Pilot Brad’s Flying Blog

Flight Date: 10.23.08
Flight Time: 1.6 (checkride), 1.7 (to-from KCPU)
Photo Album

It’s taken me two weeks to post this write up, partially because I’ve been busy, but mostly because I’ve been a little burnt out after all the studying and stress associated with the checkride.  Quite frankly, I just haven’t felt like writing about it.  Now that my life is somewhat returning to normal and I have caught up on some personal projects that I had put off while I finished the IR, I feel like I can return to the blog with a little bit more energy and enthusiasm. 

If you’ve read my prior posts then you’ve probably deduced that the checkride wasn’t flown from my home base of Livermore, but instead originated from a small airport in the foothills of the Sierras called Calaveras (KCPU).  Why was it there and not here?  I don’t know the exact answer to that question.  All I can offer is that it is where one of the examiners is based.  It didn’t bother me that it wasn’t local, but it just meant I would have about a 45 minute flight first thing in the morning to arrive in time for the 9am checkride appointment. 

I had taken the day prior off from work, and I used it to fly one more practice flight, prepare requisite forms (8710), gather the necessary log books, and to complete a cross-country flight planning log for the route the examiner had given me a few weeks prior.  Most importantly I used it to relax as much as I could, and completely separate my mind from the chaos of my day job.  I am not sure if it worked, but it seemed like a good idea at the time. 

The day of the checkride I awoke early, packed my gear into the car and headed to the airport stopping at my favorite coffee shop (Peet’s) along the way for a large mocha and a bear claw.  Yes, I know, it’s not exactly the breakfast of champions but it certainly gets the job done. 

Continue reading ‘The Ride’

I did it, I managed to successfully pass my Instrument Rating checkride.  I am pretty tired so I am going to keep it short right now, but overall things went well.  I’ll put together a full report in the next day or two (with pictures), but right now it’s time for an adult beverage.

In the meantime, here is a shot I took on the way home from Calaveras, CA (KCPU) which was where the checkride took place.

It’s the night before my checkride and I just finishing up some last minute preparations and I thought I would post a quick update.  I had hoped that I would be able to bring my blog up to date prior to the checkride, but I’ve now accepted the fact that it just isn’t going to happen.  You’ll just have to live without me ranting about my recent flights (#34-40) and my stage 3 check.

This morning we launched early and flew another simulated checkride, during which Nick captured some good pictures which you may view here.

Now I am going to have a bowl of my favorite ice cream (Dreyer’s Loaded Mint Choc Chip) and call it a night.  I’ll catch you all tomorrow.

Lesson Date: 09.24.08
Flight Time: 0.9D

I had a senior moment just prior to my lesson.  I was in my office sitting at my desk thinking about my scheduled lesson at 4pm.   I thought to myself that I needed to start winding things down around 3:30 and would depart for the airport at 3:45pm.  The problem with that is that on a good day my office is an hour from the airport, and leaving at 3:45 was not going to get me there on time.   Nick and I have been flying almost every Wednesday after work, sometimes at 5pm sometimes at 4pm, and what I had done was planned my departure for a 5pm lesson, not a 4.  D’oh! 

I realized this at about 3:30 and quickly threw my laptop in my bag and ran out the door to get there as soon as I could.  I called and warned Nick about my tardiness, and told him to meet me at the airplane.  I arrived only about 30 minutes late, so the day was not completely lost.

We climbed in and departed, skipping the Livermore One departure which I am not completely familiar with, and headed back out to Tracy for a run at the VOR A followed by the ILS 25R into Livermore.  It was another one of those Tracy-Livermore combos that I just love so much!

The flight went OK, I don’t remember doing anything wrong but I really feel I could have performed better.  I’ve come to realize that I my performance during the week always seems less than that of the weekend.  I don’t seem to be able to change the gears of my mind from work to flying as quick as I would like to, and rushing to the airport today certainly didn’t help.  Oh well, it is what it is, and I certainly wouldn’t come running right from work to hop into the cockpit for hard IFR flying.  I do know my limits.

