Could someone tell me if it would be possaible for an instructor to have a student do some landings under the hood???
What would be the beneft ??

I think that would be called an instrument approach or maybe don't understand the question.

Maybe it is a test for common sense , understanding of visibility requirements

Instrument approaches have an altitude above ground that if you don't have required visibility (i.e. no hood) , you go missed. (With a lot of experience, a lot of plane, a lot of airport equipment, there are exceptions.)

Did several takeoffs under the hood, no landings, just approches down to about 50 ft. I don't know any legal flight operation that hood work to the ground would be training for. Use to do lots of radar assists with the mullitary that would take you down to the ground, but you still need to see when to stop flying and when to start driving just befor you get there.

TrevDog wrote:I think that would be called an instrument approach or maybe don't understand the question.

I don't understand the question, niether. Maybe I'm missing something, too.

goldfinch wrote: I don't know any legal flight operation that hood work to the ground would be training for.

Maybe for landing a Cessna 195 or the Spirit of St. Louis?

Most anything is possible. My question is: What's the point-training for Category IIIc approaches?

MTV

Back when I was a student I flew with a couple of young instructors from Finland.They were over here building time to become airline pilots.They wanted to learn everything and teach what they learned.I spent lot's of time under the hood with the plane in every attitude you could think of.But one of the things they liked to do was keep me under the hood and talk me to the runway.Pretty weird to be rolling out and still have not seen the runway.It was a good time.They became airline pilots for Finnair and used to call in on unicom if they were passing over.

Bill

WillyB, same thing for me.

I did instrument work under the hood. My instructor had me doing “fine” heading changes and decent rates, with him calling out the headings. At around 800 feet, he had me add power for the missed. I had to trust him because the many hills in the area were 1000 to 1200 feet, but the river valleys were about 700 feet.

After doing 3 or 4 of these I was getting comfortable. The next one, as I went through 1000 feet, I felt and heard the chirp of my tires as I landed on the Coshocton 980 AGL airport, dead center down the runway. So, the rest of you guys never had to do that?

patrol guy wrote:WillyB, same thing for me.

I did instrument work under the hood. My instructor had me doing “fine” heading changes and decent rates, with him calling out the headings. At around 800 feet, he had me add power for the missed. I had to trust him because the many hills in the area were 1000 to 1200 feet, but the river valleys were about 700 feet.

After doing 3 or 4 of these I was getting comfortable. The next one, as I went through 1000 feet, I felt and heard the chirp of my tires as I landed on the Coshocton 980 AGL airport, dead center down the runway. So, the rest of you guys never had to do that?

I'm a VFR only guy (and a newbie). But the more I'm understanding this the more I'm thinking this would be neat to try with an instructor (maybe not in my 182, though).

When I was getting my PPL I had an instructor "talk" me down to the runway, as an exercise. He explained that there are facilities that can guide a plane to the runway accurately in low vis situations. In all reality i believe it was a have fun, and learn a new skilll exercise more than anything else. This happened during the same outing we were demonstrating unusual attitudes under the hood prior to my flight test. I've NEVER removed a hood as fast as that day!

KB

The day and age of PAR approaches being available to most of us is gone. Very few PAR's around these days, and fewer every year.

So, again, I ask the question of you who've done this: What's the point? What are you trying to demonstrate? Just curious, not trying to critisize.

I've done PAR's under the hood to touchdown, when there were PARs' available. Did one for real in a non instrument airplane, not to touchdown though.

I've searched high and wide in the NC part of the country, though, and can't find a single PAR these days. Those were a great asset, but a pain in the butt to ATC, since the controllers have to maintain currency.

MTV

When I was a student( I should say very low time student<about 150 hrs> as I am still one when it comes to flying) I had a C150 aerobat and was cruising back from Bettles to FAI. ( I new everything about then)
There I was high overcast, then it got lower! Then lower still with a little fog on the ground, getting towards evening (this is about 10pm) ON I FLEW!!!! Pretty soon it was getting pretty low and the stuff under me was getting higher Stupid me decided I'm not going to make FAI so I should turn around( way to late for that idea) To late in about 10 minutes of reverse course it goes imc
Heres where I became one of the luckiest persons on earth There happened to be a fellow in the radio that new I was real dumb, thing is he never told me so He told me where to fly and how to fly for about 50 minutes He was always telling me I could do it!!! I made it to the end of the runway with the lights turned up on high When I finally saw the light it was suddenly so bright I couldn't see the runway!! he turned them down and I pulled the power back and turned onto the taxi way! When he had guided me to a tie down I sat in that little bird for about 20 minutes as I couldn't stop shaking!!
I never got a letter, or a phone call??
I never found out who he was, but right now I'll thank him for saving my life!!
So in all this rambling on, the more a student knows he can do the better, maybe they will go out and get a little smarter, he might not have someone in the radio to save his sorry a)&*(%
I think if you can fly it to the ground you just might make it some time!
GT

Nice story M6RV6! I am always amazed at people that can reach out and help someone like that and never expect anything in return. Thems good folk!

