Consider using the WRIMTMS approach briefing sequence as one method to “stay ahead” of the airplane as you transition from the en route phase of flight to the approach and landing phases.
W~~stands for weather. Start picking up the ATIS/AWOS/ASOS as soon as possible. Depending on altitude and distance, start this process at least 60 miles out to get a sense of the active runway, winds, altimeter setting, etc. All these data help to determine which runway might be in use and therefore which approach ATC might provide.
R~~stands for radios, of which there are two varieties (comm. and nav). Set up the comm. radio first (since C comes before N in the alphabet) and it doesn’t take but a second or two to install the comm. frequencies. Then, switch to the nav. side to install VORs, GPS approaches (say on a 430 or 530), push the marker beacon annunciator button (if on ILS), set up NDB and its audio (if so equipped), etc.. Basically, set up any navigation radio and test its ID at this point. Of course, if too far out, you won’t get a localizer signal until you’re closer, but at least have them enter the frequency, hit the button, and set the volume so when it does come in, you’ll hear it.
I~~ stands for instruments. check and set the altimeter, sync the compass with the DG, check other instruments (suction gauge, pressures, temps, etc.).
M~~stands for minimums. How low can you go? If minimums are 1700′, say, “1700′ plus 50′”. Articulating the rock-bottom minimum 1700′ helps to ensure that you know the floor of the descent, while tagging the extra 50′ to the verbalization focuses on leveling off 50′ higher than the minimum. The tolerance for PTS is 0′ to 100′ so the 50′ buffer is a safeguard.
T~~ stands for time. What is the time, if any, from the FAF?
M~~stands for missed approach procedure. Memorize at least the first part or parts of the missed approach (e.g., climb to 3000′ RT to APE). Preferably, memorize the whole segment.
S~~stands for “stuff”. Stuff includes passenger brief, securing the cockpit (housecleaning), a review of the surface map of the airport of intended landing. Project where you might exit the runway (which taxiway) and what direction to turn to get to the FBO. Reviewing the particulars of the surface map while en route helps to stay ahead of the airplane.
• Stuff also includes the GUMPSS checklist (Gas, undercarriage, mixture rich, prop, seatbelts, switches, etc.).
• Stuff also includes reviewing any items that were not accomplished b/c you were too far away during the initial check (e.g., ID’ing a localizer frequency).�
• Stuff means determining the amount of fuel left on board, and the flight time to an alternate.
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