Approach with care

Several years ago I was in the right seat of a lovely almost new Baron, years younger than mine, providing the eyes for a relatively new twin pilot who wanted to do some approaches. We started out for the ILS 35 at ILM. After a clearance from the controller we were on our own. It didn't take long for me to wonder what was happening as we wern't on a part of the approach I knew. So I asked and after a pause the pilot replied he wasn't sure. That was not good and I requested vectors for another approach without giving a reason. This time it was better. Ignorance is bliss, yes but it may kill you,so beware.

An instrument approach is the cats meow. If flown correctly it can put you right on the numbers every time. Note the if. Well what is required? For starters having the data to fly the approach. These can be obtained from various sources. My favorite was Jeppesen. A bit pricey but loaded with the info you need in a readable format.

OK, so now you have the charts out you must look them over. If there is an ATIS on the field, listen to it in plenty of time to get all the pertinent data: wind, ceiling and active runway. This will allow you to select the best approach for the weather/runway. If you don't need the ILS because of a high ceiling maybe the VOR will do and save you some time. This of course depends on the specifics. Sometimes the ILS can be the simplest depending on factors such as traffic.

Say for example we choose the ILS, the most precise, it is time to study the details of the approach. These include altitude at the initial segment, inbound heading and minimum descent altitude. The MDA is critical, busting minimums is not a viable option. It is pertinent here to say that if this approach is to be flown outside the radar environ without approach control guidance, the ball will rest squarely in your court. Now you will be dropped off by center and "cleared for approach" all on your own. Before I offer a check list for performing an approach I should add that you should glance at the missed approach procedure, especially in the non radar setting.

All right so far? Now let's break up the approach into three segments

1. Enroute to the FAF

Set radios, confirm correct freq. with audio

Maintain position awareness (know where you are on the approach-there may be high terrain nearby or even a restricted area).

Crosscheck data with your DME, GPS, ADF

Approach flaps and ready for gear down

Fuel on mains (usually)

Check autopilot on if using a coupled approach

Recheck altitude

2. Final approach fix

Gear down-confirm

Cross check altitude vs. GS if on ILS

Especially if on A/P

Call out altitudes every 500 ft (yes, even if flying solo)

Review minimums and missed proc.

3. Landing Assured (runway in sight and free of traffic)

Final gear check

Disconnect A/P if used

That's it in a nutshell. Follow these guidelines or something of your own doing, BUT do have a procedure for insuring that you cover all your bases, and you will have a good safe approach and happy ending to your flight.

Three In The Green Or Else!

It is absolutely shocking to read the FAA daily accident lists and see how many are due to " landed gear up". Out of a list of ten accidents two to three are gear related. Not all are called "landed gear up" but rather gear failure or landing gear collapsed ( another of the same). If you dont believe me go to the FAA accident site for April 6, 2009, and count the number of gear related accidents. (5)

Now fortunately these are seldom fatal, but they sure can ruin your day and dig deep into your pocketbook. And oh how embarrassing. The only time I ever came close to a gear up was when I was taking a check ride in a light twin. The instructor in the right seat waited until I was about to touch down, and finally said in his terse manner, "aren't you going to put the gear down"? Well a go around is better than a hole in the ground.

So what can be done to avoid this expensive mistake? Well, very simply have a check list of your own that includes at least: checking the GEAR DOWN three times. Flying VFR in the pattern, on downwind drop the gear as you turn base leg. Audibly say GEAR DOWN as you check for the gear down lights. I used to enjoy saying "Three In the Green" as if a military pilot. Then again as you turn final check for the lights and say "GEAR DOWN".

And one final time just before touching down, check for the lights and say "GEAR DOWN".

On an INSTRUMENT approach you can still do the gear check three times. One at the start of the final segment such as at the outer marker, then at minimums, and finally at the flare.

If you do this religiously you will not appear on the FAA website as another "landed gear up".

Happy Safe Landings!

Radar Contact - Better Stay Alert

I was flying VFR at 9500 feet in an A-36 in the Harrisburgs approach sector "radar contact". The weather typical of August, murky with scatered CB's and visibility lower than you like. Destination was Bloomsburg not over 5o miles away. All of a sudden out of the corner of my left eye I saw an airliner heading north slightly higher than we were and about 1/4 of a mile away. Hey what gives I queried the controller. He replied US Air such and such IFR at 10,000 feet, no factor. Maybe not for US Air with his TCAS system and all their bells and whistles. Well it may be legal, but 500 feet vertically really doesn't provide much separation. To add to the adrenaline rush not soon after I happened to look down and right under us, perhaps 500 feet below was a twin turboprop commuter. Once again I ask approach what gives? "Oh, our error the trainee working the site forgot to call out the traffic to you". Great I think to myself, what next? Well things happen in threes. The Stormscope had been showing a line of lightning strikes (cells) at our 9 0'clock approximately 1 mile away. Suddenly there was a big boom and a flash, the plane bucked and dropped a few hundred feet and the autopilot uncoupled. My wife screamed. In the center of the Stormscope now there was an x, indicating a new lightning strike.

