Trust those intruments Trust those instruments
A Lieberman
Had to get the oil changed in my plane today, and I got a "bonus" of 300
foot ceilings and a full day off of work, so I'd figure I'd knock out a few
approaches in actual conditions and getting the engine nice and hot before
the oil change. Looking in my logbook, last time I did approaches was back
in 3/18 with ceilings of 1300.
Since then, I have had 2.4 hours of actual, but only in level fight. I had
not done any approaches since 3/18. I *thought* I was ready for today with
the recent IMC I have had in level flight. Suffice it to say, I can fully
understand why not doing approaches on a REGULAR basis is detrimental to
IFR flying skills.
Because I was depending on the weather to improve, I had my tanks topped
off so that I could orbit 5 hours if need be, as I was departing below
landing minimums at KMBO (Madison MS), which was a first for me.
Ceilings reported were 300 feet at KMBO, at KJAN (Jackson MS) 200 feet, and
KHKS (Hawkins field) 300 feet. Visibilities were 2 miles in light fog.
Winds were direct cross winds from the east at 10 knots, so not only it
would be an approach workout, but good Xwind workout as well.
Preflight went fine, requested from Clearance and Delivery a local IFR
clearance to HKS for ILS approaches. Got my clearance a minute later,
called into Unicom, Sundowner 1943L, departing 17. Before I even got to
the other end of the runway, I was entering the clouds! This was a first
for me, as this of course required me to do a climbing turn in IMC. No
biggie, did my Aviate, Navigate, then communicate to approach Approach,
Sundowner 1943L out of Madison, 800 for 2000. Approach said radar contact,
turn 360 for vectors for the ILS 16 Hawkins. This required a 180 degree
course reversal from my initial heading off the runway. Climbing turns are
quite different in the clag, then with the hood!
I broke out on top at 1900 feet, which in retrospect, I wish never would
have happened for my FIRST approach. Here I am above the cloud deck,
flying dumb and happy with vectors for the 16 Hawkins, enjoying the view
outside the window.
What I didn't realize was the clouds were not level as it appeared. I of
course didn't really realize it, as I was not scanning the attitude
indicator as closely as I needed to (BIG lesson learned) since I was VMC.
I was just in awe of the view outside, keeping my wings "level" with my
perceived horizon line. Doing my approach briefing was a "breeze" as I was
VMC, and was able to "take my time" and be ahead of the plane.
After my briefing, I get cleared for the ILS approach into HKS, and descend
into the clouds at 1900 feet.
My plane has a VERY slight left turn banking tendency, not a big deal.
As I am descending down in the clouds, I notice that my attitude indicator
had a right bank to it. I was on the localizer, and glide slope within a
dot, but my head said one thing, and the attitude indicator said another.
I looked at the vacuum indicator, it was normal, everything else was
normal, so I had to say out loud, trust the instruments, trust the
instruments, fly the plane, trust the instruments.
I started driving right of the localizer, and had to ease up on the yoke to
stop my wanting to turn right. Remember, my plane has a LEFT turning
tendency, so I knew the problem was me.
This was the hardest thing to do, because my body kept saying turn right to
maintain level bank, yet the attitude indicator just wasn't level. Once I
got the attitude indicator level, and I fought my physiological desires, I
was able to maintain the localizer and glide slope within one dot. I was a
tad high on the glide slope (top part of the donut) and I broke out just
before the middle marker. This was the lowest I have flown by myself in
actual conditions, so when the runway was in front of me 300 feet above the
ground, I felt great.
The glory of this approach was short lived as I still had to fly the plane,
and I was only cleared for a low approach. So, that I could enjoy the VMC
for as long as I could and try to get my inner ear balanced, I went to the
minimums of 200 feet AGL, and flew straight and level for just about the
entire length of the runway. After the end of the runway, started my climb
out instructions (runway heading, climb to 2000).
So, upward I go, contact approach, and more climbing turns in the clag.