Lesson Date: 09.21.08
Flight Time: 1.3D

Nick had scheduled my Stage 3 check for the 4th of October so it was definitely time for more practice.  With that in mind we headed out to do something I hadn’t done in a few weeks, holds and arcs.   I was a tiny bit rusty, but overall they went very well.  I started the turn on the first arc a little late, causing us to be inside the arc by about 0.5 nm (the wind wasn’t helping either), but I was able to correct and completed the maneuver within the required performance requirements. 

With the holding and arcing exercises successfully completed, I requested vectors for the GPS RWY 26 approach into Tracy.  The controller was very busy this day and was a little late in providing me the clearance, dropping me off only a mile or so south of the OMWAP IAF with the instruction to proceed direct OMWAP.  We were right at OMWAP as I got it dialed into the GPS, and I blew right through it (OMWAP) northbound before I realized that I had essentially missed the IAF by about 1/2 mile… sigh.  In an attempt to salvage the situation, I turned outbound on a direct entry for the course reversal, and decided that since I was way wide that I would make my intercept turn at 1/2 standard rate.  This actually turned out to be a fairly good idea, as it allowed me to more easily intercept my the final approach course.

After flying the rest of the approach we went missed (alternate missed) to the north and entered a climbing hold at the TRACY intersection which, you’ve heard me say several times, serves as the IAF for the ILS into Livermore.  I dislike flying approaches into Tracy for the simple reason that we always go missed, and it always leads us to flying the ILS into Livermore.  After applying power I have  to quickly locate TRACY, fly the hold while climbing, get ATIS for Livermore, and set-up all the avionics for the ILS.  Is it impossible, no, it is just a lot to do in a very short period of time.  I always manage to get it done, but it isn’t always pretty.

The reward for today’s flight was the beautiful ILS I flew into Livermore.  I really am getting good at this ILS thing. ;)

Lesson Date: 09.20.08
Flight Time: 1.6D

More approaches!!!  I was back at the approach game, however in preparation for the checkride I would now be spending a lot of time flying them partial panel… yuk!  With that in mind the first approach I flew during this flight was the VOR 29R approach into Stockton partial panel.   Let’s just say my compass skills were a little rusty, but I managed to get it done.

After going missed on the VOR approach we got vectors back around for the GPS 29R approach, and again I stumbled a little bit when setting up the approach in the GPS.  I just don’t find the combination of dials and buttons on the KLN89B user friendly at all, but I guess I just really needed more practice.   

After the GPS approach, we went missed once more and got vectors back for the ILS into Livermore, which I am happy to say I flew to near perfection.  At least I was able to do something right on this flight.

Lesson Date: 09.17.08
Flight Time: 1.3D

Another day, another three approaches.   This was another attempt at running the gauntlet by departing Livermore, then flying the ILS 29R into Stockton, followed by vectors for the VOR A into Tracy and then the ILS 25Rinto Livermore.  It’s fast paced, and while I still could stand some improvement I am showing signs of improvement especially in tracking the ILS into Livermore. 

Here is a diagram of our ground track.  It is intended to show the proximity of the three airports, a rough estimate of our flight path, and to provide you with a sense of how each approach relates to each other.

Lesson Date: 09.10.08
Flight Time: 1.2D

With the cross-country flight now behind me, all that was left to do was work on perfecting my approaches and partial panel work in preparation for a Stage 3 check flight and then the checkride.   I was hoping that we could maybe get all this finished up by the end of September, but our schedules just won’t allow it.

I hadn’t flown in a week and half (cuz of that schedule thing), so I was a bit concerned that I might be a little bit rusty going into the flight.  As it turns out I was, but it wasn’t as bad as I thought it might be.

We flew our usual route… a simultated Livermore One departure, direct to the Manteca VOR for the VOR 29R approach into Stockton, followed by vectors back ILS 25R approach into Livermore.  Everything went OK, but it clear that I still need some practice, as I always seems to make at least one small mistake on every approach.

