Pilot Brad’s Flying Blog

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’

Lesson Date: 07.19.08
Flight Time: 1.7 D

More approach practice today, but rather than going to Stockton we headed somewhere new, Modesto.  This was a great flight as there is more distance between Livermore and Modesto, which gave me a bit more time to prepare for the approach.  Not only did I fly us somewhere new today, but I also used the autopilot for the first time.  It was really nice to have it holding course while I set-up the avionics and briefed for the approach.

Overall things are really starting to click, with my ability to process the information on the IAPs and get the aircraft and avionics ready for the approach improving greatly.  The first approach on the menu today was the MOD VOR 28R, which I requested of ATC to be flown as “Pilot Nav” as opposed to vectors.  It involved executing the procedure turn once intercepting WOWAR (IAF).  About the only mistake I made here was that I forgot to reduce the power and start a descent as overflew the fix on a parrallel entry.  This worked out OK because I was told by ATC to extend the parrallel entry a long way before being given the OK to turn and intercept the inbound course, so I had plenty of time to correct.

Continue reading ‘IFR Lesson 20: Approaches - VOR MOD, ILS MOD, GPS LVK’

It’s Friday afternoon and I am finishing up a few last things at work before I leave for my vacation.  Where am I going?  To AirVenture of course!!!  Every minute that ticks by I can feel myself getting more and more excited.  On Monday I fly to Illinois and hook up with my friend and fellow RV-7 builder Chad.  Then on Tuesday Chad, I and another RV-7 builder Larry hit the road bound for Oshkosh where we will be camping in Camp Scholler with about 5 more of our RV building brothers.    There is a lot of excitement amongst the group and it looks like this turn up to be the best AirVenture yet.  

 Argh!!!  Three more days… I can’t wait anymore!

I am consistently amazed at the content and quality of the AOPA Air Safety Foundation’s (ASF) online courses.  I’ve completed many of them but the one that has most recently received my interest is the course on aerodynamics titled, Essential Aerodynamics:  Stalls, Spins and Safety.  It’s an exceptional lesson that uses great examples to break down many complicated concepts into simple terms delivering it all to you in a truly interactive experience.

This is just one example of the many online courses they have covering a wide range of topics such as Aging Aircraft, IFR Charts and  Runway Safety.  All of which are informative, entertaining, and produced to extremely high standards. 

I’ve really enjoyed the courses I’ve taken and I plan to complete them all.  In my opinion the AOPA is one of the best run organizations around, and these course are just one more reason that $39 per year membership fee is money well spent.   You don’t even have to be a member to take these courses, but you are an AOPA member aren’t you?  If not, why not?

Lesson Date: 07.13.08
Flight Time: 1.9 D

Back at it again today.  On the agenda, more approaches.  I purposely scheduled a bit longer lesson with Nick so that we could squeeze a more than two approaches into a flight.  With this in mind we set out for a variety of nonprecision and precision approaches.  First would be the NDB RWY 29R into Stockton (I hate NDBs), followed by the LOC RWY 29R approach also into Stockton, and finally the ILS RWY 25R into our home base of Livermore.

After our usual simulated Livermore One departure, we switched over to NorCal Approach to find the frequency jammed as usual.   Nick was able to work in our request for the NDB approach into Stockton and ATC promptly issued us a vector.  As I briefed the approach and configured the avionics, we were issued a new vector with instructions to descend.  It had been a while since I’ve done anyting with NDBs and I felt a little uneasy about my NDB intercept abilities.   Did I mention I that I dislike NDBs?

Continue reading ‘IFR Lesson 19: Approaches - NDB SCK (2), LOC SCK, ILS LVK’

Lesson Date: 07.12.08
Flight Time: 1.5 D 

Could it really be this easy?  GPS approaches that is.  I don’t have much experience with GPS, so today’s lesson was quite fun and interesting.  During the years that I owned a Citabria, I thought many times about buying a handheld GPS, but  never did.  Frankly, I never saw the need, and I didn’t want to become dependent on something that wasn’t approved as a primary means of navigation.  It was always my intention to hold out as long as possible, opting to do things the old-fashioned way, by looking at a paper chart.  Now that I am training for my instrument rating I’ve changed my tune and now say… Bring on the GPS!

Before starting the engine, Nick and I spent a little time talking about GPS in general and the GPS receiver in the C172R, the King KLN-89B.  Compared to today’s GPS receivers with their large color screens, moving maps and weather overlays, the 89B is pretty simple.  That being said, it is an IFR certified GPS receiver capable of performing non-precision GPS approaches, so it will do the job just fine.  All of the GPS approaches I will fly in the C172s will be nonprecision approaches.  While precision GPS approaches are increasing in numbers, they require WAAS capable receiver to provide vertical guidance.  The 89B is a getting to be bit old, and WAAS wasn’t even around when the 89B was created.

Continue reading ‘IFR Lesson 18: GPS Approaches - GPS SCK, GPS LVK’