Great exercise, so I didn't mind this at all. Broke out at 1900, and
skimmed in and out of IMC for the first part of the second approach. The
further north I went, the lower the tops of the clouds were. Since I had
concerns about the attitude indicator, I watched it real close in VMC as I
was flying for my second approach. It was straight and level during my
outbound leg. It was when I got turned inbound to intercept the localizer
that I noticed something was askew. Since I was flying the plane visually,
I apparently was using the clouds as a "horizon line" and when I looked at
the horizon indicator, it was showing a ever so slight bank to the right,
clearly not level, so it was here I realized, the clouds were sloped higher
to the left and lower to the right AFTER I leveled the plane per the
attitude indicator. I verified this by looking at the wing tips and the
left wing was "closer" to the clouds then the right wing.
This now made perfect sense why, on my first approach, I wanted to maintain
a right bank after entering the clag. I had been flying that way (plane
banked to the right) in VMC, and it seem to exasperate itself when I
entered the clouds. Seeing that problem before entering the clouds, I
immediately when into my "instrument scan mode" ignoring all outside
references. This cleared up my inner ear balance issues, and my next 4 ILS
approaches were the way they were to be flown. On my last approach, the
ceiling had raised up to 1000 and I had gotten the weather at KMBO which
was reporting 1100, so I was homeward bound after requesting to do one
"obligatory" hold to maintain currency.
I did the VOR alpa approached back into Madison, broke out at 1100, and
flew in at 900 feet (minimums).
Using the Garmin 430 GPS was awesome. I got to learn more and more about
it, today.
2.1 hours of flight, 1.2 IMC, currency met, got to commit aviation. The
cost PRICELESS (other then oil change, avgas and the pride of owning a
plane)
Lessons learned today......
Be more diligent about scanning the instruments well before the final
approach phase BEFORE entering IMC. What you see outside, just may not be
what you want. While the scenery outside was something to behold, what was
below me could have been deadly.
Talk out loud, talk the problem through, and TRUST THOSE INSTRUMENTS. I
can honestly say, this step here probably saved my bacon especially talking
it out, because that made me focus on working the problem rather then the
problem working me.
I found that while I was in the "en route" phase, I put the Garmin display
in the "map mode". This made the situational awareness literally a no
brainer as I could see the final approach course and easily anticipate
ATC's next turn without having my finger on the approach plate that I did
in the past. I have my map in the track up mode, so if the approach course
was on the right, I could anticipate a right turn to the right and the lil
airplane on the display would turn right.
When I was cleared to join the localizer or saw that I was within one mile
of the final approach course, I'd flip the GPS into the CDI mode, so I had
an "extra localizer" AND be able to quickly factor in my cross wind factor
to maintain the ground track.
Also, using the CDI mode for the VOR alpha, just made it so easy to join
the final approach course without having that feeling of "chase the
needles" when in the VOR zone of confusion.
Mark Hansen
> Suffice it to say, the subject line says it all.
>
> Had to get the oil changed in my plane today, and I got a "bonus" of 300
> foot ceilings and a full day off of work, so I'd figure I'd knock out a few
> approaches in actual conditions and getting the engine nice and hot before
> the oil change. Looking in my logbook, last time I did approaches was back
> in 3/18 with ceilings of 1300.
>
> Since then, I have had 2.4 hours of actual, but only in level fight. I had
> not done any approaches since 3/18. I *thought* I was ready for today with
> the recent IMC I have had in level flight. Suffice it to say, I can fully
> understand why not doing approaches on a REGULAR basis is detrimental to
> IFR flying skills.
>
> Because I was depending on the weather to improve, I had my tanks topped
> off so that I could orbit 5 hours if need be, as I was departing below
> landing minimums at KMBO (Madison MS), which was a first for me.
Ah, you're a braver man than I :-)
>
> Ceilings reported were 300 feet at KMBO, at KJAN (Jackson MS) 200 feet, and
> KHKS (Hawkins field) 300 feet. Visibilities were 2 miles in light fog.
>
[ snip ]
>
> The glory of this approach was short lived as I still had to fly the plane,
> and I was only cleared for a low approach. So, that I could enjoy the VMC
> for as long as I could and try to get my inner ear balanced, I went to the
> minimums of 200 feet AGL, and flew straight and level for just about the
> entire length of the runway. After the end of the runway, started my climb
> out instructions (runway heading, climb to 2000).