After the lesson I had to head of to the airport (the big one) to pick-up my friend Chad who was coming in for the Reno Air Races.

Since I am so far behind with the blog I wasn’t going to say anything yet, but I might as well… My checkride is scheduled for next Thursday the 23rd.   That means A) I’ve got studying to do this weekend, and B) I’ve got one week to get all my blogging up to date.

Lesson Date: 08.31.08
Flight Time: 4.3D 
Flight Tracks:  KLVK-KPRB, KPRB-KMRY, KMRY-KLVK
Complete Picture Album

Oh my!  My procrastination has managed to reach a new all time high.  Today is October 16^th, and I am just now getting around to blogging about my IFR Cross-Country which took place on August 31^st.  What’s my excuse?  Well, I’ve got many but in the interest of time I will spare you the details. 

As I mentioned in a previous post, Nick and I settled on a route that took us from Livermore (KLVK) to Paso Robles (KPRB), then onto Monterey (KMRY), and then back to Livermore.  I chose this route for two reasons, first the central coast of CA is one of my favorite regions, and because I wanted to practice flying into a Class C airport (KMRY), which as it turns out is a complete non-event when on an IFR flight plan. 

Since we would be departing early morning, I got the weather and did the flight planning the night before.  The planned route of flight was to depart Livermore via the Livermore One departure, ALTAM intersection, V244 to the Manteca VOR (ECA), V113 south to the Priest VOR (ROM), then onto the OKEEF intersection which would lead us via the 332 radial of the Paso Robles VOR (PRB) to the VOR/DME RWY 19 approach into Paso Robles.  [Red on map] 

Departing KPRB, we chose to avoid V25 northbound which would take us through restricted airspace (R-2504) by flying north on V248 to the SARDO intersection, then GPS direct to the WIGGL intersection which serves as the IAF for the LOC/DME RWY 28L approach into KMRY. [Purple on map] 

For the last leg of the trip, the plan was to fly the Monterey Eight departure (DP), to the Salinas VOR (SNS) where we would intercept V111 northeast bound to the PATYY intersection, where we would then turn north-northwest onto V113 and on to the ECA VOR, then a left turn (west) onto V193 to the TRACY intersection which is the IAF for the ILS RWY 25R approach into Livermore.  [Blue on map] 

Continue reading ‘IFR Lesson 30: IFR Cross-Country’

Lesson Date: 08.27.08
Flight Time: 1.1D

Another lesson, another day of practice approaches.  Rather than go to Stockton, we decided to do something a little different by heading over the hills to Tracy for the GPS 30 approach.  The IAF (NAPYI) is 15.1nm to the southeast of the runway, so instead of our usual Livermore One departure I requested a plain ole VFR left downwind departure.

On they way to NAPYI I briefed the approach and set-up the GPS, all the while coordinating our activities with ATC.  Unfortunately, as we reached NAPYI, I made my first mistake of the day by forgetting to put the GPS into OBS mode for the procedure turn.  Argh!   As I crossed the fix the GPS immediately made the next waypoint in the sequence the next waypoint, thereby eliminating the distance information I needed to define NAPYI on the inbound leg of the procedure turn.  This we quickly fixed by Nick re-selecting NAPYI as the active waypoint, but I was upset with myself for forgetting to do this.

With the situation rectified I proceeded down the approach course for what seemed like an eternity.  After passing AFEWU, I reduced power and started a descent to the FAF intercept altitude of 2,000′ (or above).  The FAF was 4.4nm ahead and with really not much to do on a GPS approach I felt really relaxed (warning sign).  With proabably 1-2nm left to the FAF, a question popped into my head and I just had to ask Nick for the asnwer.  As he responded my attention drifted from flying the approach to listening to his explanation, and right about the time he was finished talking I looked down at the altimeter to see it passing through 2,000′.  Grrrr!

