The objectives of this flight were pretty simple, 1) Work with ATC. This time I checked the winds BEFORE chosing what approaches I would try. The GPS arc at LZU still looked interesting, and an ILS is always fun, and back home I could do a simple GPS.Th flight plan looked like this: Depart KRYY then JOXUV KLZU FLANC KFTY UPHAH then back to KRYY. JOXUV, FLANC and UPHAH are initial approach fixes for what I had chosen.
Brief, preflight, and clearance delivery went fine. The interior lights are still a problem, so we broke out the flashlights again. I was cleared Radar Vectors as filed, climb and maintain 3000. Take off went fine, on with the foggles!
The first approach was the GPS RWY 7 at Briscoe Field (LZU). Radar Vectors means just that, we went well past JOXUV before getting cleared back to it due to heavy traffic. No problem though. What happens when you pass JOXUV and start the arc? Distance will be to the next waypoint, not the center of the arc (in this case PDK). MSG tells you to update course, and if you fly that course it pretty much keeps you on the arc, neat! Not so neat is pushing the OBS instead of the MSG button halfway through, because that suspends the procedure. To correct, go to the Flight Plan page, select the arc and enter. Presto, back on the approach. (BTW, using a flashlight to find little GPS buttons while looking through foggles and bifocals at night is a real trick.) The rest of the approach was routine, missed there and headed toward FLANC.
Well, kinda, because I was still on vectors. It gave me plenty of time to set up for the ILS RWY 8 at Charlie Brown (FTY). I learned something here too. Even though trimmed up nicely, I lost about 150 ft while doing 'A mice ATM' for the next approach. While distracted I had a tendency to gently push on the yoke (positive contact - lesson learned; adjust scan and don't push). The other 'gotcha' is what Linda addressed in her blog. "I have finally resorted to teaching the acronym TITS -- standing for Tune, Identify, Twist (the OBS)and Select the source of input data". I decided to include it under my identify step in 'mice', but the point is, you must know what source is driving the navigation head. I still had it set for GPS and needed to switch it over to VLOC for the ILS approach.
OK, nothing tricky here, just follow the instructions and get vectored around to the final approach course (082). Once headed south the CFII pulled out the instrument covers for partial panel. OK, the key here is to remember timing. Approach vectored us to 140. (180 -140 = 40 or about 15 seconds. Check compass. Pretty close!) "Come left heading 120 intercept final approach course you're cleared for the approach." (140 - 120 = 20 or about 10 seconds. Not bad.) The needles are alive! (120 - 82 = 38 or about 15 seconds. Pause and see what the needle says.) Right of course, turn left count 1, 2, 3 stop turn, wait. Right of course, on glidepath reduce power to 1700 RPM turn left count 1, 2, 3 stop turn, wait. On glidepath and the needle is coming back in for course. Hold wings level wait.....wait...Above glidepath left of course, speed is slow, lower nose back to 90 knots, right turn count 1, 2, 3 wait. On glidepath on course, wait... wait, above glidepath on course, reduce power 100 RPM wait. On speed above glidepath take off another 100 RPM wait. Needle stopped moving but not coming back, another 100 off, right of course, turn left count 1, 2, 3 wings level, wait. Decision height execute missed approach, turn left heading 300 climb to 3000. OK, now what is the math? (Target heading minus Final approach course is 300 - 082 = 140 or about 45 second)...did you start the clock, yep. Nailed it!
Vectors for the GPS RWY 9 back home was uneventful. Took the foggels off at mins, slightly left of centerline. And oh, what a beautiful landing!
Great flight. I was especially pleased with the approach at LZU, since it taught so much about the Garmin 430. I'm getting very comfortable with this now.
The 96c failed to provide a track again. I'll put it on the glare shield next time.
172p
Time = 2.0
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