But, when are you required to execute the missed approach procedure?
Wasn't the missed approach point when you hit DA on the glide slope?
>
> So, upward I go, contact approach, and more climbing turns in the clag.
> Great exercise, so I didn't mind this at all. Broke out at 1900, and
> skimmed in and out of IMC for the first part of the second approach. The
> further north I went, the lower the tops of the clouds were. Since I had
> concerns about the attitude indicator, I watched it real close in VMC as I
> was flying for my second approach. It was straight and level during my
> outbound leg. It was when I got turned inbound to intercept the localizer
> that I noticed something was askew. Since I was flying the plane visually,
> I apparently was using the clouds as a "horizon line" and when I looked at
> the horizon indicator, it was showing a ever so slight bank to the right,
> clearly not level, so it was here I realized, the clouds were sloped higher
> to the left and lower to the right AFTER I leveled the plane per the
> attitude indicator. I verified this by looking at the wing tips and the
> left wing was "closer" to the clouds then the right wing.
What was the Directional Gyro doing during all this? When the AI was level,
was the DG maintaining heading? When the plane was *visually* level, what
was the DG doing?
>
> This now made perfect sense why, on my first approach, I wanted to maintain
> a right bank after entering the clag. I had been flying that way (plane
> banked to the right) in VMC, and it seem to exasperate itself when I
> entered the clouds. Seeing that problem before entering the clouds, I
> immediately when into my "instrument scan mode" ignoring all outside
> references. This cleared up my inner ear balance issues, and my next 4 ILS
> approaches were the way they were to be flown. On my last approach, the
> ceiling had raised up to 1000 and I had gotten the weather at KMBO which
> was reporting 1100, so I was homeward bound after requesting to do one
> "obligatory" hold to maintain currency.
>
> I did the VOR alpa approached back into Madison, broke out at 1100, and
> flew in at 900 feet (minimums).
>
> Using the Garmin 430 GPS was awesome. I got to learn more and more about
> it, today.
>
> 2.1 hours of flight, 1.2 IMC, currency met, got to commit aviation. The
> cost PRICELESS (other then oil change, avgas and the pride of owning a
> plane)
Sounds like a lot of fun. Congratulations!
>
> Lessons learned today......
>
> Be more diligent about scanning the instruments well before the final
> approach phase BEFORE entering IMC. What you see outside, just may not be
> what you want. While the scenery outside was something to behold, what was
> below me could have been deadly.
>
> Talk out loud, talk the problem through, and TRUST THOSE INSTRUMENTS. I
> can honestly say, this step here probably saved my bacon especially talking
> it out, because that made me focus on working the problem rather then the
> problem working me.
>
> I found that while I was in the "en route" phase, I put the Garmin display
> in the "map mode". This made the situational awareness literally a no
> brainer as I could see the final approach course and easily anticipate
> ATC's next turn without having my finger on the approach plate that I did
> in the past. I have my map in the track up mode, so if the approach course
> was on the right, I could anticipate a right turn to the right and the lil
> airplane on the display would turn right.
>
> When I was cleared to join the localizer or saw that I was within one mile
> of the final approach course, I'd flip the GPS into the CDI mode, so I had
> an "extra localizer" AND be able to quickly factor in my cross wind factor
> to maintain the ground track.
>
> Also, using the CDI mode for the VOR alpha, just made it so easy to join
> the final approach course without having that feeling of "chase the
> needles" when in the VOR zone of confusion.
--
Mark Hansen, PP-ASEL, Instrument Airplane
Cal Aggie Flying Farmers
Sacramento, CA
Gary Drescher
"Mark Hansen" <m...@NOSPAMwinfirst.com> wrote in message
news:125dj9t...@corp.supernews.com...