I applied full power and arrested the descent around 1,900′, a solid 100′ below the FAF intercept altitude.   It’s not that 100′ bothers me so much, but it the fact that I lost focus for a minute and let myself get low.  It’s frustrating when I do things like this, but I always catch my mistakes so they never seem to grow out of control.  The rest of the approach went just fine, but that was two mistakes on one approach and I was not happy. 

While still stewing over my errors, we departed the Tracy area and requested and was given the Localizer only approach into Livermore.  Since you can’t turn the glide-slope off, Nick had me used NAV2 which has only the CDI and not the GS needle.  My eyes kept wanting to look at NAV1, and I had to make a concious effort to look below it to NAV2 for course guidance.  My course tracking could have been better, but overall the approach went fine with no major issues.

As I’ve said to several time to Nick, and maybe even to you, it always has to be something on these flights; I always have to make at least one or two mistakes.  Perhaps I am being too tough on myself, but I would really like to have an error free flight one of these days, preferably several of them prior to the checkride.

Next flight… IFR Cross Country… whooohooo!

Lesson Date: 08.24.08
Flight Time: 0.7D

The plan for this lesson was to file and IFR flight plan to Modesto where I would shoot a few approaches.  Unfortunately, things don’t always go according to plan.

I filed, and after getting our clearance we departed Livermore and headed east towards Modesto.  Shortly after reaching ALTAM intersection, ATC gave me a vector direct to KMOD.  We were about 15 minutes out of Livermore when the approach controller asked us to ident.  Upon hearing this, Nick commented, “That’s never a good sign.” 

Sure enough, moments later the same controller asked us to ident once more, then after a short pause told us that he had lost radar contact.  We cycled the transponder several times with no success.  The controller still could not see us and said, “Without a working transponder, I won’t be able to get you the approaches you want into Modesto.”  It was at this point that I knew the flight was basically over.  Nick keyed up the mic and told the controller that we will cancel our IFR flight plan, and asked if we could get the ILS into Livermore.  Despite not being able to see us on radar the contoller agreed to our request.  I think he felt bad and took pity on us.

We turned around and put ourselves on an intercept course for the localizer at Livermore, and after a few minutes of flying the controller spoke up and told us that the transponder was now functioning and that we were back on his scope.  Sigh.  The damage was already done; There just wasn’t enough time before Nick’s next lesson for us to turn around once again and attempt the flight to Modesto and back. 

After another successful ILS into Livermore, I squawked the transponder, but since it appeared to be working when we landed I doubt anything can or will be done about it.  I suspect that we might have gotten ourselves in some sort of terrain induced blind spot or perhaps the aircraft itself was shielding the signal in some way.  Who knows.  Oh well, sometimes this happens.

Date: 08.17.08
Flight Time: 2.2D

Whooohooo… another stage check in the bag!  My check pilot of the day was Jerry, a former airline captain with lots of experience.  It was my first experience with him, and I was pleased to find that he was a very nice guy, with a calm demeanor and friendly approach to instructing.

Prior to hitting the airways we sat down for the oral portion of the stage check, which covered topics such as the FARs, weather, aircraft systems, equipment requirements, and approach procedures among other things.  During the aircraft systems portion, I happened to mention that I was a prior aircraft owner and that I was building an airplane in my garage, at which point the conversation quickly turned from a quiz of system basics to more of a discussion of advanced equipment and related issues.  In fact, we went off into such a tangent that we had to put ourselves back on track to finish the oral portion of the check.  I didn’t mind as I found Jerry’s insight useful, and much of what we talked about will be helpful when it comes time for me to make decisions on how I will equip the panel of my RV-7. 

Continue reading ‘IFR Stage 2 Check - Passed’

Lesson Date: 08.13.08
Flight Time: 1.3

With my Stage 2 check scheduled for the coming weekend, and since stage 2 is all about approaches, this flight was simply more practice approaches and nothing more.  It was  a repeat of the prior flight by flying once again the VOR 29R and GPS 29R into Stockton followed by the ILS 25R into Livermore, all of which are very familiar by now.