Now someone might say we should have been IFR to get better separation from traffic and get weather advisories, but I say yes but in the murk with CB's all around I don't trust ground radar to keep us out of the big stuff. Also remember that you only may have a 500 foot altitude separation. So, you pays your money and takes your chances. In the best of worlds you would have your own radar to keep you clear of storm cells. I have flown with it and thought it very helpful.

So in summary, we were lucky with two near misses and avoiding a catastrophe with the near lightning strike. Don't let your guard down when "Radar Contact". Remember that the responsibility for flying the plane rests squarely in the left seat.

Watching the Pros do it!

Yesterday was heavy overcast (300/1) at KCLT, and as I needed a flying fix, I drove out there and stood at the approach end of 36 center. The planes came in out of the mist, landing lights announcing their presence. One after the other, rain/water vapor streaming off their wings, all on the glideslope. One heavy scared me a bit as it was very low overhead, touching down just beyond the threshold. Well, so what? I guess the thing that strikes me is that there is one thing in common to all these perfectly executed landings: precision. Precision is achieved only by following accepted procedures practiced under all conditions over and over again.
So, don't expect to fly an ILS with both needles centered down to minimums without having done it many times before (using the auto-pilot for a coupled approach is not considered here,as autopilots can malfunction). One of the key things in any procedure such as instrument approaches is planning. Planning for all sorts of contingencies. For example: you are a bit low on fuel and #1 on approach when you are told to go around because a plane is on the runway. You must comply and that could mean another ten to twenty minutes in the air depending on airports and traffic. Or the glide slope has gone off the air and now the minimums are too high to land at the airport and you must go that alternate you quickly gave as you filed your flight plan. Both of these complications can be handled if you planned properly and have enough fuel aboard.
Many other things can and do go wrong all the time. So Practice, Practice and Practice again. Realistically and with a good competent check pilot.
Years ago in the Army Sgt, Keller gave us this acronym: PPPPPP-Prior Planning Prevents P-s Poor Performance. I have never (well almost never) forgotten it.
Posted by Walter F. Erston at 10:33 AM

Wrong way Corrigan or haste makes waste.

Early in my flying days I pulled a real dumbo. Cause, not doing a proper pre take-off check of the instruments. The plane was a Cessna 172 based in Tewksbury,MA. The four of us were heading down to the Cape for a day on the beach. Weather was CAVU. The plane was headed north for take-off and away we went. After a short while though, things seemed a bit strange as there were some big hills ahead with mountains in the background. Oh no, how embarassing, we were over New Hampshire rather than Massachusetts. We were headed 180 degrees the wrong way! Ahem, as I casually explained that we were sightseeing a bit before our trip south.

What happened of course is that I had somehow set the non-slaved gyro to the reciprocal compass heading . I hadn't checked that the gyro, compass and runway headings all matched.

What was missing was an orderly, compulsively executed pre take-off check list. This should include at the least: CIGARR ( Controls, Instruments, Gas, Attitude,Radios,Run-up).

At any rate we had an uneventful journey otherwise; arriving safely in time for a swim and a safe return home.

Ice will get you unless you do it right

Flying in icing conditions is tricky but may be dealt with successfully if you keep the plane flying. Basically an airfoil that is covered with ice is very inefficient, producing less lift and lots of drag. As the icing increases things get very dicey such that one may be at the edge of stall and not know it. Also once the ice is on, it is most difficult if not impossible to get off, with the exception of rime ice on boots (sometimes but not always). That being the case it was the common wisdom not to do anything too drastic to alter the aerodynamics, that included not adding flaps or any sudden or extreme control surface movement.

So, what to do. If it is too late to climb out of the icing you better get down quickly. Since there is a lot of drag don't be afraid to add all the power you've got to keep from stalling. Your stall warning indicator should be heated to help you in this. Remember stall speeds are not what they were with a clean airfoil. If you are on approach, declare an emergency and expedite descent. Again, don't change the aerodynamics by adding flaps or dropping the gear early. Wait as long as possible to do the latter.
Using the the autopilot may be dicey as it will try to maintain heading , altitude and or glidesope irrespective of whats out there on the empennage and may put you in a stall. Therefore it would seem best not to engage it.

The moral then is to avoid ice, but if you are caught remember to keep the airspeed above stall anyway you can. Flying with ice is like pushing a baby carriage full of nitroglycerine. Better do it very carefully.

Check it or get checked out

Very recently a Cessna 421 got refueled at a midwest airport. The pilot told the line service to add 80 gallons of fuel, 40 on each side and then he left for the night. A long trip was planned for the next day. After take off the pilots noted a loss of power in both engines. Full RPMs but no oomph. The result, a Mayday call and a 180 turn. Unfortunately they couldn't make the airport and crashed in a field. They all survived, although the plane was mangled. The cause was easy to determine. The addition of Jet fuel instead of Av Gas.

( See: NTSB Jan'09 Case CEN09LA145). The two fuels just don't belong in the same tank! How could this have been avoided? Well for one: carefully communicate with the refueler or the desk clerk. Better than that: Stay there and watch the process of refueling. The extra time spent may save your life.