58Skylane wrote:

patrol guy wrote:WillyB, same thing for me.

I did instrument work under the hood. My instructor had me doing “fine” heading changes and decent rates, with him calling out the headings. At around 800 feet, he had me add power for the missed. I had to trust him because the many hills in the area were 1000 to 1200 feet, but the river valleys were about 700 feet.

After doing 3 or 4 of these I was getting comfortable. The next one, as I went through 1000 feet, I felt and heard the chirp of my tires as I landed on the Coshocton 980 AGL airport, dead center down the runway. So, the rest of you guys never had to do that?

I'm a VFR only guy (and a newbie). But the more I'm understanding this the more I'm thinking this would be neat to try with an instructor (maybe not in my 182, though).

See if you can get Darin to do it with you. When I was getting my instrument rating with him we did it a few times, but I never did get to where I landed it, he usually had me look up for the last few feet. Was fun though, getting talked down

Student BCP wrote:

58Skylane wrote:

patrol guy wrote:WillyB, same thing for me.

I did instrument work under the hood. My instructor had me doing “fine” heading changes and decent rates, with him calling out the headings. At around 800 feet, he had me add power for the missed. I had to trust him because the many hills in the area were 1000 to 1200 feet, but the river valleys were about 700 feet.

After doing 3 or 4 of these I was getting comfortable. The next one, as I went through 1000 feet, I felt and heard the chirp of my tires as I landed on the Coshocton 980 AGL airport, dead center down the runway. So, the rest of you guys never had to do that?

I'm a VFR only guy (and a newbie). But the more I'm understanding this the more I'm thinking this would be neat to try with an instructor (maybe not in my 182, though).

See if you can get Darin to do it with you. When I was getting my instrument rating with him we did it a few times, but I never did get to where I landed it, he usually had me look up for the last few feet. Was fun though, getting talked down

You know.......a good scenario to practice would be an engine out while "VFR on Top".

I'm not a big fan of "VFR on Top" for any length of time, but what if you want to cross a fogged in or low ceiling valley that has a couple of airports/strips within gliding distance and then the unexpected emergancy happens. Maybe not a bad idea to be on "VFR Flight Following" when you want to fly "VFR on Top", that way if S%#t hits the fan your already with ATC and they can victor you to the nearest airport/strip (if you can make it ) through the clouds/fog.

But yeah, I should talk to Darrin about this. The more I think about this the more I'd like to practice this kind of thing.

Years ago we took off from Crest S36 after the morning fog cleared on a bright sunny winter day here in Puget Sound area with a flight over the Cascades only to find the fog had rolled back in over Crest when we returned with about a hour of daylight left. On our way to Crest we could see that Harvey field was still in the clear so we headed back north to land there. By the time we got to Harvey the fog had reached there too. The fog was rapidly moving east off the Puget Sound with everything westward obscured. Only a couple of choices left before the mountains. We knew of a little private grass strip a few minutes east near the town of Sultan so thats where we went and landed. If we had no other choices left we could have requested a zero zero landing at the nearby Paine Field (10,000Ft). It might not be a bad idea to try this under the hood just to see how it feels and to know that it can be done. Especially if you live in an area where fog is a frequent visitor.

in 1972...

...as a newhire, airline copilot, flying a large turboprop airliner my captain offered me a new experience. Covering my windscreen with an enroute chart he said..." You are now going to make a simulated zero/zero approach to a landing, manually flown...using the ILS approach at Bloomington, Ill." " Just fly the localizer and glideslope at ref+ 5 kts." "Watch the altimeter and just before touchdown altitude....flair just a hair but keep a touch of power on and wait"

Presto. Worked like a charm. The touchdown was just a very mild clunk. Made many VFR landings that were much worse.

The next time I did such a thing was over 30 years later. This time it was for real. RVR 300/300/300.... a mandatory autoland in a B-767. The automatic magic did all the work. But it was nice knowing, all those years, that I really could do it myself..... down and dirty....all manually flown.

Enjoy,

Bob