Everything went OK, not as good as this past Saturday, but acceptable for this stage of the training nonetheless.  On one of the approaches into Stockton, I got myself about 50′ low by not applying enough pitch and/or power after leveling just above the MDA.  Oops!  It’s just one of the little mistakes that I keep making, but hey, that’s why we practice right?  OK, maybe going below MDA isn’t such a little thing, but you get my point.  What seems to happen is that after diving and driving to the MDA, I am leveling off and setting the power, but then as I turn my attention elsewhere the airplane continues to deplete energy, slows and descends.  This then has me jamming on the power to arrest the descent and climb back up the 50′ to the MDA.  Perhaps I just need to apply a bit more power or trim, but it really comes down to making sure I manage the energy properly as it is so easy to give up 50-100′, but so hard to get it back.

Lesson Date: 08.10.08
Flight Time: 1.8D 

Wow, what a difference a few days made!  I was finally able to get some rest and arrived for the day’s lesson in prime condition.  I felt different; I felt normal again (as normal as normal is for me).

We headed out for more holding practice, a few DME Arcs and of course, several approaches.  I won’t go into a lot of detail, but let’s just say that I was back in true form today.  The holds went well, the arcs great, my radio work was first-rate, and the approaches, well, they were solid!  I finally emerged from the rut that had been plaguing me for several flights.  I shot the VOR 29R into Stockton once again, followed by vectors back for the GPS 29R (also at SCK), and then headed home for ILS 25R into Livermore.  In fact, my approach into Livermore was the best approach I had flown to date with the localizer and glide-slope needles centered almost the entire time.  Nick had nothing at all to say the entire approach, so I knew I was doing well.

If I sound like I am bragging, I’m not; I am just excited to have performed so well on this day.  So please, let me just have my moment.

About the only thing from the flight that I felt needed improvement was my ability to program the GPS accurately and quickly.  I haven’t flown that many GSP approaches, and I definitely need more practice setting them up in the KLN 89B.  I’ve downloaded the KLN 89B simulator from Bendix King, but I can’t get it to run on Windows Vista, regardless of whether I run it in compatibility mode or not.  I’ll keep trying, but I am not optimistic.

With my approach skills now fairly solid, Nick scheduled my Stage 2 Check Flight for a week from today.   In the meantime, we are going to jump into Stage 3 topics; flight planning and cross-country flight.

Lesson Date: 08.06.08
Flight Time: 1.3 D

The flight today was another so-so performance by yours truly.  I was still feeling a bit run-down, and it showed in my performance.  I don’t know why but for days since returning from AirVenture I just couldn’t seem to get myself into gear.  Sigh.

The flight was another attempt at Running the Gauntlet by flying the VOR 29R approach into Stockton under partial panel conditions, followed by the VOR A into Tracy, and finally the ILS 25R into Livermore.  The approach into Stockton was bit rough, but I think that was caused by the fact that I hadn’t flown partial panel in a few weeks, and was a touch rusty.  The other two approaches were acceptable, but far from perfect, with me making several small mistakes along the way such as forgetting to start time at the IAF or something similar.

Normally Nick is a very patient guy, and while for the most part he was today, I could detect by his voice and body language that he was a bit frustrated by my performance on this day.  Maybe frustrated isn’t the right word, but the bottom line is that both he and I knew that for the past two flights I just wasn’t performing at my normal level and was capable of doing better, much better.  I just needed to shake this lingering case of the “tireds”, which I was hoping I could do in time for our next lesson on Saturday.

Lesson Date: 08.03.06
Flight Time: 1.3D

I had just returned from AirVenture the day prior and hadn’t yet completely recovered from all the fun.  I was very motivated by my time at AirVenture, but my legs were sore from all the walking I had done, and I was very low on energy.  Nick could sense my diminished physical and mental capacity and decided to take it easy on me today by keeping the lesson a bit on the shorter side.  What a guy!

We departed Livermore on our usual Livermore One departure, and I could immediately sense that I was a bit rusty.  I had only been off for about a week, but I felt a touch behind the airplane.  My general state of being probably had a lot to do with it, but it was humbling, very humbling.

