >
> > Time - Turn - Track - Throttle - Talk
>
> shouldn't "Twist" be in there somewhere?
I was taught, and use, "Time - Turn - Throttle - Twist - Talk",
although some instructors had Twist and Throttle reversed. Others (I
went through 7 to get the IR) added a 6th, Track, while the rest said
tracking was something you were doing throughout the procedure.
Twisting was meant by all to be resetting the OBS and/or tuning the
nav radios, whichever was necessary for that phase of the flight.
--
Dave Bethke - on the fringe of Houston (SGR)
Gorman
Hilton Goldstein wrote:
>
> P@Pilot wrote:
> >
> >
> > This is the way we teach it up here in Canada (Air Force)
> >
>
> I tend to agree that Time should be first and Talk should be last, but
> shouldn't "Twist" be in there somewhere?
Try not to be jealous, but because I'm such a good and valued
subscriber, my friends at Plane & Pilot Magazine just sent me a ruler
with the "6 T's" printed on the back.
Nyah, nyah, nyah.
According to the sages at P&P, they are: TURN, TIME, TWIST, THROTTLE,
TALK, TRACK.
However, even though I'm no magazine editor, I still maintain that the
order isn't important as long as you find an order that works for you
and use it. Maybe if you're driving at 300 kts it might make a
difference whether you turn first or time first, but I believe that, for
most of us, either way will get the job done. One guy's opinion.
Scott Geeding
In school, I was taught the 7 T's:
Turn
Time
Twist
Throttle
Tires (double check when to lower gear, and verify down once it is)
Talk
Think (what's next? Think Ahead)
Now, that's what my instructor kept repeating...and I kept repeatedly
telling him to shut up, as I was busy flying instruments. Did I ever use
the "7 T's?" No, and I have never taught them now that I'm a CFII. I would
rather have my instrument students think, rather than just recite a check
from rote memory. So instead I "quiz" them during flight to get them to
think about "Have I checked everything? What's coming next? Where am I?"
etc.
Before everyone starts flaming, I am not bagging on the 5 or however many
T's. I'm just voicing my personal opinion. My CFII's constant verbal
repetition of the T's really annoyed me as an instrument student, and that
carried over so that as a CFII I try not to annoy my students.
Norm Melick
> Did I ever use the "7 T's?" No, and I have never taught them now
> that I'm a CFII. I would rather have my instrument students think,
> rather than just recite a check from rote memory. So instead I
> "quiz" them during flight to get them to think about "Have I checked
> everything?
I was just curious. Do you recite the GUMP
checklist? That's all the 5/7 T's are. During
numerous checkrides, including 737 Type rides, I
have seen more than one checkride "saved" because
the applicant recited the "T" checklist outloud.
When I was being "forced" to recite the "T"
checklist back in 1971, It drove me crazy as
well. Six years later, shooting a 400 and 1
approach at IND with an engine out in a DC-3,
myself and the co-pilot were reciting the "T"
checklist, and a few other things!
Not telling you how to teach or fly your
aircraft. Just suggesting you reconsider your
position.
Norm Melick
Scott Geeding
Norm Melick:
>I was just curious. Do you recite the GUMP
>checklist? That's all the 5/7 T's are. During
>numerous checkrides, including 737 Type rides, I
>have seen more than one checkride "saved" because
>the applicant recited the "T" checklist outloud.
[snip]
>Not telling you how to teach or fly your
>aircraft. Just suggesting you reconsider your
>position.
Actually, no I don't use the GUMP either. I really don't use the mnemonics
anymore, I've been taught so many variations. I didn't intend to appear
"hostile" or anything about using the T's or mnemonics. My personal opinion
is that there's no "One Right Way" to learn things. When I first started
teaching, that's another story, I was LHATTS before takeoff, and GUMPS
before landing, every time, with every student. I only had *1* student
actually stick with it. People in the Part 61 world don't *necessarily*
pursue things with the same intentions and motivations as myself and
classmates did in college (Part 141) so I changed my teaching habits to be
more flexible. Anyway, this is probably getting off-topic...
Norm Melick
> I didn't intend to appear "hostile" or anything about using the T's or > mnemonics. My personal opinion is that there's no "One Right Way" to > learn things.
I didn't think you were hostile at all! I really
was just curious and posing a question. I do
agree that there is no "one right way" to learn
things, and there ARE alot of menomics that only
make sense to the person who made it up.
I was just remembering my early days of flying.
As a former PIC instructor, I was also thinking
about how the heart of the 10 day Instrument
program was the ATC 610, and the 5 T's.