> On 05/01/06 18:59, A Lieberman wrote:
>> The glory of this approach was short lived as I still had to fly the
>> plane,
>> and I was only cleared for a low approach. So, that I could enjoy the
>> VMC
>> for as long as I could and try to get my inner ear balanced, I went to
>> the
>> minimums of 200 feet AGL, and flew straight and level for just about the
>> entire length of the runway. After the end of the runway, started my
>> climb
>> out instructions (runway heading, climb to 2000).
>
> But, when are you required to execute the missed approach procedure?
> Wasn't the missed approach point when you hit DA on the glide slope?
It's true in general that if you start the missed approach procedure other
than at the MAP, you're not assured of obstacle/terrain clearance. But in
this case (HKS ILS 16), the missed approach procedure is consistent with and
stricter than the DP for that runway. So as long as Allen crossed the
departure threshold at 35' AGL or higher (and climbed at at least 200' per
nautical mile), he was fine.
--Gary
gatt
"A Lieberman" <lieb...@myself.com> wrote in message
news:1eub64nmsmuvs$.rkc9y7zvxi77$.dlg@40tude.net...
Thanks for the report. I like hearing other people's experiences such as
this because it reminds me to keep my head on and not do anything cavalier.
Nicely done, glad you're reporting it. But I just had to point this out:
> so when the runway was in front of me 300 feet above the ground, I felt
> great.
If I ever see a runway at 300' AGL, I'm declaring a missed approach and
taking up a new hobby. ;>
> Be more diligent about scanning the instruments well before the final
> approach phase BEFORE entering IMC.
My examiner hammered me on this partly because I (voluntarily) took my
checkride in IMC. Your post is at least as demonstrative as to why this is
a good practice. Thanks!
-c
A Lieberman
Hey Mark,
> What was the Directional Gyro doing during all this? When the AI was level,
> was the DG maintaining heading? When the plane was *visually* level, what
> was the DG doing?
The DG was behaving just fine Mark. My first instinct was to check it
against the magnetic compass and everything jived up, so I knew that a
vacuum pump failure wasn't happening.
The bank the plane was in, was registering a hairsbreadth right bank at 110
knots on the attitude indicator when I was scrutinizing it on my inbound
leg for the second ILS in VMC conditions. When I was going outbound in VMC
from my first ILS, it was spot on for bank information, so I guess the
slope of the clouds were more level facing North then South. So I was
flying straight, but in a banked position when I was scrutinizing my
inbound course in VMC on my second ILS approach.
When I was VMC on the first approach, I didn't take notice to the attitude
indicator as it was conceived as straight and level in my VMC scanning. In
fact, to be honest, when I fly in VMC, other then making sure the attitude
indicator isn't doing something silly, I pretty much disregard it and focus
on my altitude and VSI and look out the window. This won't ever happen
again as long as I am above a solid overcast!!!
MY GUESS is that when I slowed the plane down to 90 knots when entering IMC
conditions, the bank became more pronounced due to the slowing of the plane
and me flying in that slight banked position was enough to mess up my inner
ear balance when I tried to level off the plane per the attitude indicator.
Allen
A Lieberman
> "Mark Hansen" <m...@NOSPAMwinfirst.com> wrote in message
> news:125dj9t...@corp.supernews.com...
>> But, when are you required to execute the missed approach procedure?
>> Wasn't the missed approach point when you hit DA on the glide slope?
>
> It's true in general that if you start the missed approach procedure other
> than at the MAP, you're not assured of obstacle/terrain clearance. But in
> this case (HKS ILS 16), the missed approach procedure is consistent with and
> stricter than the DP for that runway. So as long as Allen crossed the
> departure threshold at 35' AGL or higher (and climbed at at least 200' per
> nautical mile), he was fine.
Thank you both Mark and Gary for bringing this to my attention. My low
approach was right at 200 feet AGL (ILS minimums) over the runway, but I
never even considered obstacle clearances at the end of the runway. I
always climb out at 500 feet per minute anyway, but you both pointed out
something I never even thought of.
Obviously, only 100 feet below the cloud deck doesn't leave much room for
error for those cell towers that lurk inside the murk above the ceiling for
the missed approach.