After reaching ALTAM I was proceeding direct to the Manteca VOR (ECA) via V244, when Nick issued me simulated ATC holding instructions…

Hold North of the JANEY intersection on the 162 radial of the Sacramento VOR (SAC), left turns.

Sitting here at my desk writing this it seems so easy, but on that particular day in the cockpit I was having a hard time getting my brain into gear.   I started sketching the situation on my kneeboard all the while driving towards JANEY at a blistering 100 KIAS (that’s was a joke).  By the time I had figured out that I wanted a direct entry, I had flown 0.4nm past JANEY.  D’oh!  It wasn’t pretty, but I somehow managed to get the aircraft into a very rough hold, however I forgot to go through the 5-Ts yet again.  Nick was his usual patient self, but I knew he wanted better from me.  He then stressed once again the importance of calculating I-O-E for every hold which stands for Inbound Course, Outbound Course, and Entry.  OK, got it, I-O-E and the 5-Ts every time!  I-O-E and the 5-Ts kinda sounds like some sort of band doesn’t it.

Nick then gave me a chance to redeem myself by issuing me instructions to hold at the BYRON intersection just 3nm away from JANEY.  I wish I could tell you it went much better, but I can’t.  Don’t get me wrong, it certainly an improvement, but not so significantly as to wipe out my prior holding transgressions.

From BYRON Nick had me fly to the TRACY intersection for one more hold and the start of the ILS 25R approach into Livermore.  The hold at TRACY went an additional improvement over the prior two, and the approach was acceptable, so I must have been starring to wake up.  Overall, it was an OK flight, and my performance according to Nick was good, but not at my normal level (whatever that is).   I was looking for something a little less stressful today and I got it, so I can’t complain.

Lesson Date: 07.26.08
Flight Time: 1.6D

Ack, it’s been about 10 days since my last update.  Oh my.  I know I’ve been busy lately, but my procrastination appears to be getting worse.  I’ve got a few lessons and an AirVenture report to get through to bring myself current, so let’s see if I can keep these next few updates short and sweet.

Today was another lesson focusing on, yup you guessed it, approaches.  Actually, today was my first attempt at what the instructors around here call “Running the Gauntlet”, which involves approaches into Stockton, Tracy, and finally Livermore.  What makes it a challenge is that all three airports are very close to each other, and the IAP for each are related in some way, making for a very busy cockpit.  For example, the Missed Approach for the Tracy VOR-A approach is to hold at TRACY intersection which is also the IAF for the ILS 25R approach into Livermore.  You would think this would make it all very easy, but in reality, it can be a juggling act to go missed, fly the hold, talk to ATC, and get set-up for the ILS all at the same time.

Continue reading ‘IFR Lesson 22: Running the Gauntlet!’

Lesson Date: 07.22.08
Flight Time: 1.5 D

This was a rather interesting day in the air.  Not because of anything I had done, but rather because of the number of aircraft in our vicinity.  In short, it was just plane crazy out there!

We departed out of Livermore on our standard route (Livermore One), and  after reaching the ALTAM intersection I set us up to track straight to the ECA VORTAC.  Only seconds after establishing us in cruise configuration the Zaon gave us a traffic alert.  Not just an advisory, but an alert.  Nick looked out and said, “I got him, but take the hood off”, so I knew it was real close if Nick wanted me to look.

It was a Piper Seminole, about 500′ above and 1/2 mile at our 2-o’clock and on the same heading.  His gear was out and he was in a high pitch attitude, presumably practicing maneuvers, so I altered our course a bit and we kept him in our sights.  Just before we would have lost sight of him behind our wing, he pitched up aggressively, stalled and dove to the left, heading directly for us in the process.  I quickly banked the airplane left and dove away, not because there was any immediate danger of a collision, but it was close enough for comfort and we certainly didn’t want to take any chances.

Continue reading ‘IFR Lesson 21: Approaches - SCK VOR, LVK ILS’