Norm
Gorman
Scott Geeding wrote:
> >Not telling you how to teach or fly your
> >aircraft. Just suggesting you reconsider your
> >position.
>
> Actually, no I don't use the GUMP either. I really don't use the mnemonics
> anymore, I've been taught so many variations.
I don't want to tell the teacher how to teach, but speaking as a
low-time, weekend pilot, I would also ask you to reconsider your
position on teaching these memory aids. If I were a professional with
thousands of hours worth of experience perhaps such elementary reminders
would have become second nature. But as it is, I use every memory trick
I can muster.
Even though I fly a fixed gear, fixed pitch plane, I recite Gas,
Undercarriage, Mixture, Prop before every landing, as I reach up and
touch the panel where my gear lever would be. Furthermore (and this
probably proves that I'm nuts), anytime I forget to flip on my
auxilliary fuel pump, I count it as a gear-up landing. Figuring that it
would have been just as easy to have forgotten the gear lever if I'd had
one.
I also recite "Top Of Cruise" (Temperature, Oil, Cowl Flaps) upon
reaching my level-off altitude as I reach down to close the cowl flaps I
don't have. When I had to learn to fly a complex plane in preparation
for my Commercial checkride, I found that such patterns made the
transition almost effortless.
73400...@compuserve.com
"P@Pilot" <pa...@sk.sympatico.ca> wrote:
>The thing to remember is that the 5T check is a "technique"
>This is the way we teach it up here in Canada (Air Force)
>Time - Turn - Track - Throttle - Talk
>-Pat
>QFI Canadian Air Force
I learned - Time Time Twist Throttle Talk. That was from my first
CFII, who lasted only a couple of flights. My next and final CFII, (a
great guy) added Test.
After flying IMC for some hours I added a seventh 'T' - Task.
Time - do the timer bit
Turn - turn to new heading, or check heading.
Twist - does the OBS need to be changed?
Throttle - hows the attitude, airspeed? - start a descent?
Talk - that bit with ATC or CTAF/UNICOM
Test - check the HI/HSI against the mag compass - CRITICAL on NDB
approaches.
Task - what am I going to do next? e.g., am I approaching a stepdown
fix, and if so, are the nav instruments set up to identify it?
Seven T's may sound like too much, but they work for me.
rgds
td
recomnet.net
Hilton Goldstein wrote in message <3485AC...@sgi.com>...
>P@Pilot wrote:
>> The thing to remember is that the 5T check is a "technique"
>> This is the way we teach it up here in Canada (Air Force)
>> Time - Turn - Track - Throttle - Talk
>>I tend to agree that Time should be first and Talk should be last, but
>>shouldn't "Twist" be in there somewhere? Perhaps I'm >>misunderstanding
>Hilton
>
>--
>Hilton Goldstein.............................hilton@sgi.com
>650-933-5254 (phone).....................(fax) 650-390-6159
>M/S 1L-945, 2011 N. Shoreline Blvd, Mountain View, CA 94043
> http://reality.sgi.com/hilton
>
The way I understand it, the 5 T's are: TURN, TIME, TWIST, THROTTLE, and
TALK. Remember, you shouldn't start your timing until you are abeam the fix
or wings level which ever occurs first. This technique works anytime you
cross a fix or intercept radials or whatever.
I'm sure I'll create another controversy with my explanation, but just use
it as a grain of salt. I now you can make up your own mind.
Cantalope2
We learned the 6 T's in Navy flight training,they apply to crossing any point
Time-Note time across the fix (mostly for position reports or
holding)
except FAF inbound then it was start the clock
Turn-to parallel or intercept
Time-Start a clock wings level or abeam the station, whichever
occurs last. this goes with aviate,navigate,etc.. Dont play with
the clock while in a turn.
Transition-Configuration, speed, altitude, etc.
Twist-new course
Talk -
Follows aviate-navigate-communicate quite well
Aviate - Time, tunrn, time, transition
Navigate - Twist
Communicate - Talk
Beverly Wilcox
For those of you middle-aged IFR pilots -- according to Pink Floyd, it's
"Time, Turn, Twist..."
Robert Fiscella
Beverly Wilcox wrote:
>
> For those of you middle-aged IFR pilots -- according to Pink Floyd, it's
> "Time, Turn, Twist..."
As a middle-aged IFR pilot, I'm thinking back to Dark Side of the Moon,
Wish You Were Here, etc., but don't get the reference. Any hints?
Rob Fiscella