Allen
Peter Clark
wrote:
>On Tue, 2 May 2006 15:39:55 -0400, Gary Drescher wrote:
>
>> "Mark Hansen" <m...@NOSPAMwinfirst.com> wrote in message
>> news:125dj9t...@corp.supernews.com...
>
>>> But, when are you required to execute the missed approach procedure?
>>> Wasn't the missed approach point when you hit DA on the glide slope?
>>
>> It's true in general that if you start the missed approach procedure other
>> than at the MAP, you're not assured of obstacle/terrain clearance. But in
>> this case (HKS ILS 16), the missed approach procedure is consistent with and
>> stricter than the DP for that runway. So as long as Allen crossed the
>> departure threshold at 35' AGL or higher (and climbed at at least 200' per
>> nautical mile), he was fine.
>
>Thank you both Mark and Gary for bringing this to my attention. My low
>approach was right at 200 feet AGL (ILS minimums) over the runway, but I
>never even considered obstacle clearances at the end of the runway. I
>always climb out at 500 feet per minute anyway, but you both pointed out
>something I never even thought of.
500FPM doesn't necessarily guarantee 200FPNM if you have a high
groundspeed.
A Lieberman
>>Thank you both Mark and Gary for bringing this to my attention. My low
>>approach was right at 200 feet AGL (ILS minimums) over the runway, but I
>>never even considered obstacle clearances at the end of the runway. I
>>always climb out at 500 feet per minute anyway, but you both pointed out
>>something I never even thought of.
>
> 500FPM doesn't necessarily guarantee 200FPNM if you have a high
> groundspeed.
Very true Peter.....
In my "Slowdowner", climbout speed is 78 knots with a direct Xwind across
the runway in yesterday's flight, so in my case I'd suspect I was doing a
tad more then 200 feet per nautical mile.
Allen
Peter Clark
wrote:
>On Tue, 02 May 2006 19:48:15 -0400, Peter Clark wrote:
Yep, just about 375FPNM. At 500FPM you need to keep the groundspeed
under 150 knots to get a rate equal to or better than 200FPNM, not a
number most of the light aircraft out there would be climbing at..
Just didn't want people thinking that 500FPM was always guaranteed to
cover the departure climb gradient unless special climb rates were
spelled out in the DP/ODP....
Safe travels.
Mark Hansen
> On Mon, 01 May 2006 20:08:45 -0700, Mark Hansen wrote:
>
> Hey Mark,
>
>> What was the Directional Gyro doing during all this? When the AI was level,
>> was the DG maintaining heading? When the plane was *visually* level, what
>> was the DG doing?
>
> The DG was behaving just fine Mark. My first instinct was to check it
> against the magnetic compass and everything jived up, so I knew that a
> vacuum pump failure wasn't happening.
No ... what I meant was while the AI was showing a banked attitude,
was the DG showing a turn. If you're head is telling you that the AI
is wrong, you can look at the DG (or TC for that matter) for a confirmation.
... that's all I meant with that ;-)
In my previous response, I forgot to say "Thanks for sharing!".
I sincerely didn't mean my post to sound like criticism. Please
keep sharing and I'll do the same (once I get up there, that is...).
>
> The bank the plane was in, was registering a hairsbreadth right bank at 110
> knots on the attitude indicator when I was scrutinizing it on my inbound
> leg for the second ILS in VMC conditions. When I was going outbound in VMC
> from my first ILS, it was spot on for bank information, so I guess the
> slope of the clouds were more level facing North then South. So I was
> flying straight, but in a banked position when I was scrutinizing my
> inbound course in VMC on my second ILS approach.
>
> When I was VMC on the first approach, I didn't take notice to the attitude
> indicator as it was conceived as straight and level in my VMC scanning. In
> fact, to be honest, when I fly in VMC, other then making sure the attitude
> indicator isn't doing something silly, I pretty much disregard it and focus
> on my altitude and VSI and look out the window. This won't ever happen
> again as long as I am above a solid overcast!!!
>
> MY GUESS is that when I slowed the plane down to 90 knots when entering IMC
> conditions, the bank became more pronounced due to the slowing of the plane
> and me flying in that slight banked position was enough to mess up my inner
> ear balance when I tried to level off the plane per the attitude indicator.
