DrBenny
New Member
From today, my goal was to be that I demonstrate I am an instrument pilot. I wanted to do everything without any prompting, but I would explain as I went along. For the most part, I reached this goal.
So it was off to the home of our AOPA to do the newly-reinstated ILS23, NUMBIE transition. That went off well. At DH we did the missed, which at FDK is pretty easy. I was instructed (by CFI-IA) to hold as depicted, so I explained that I would do a parallel entry. That went off fine, but the fix is sorta vague.
I was then "cleared" for another ILS, this time with a touch and go. The landing was surprising OK for not having landed a C172 in one month (Saratogas are different!), but I did a dumb thing and added power before retracting flaps. I caught this immediately, though, and corrected the situation.
I then flew the missed again, and was "cleared" for the VOR-A approach with a full stop. This is a really easy approach, but it is truly a circling one. As we had briefed back at the airport (and a few times before), there is a good chance one will end up too high for a straight-in anywhere, even if you have the one step-down fix. But it went just peaches 'n cream. This landing was better, but with some float.
We took a break to gas up and get ready to come back to BWI. On the way back, we were vectored right from the get-go. So, about 25 miles out, having listened to the ATIS, I setup the VOR28, Circle-to-Land RWY33R at BWI. We often use this circling approach (or the ILS version of it), as Stacy will tell you. Now, I'm just sitting there thinking, I'm just a bit bored, but I shouldn't be.
I guess that was CFI-IA's cue to fail an instrument, so it was partial panel from there all the way from cruise to MDA on the circling approach. Even this wasn't bad. What works for me is to breathe measuredly and relax, making sure my corrections are of the three-finger variety, and smooth. It got pretty bumpy with turbulence, but it was just a matter of averaging out the descent rate on the VSI, and mentally calculating the g.s. I was directed to execute a soft-field landing.
The two previous OK landings now under my belt, I was rewarded with a true soft-field greaser, holding the nose up until the last aerodynamically-feasible second.
Plus, it was a beaut of a day.
So, I am in a good mood, and I love you all!
So it was off to the home of our AOPA to do the newly-reinstated ILS23, NUMBIE transition. That went off well. At DH we did the missed, which at FDK is pretty easy. I was instructed (by CFI-IA) to hold as depicted, so I explained that I would do a parallel entry. That went off fine, but the fix is sorta vague.
I was then "cleared" for another ILS, this time with a touch and go. The landing was surprising OK for not having landed a C172 in one month (Saratogas are different!), but I did a dumb thing and added power before retracting flaps. I caught this immediately, though, and corrected the situation.
I then flew the missed again, and was "cleared" for the VOR-A approach with a full stop. This is a really easy approach, but it is truly a circling one. As we had briefed back at the airport (and a few times before), there is a good chance one will end up too high for a straight-in anywhere, even if you have the one step-down fix. But it went just peaches 'n cream. This landing was better, but with some float.
We took a break to gas up and get ready to come back to BWI. On the way back, we were vectored right from the get-go. So, about 25 miles out, having listened to the ATIS, I setup the VOR28, Circle-to-Land RWY33R at BWI. We often use this circling approach (or the ILS version of it), as Stacy will tell you. Now, I'm just sitting there thinking, I'm just a bit bored, but I shouldn't be.
I guess that was CFI-IA's cue to fail an instrument, so it was partial panel from there all the way from cruise to MDA on the circling approach. Even this wasn't bad. What works for me is to breathe measuredly and relax, making sure my corrections are of the three-finger variety, and smooth. It got pretty bumpy with turbulence, but it was just a matter of averaging out the descent rate on the VSI, and mentally calculating the g.s. I was directed to execute a soft-field landing.
The two previous OK landings now under my belt, I was rewarded with a true soft-field greaser, holding the nose up until the last aerodynamically-feasible second.
Plus, it was a beaut of a day.
So, I am in a good mood, and I love you all!