>
> Allen
--
A Lieberman
> No ... what I meant was while the AI was showing a banked attitude,
> was the DG showing a turn. If you're head is telling you that the AI
> is wrong, you can look at the DG (or TC for that matter) for a confirmation.
>
> ... that's all I meant with that ;-)
OK, makes sense. My thoughts were though the VSI was level, DG wasn't
changing directions, everything was fine in spite of flying crooked. :-)
Strange as it sounds, I find the VSI very comforting for my straight and
level flying, if it's not going up or down, then I am straight and level,
then all is good.
When I had my IFR checkride, I told the DE, in the partial panel, that I
actually miss the DG more then the Attitude Indicator. Reason being was
for the stupid header bug! As soon as I get a vector for a heading, or
have to do a procedural turn, my first thing is set the header bug, and
keep that puppy on top *very big smile*.
> In my previous response, I forgot to say "Thanks for sharing!".
> I sincerely didn't mean my post to sound like criticism. Please
> keep sharing and I'll do the same (once I get up there, that is...).
Are you kidding, I post so I can get insight from others on what I should
or shouldn't do, so any input is most appreciated! Especially if I am
flawed in my reasonings for my decision making process, so I appreciate you
taking the time to respond.
A perfect pilot I will never be, but I sure can be a better pilot with
other people's input!
Allen
Mark Hansen
> On Tue, 02 May 2006 18:45:12 -0700, Mark Hansen wrote:
>
>> No ... what I meant was while the AI was showing a banked attitude,
>> was the DG showing a turn. If you're head is telling you that the AI
>> is wrong, you can look at the DG (or TC for that matter) for a confirmation.
>>
>> ... that's all I meant with that ;-)
>
> OK, makes sense. My thoughts were though the VSI was level, DG wasn't
> changing directions, everything was fine in spite of flying crooked. :-)
So are you saying that your airplane will fly a straight course with the
wings banked and the inclinometer centered? Is something bent?
>
> Strange as it sounds, I find the VSI very comforting for my straight and
> level flying, if it's not going up or down, then I am straight and level,
> then all is good.
... of course, you can still be drifting off course with no VSI
movement.
>
> When I had my IFR checkride, I told the DE, in the partial panel, that I
> actually miss the DG more then the Attitude Indicator. Reason being was
> for the stupid header bug! As soon as I get a vector for a heading, or
> have to do a procedural turn, my first thing is set the header bug, and
> keep that puppy on top *very big smile*.
I don't have one in the planes that I fly, so I can't relate. I do
use a knee board, though, and so when I'm given headings, altitudes,
etc. from ATC, I'll just write them down. I find if I don't do this,
I may forget them and have to ask again ;-(
>
>> In my previous response, I forgot to say "Thanks for sharing!".
>> I sincerely didn't mean my post to sound like criticism. Please
>> keep sharing and I'll do the same (once I get up there, that is...).
>
> Are you kidding, I post so I can get insight from others on what I should
> or shouldn't do, so any input is most appreciated! Especially if I am
> flawed in my reasonings for my decision making process, so I appreciate you
> taking the time to respond.
Well, I really like thinking about these situations too, so I enjoy when
you (and others) post their experiences. I sure don't want you (or
anybody else) to feel like they're getting flamed for talking about
what they've done.
>
> A perfect pilot I will never be, but I sure can be a better pilot with
> other people's input!
>
> Allen
--
A Lieberman
> So are you saying that your airplane will fly a straight course with the
> wings banked and the inclinometer centered? Is something bent?
Hands off, nope, not at all. The plane wants to bank left after a period
of time. It seems to me to be a rigging adjustment rather then anything
else. Takes a real LIGHT touch to the yoke to maintain level wings. Just
enough where I lay my hand on my left knee and let the yoke rest on my
hand.
Ball is dead center on level flight normally as I flew today, and the ball
remained in it's cage during level flight.
During those approaches Monday, it may have been possible that the ball may
have been slightly oskew, but I sure won't swear to it.
Allen