Diary part 3

I hope the diary is useful and interesting for pilots who are also thinking about doing IR training. It is important to note that the diary is of course neither "complete" nor in any way "correct". I simply noted down what we did in each lesson and what I took away as key learnings.

It is important to note that I only ever flew Cessna 172s before my training. During my training I flew a TB20 with a variable pitch propeller and retractable undercarriage and TKS deicing. So it wasn't just instrument flying that was new to me, but also the handling of a complex machine. That's exactly what I wanted! That's why the diary also contains some very aircraft-specific tips (first in the simulator and then in the TB20). I have now added a few hints which I have always marked with "Note".

Have fun!

20 Oct - Twelfth flight in the simulator with flight instructor 1

Start procedure

• Preparation:
  • Listen to ATIS. Then make the radio call to the tower: "Niederrhein Tower, DESIM, Information Juliett, Request Startup."
  • Start the engine: Inject fuel for three seconds by pressing the Button under the Gen 1 start toggle switch presses, then start.
  • Emergency Briefing:
    • "Look for a suitable field within the departure sector."
  • Do not extend the landing gear when landing on unpaved ground.
• RAIM Prediction:
  • Check the RAIM prediction for the destination airport under "Utilities" immediately after take-off.

Flight planning

• Instructor 1 recommends always including the departure and destination airports in the flight plan.
• With a loaded SID the first point is often the runway (RW) as the first waypoint. Flight instructor 1 manually inserts the departure and destination airports as waypoints before the actual nav point is activated.
• In the SID it says: "(500+)" after the first waypoint. This means that the initial turning altitude is 500. Normally it doesn't matter because you actually fly away in the direction of the runway. In Niederrhein, however, you fly the course 286.... directly after take-off instead of 271, so you only turn after 500 feet

Holding company

• Difference Entry procedure:
  • Teardrop Entry: If the current price leads INTO the holding before the fix.
  • Parallel Entry: When the course leads OUT of the holding.
• Calculate wind correction:
  • Angle:
    • Example: Inbound course 91°, outbound course 271°, wind from 230° at 20 knots.
    • Calculation: Determine the angle between the wind and the inbound/outbound course (closer angle, max. 60°).
      • 230° to 270° = 40° → 40° × (20 / 120) = 6° lead into the wind.
    • Notation of the tracks:
      • Entry price: 61° + 12° = 73° (two corrections due to curve).
      • Inbound: 271° - 6° = 265°.
      • Outbound: 91° + 18° = 109° (three times)
  • Time:
    • Calculate outbound tailwind: Example 40° → 10 knots tailwind = -10 seconds.
    • If wind is in sector 0-30° then: "Time correction = 1* wind", if as here in sector 30-60° then "Time correction = 0.5* wind", otherwise no correction
    • Time surcharges are added for entry and outbound.
• Holding the inbound track:
  • Important: I switch to inbound when (NDB) RMI turns over and then I know that I am abeam.
• Holding order:
  • 3T method:
    • Parallel/Offset Entry: Time, Turn, Twist.
      • Start time, turn in course, adjust OBS to inbound course.
    • Direct Entry: Turn, Twist, Time.
      • Turn in directly and adjust the inbound course, then start the time (because here I am in the right direction on entry and turn in immediately and don't need a time measurement for the standard curve...when I have exited, I set VOR/GPS to inbound course and start the time).
    • Of course, there is no twist with (NDB) RMI.
• Briefing example for Holding:
  1. Type of Holding: "Standard NDB Holding."
  2. Entry Procedure: "Teardrop."
  3. Course correction: "6° correction: Entry track 072°, inbound 265°, outbound 109°."
  4. Time correction: "-10 seconds for entry and outbound."
  5. Minimum Holding Altitude: "MHA 3000 feet."
  6. Released height: "Cleared Holding Altitude 4000 feet."
  7. Speed: "Holding speed 120 knots."

Approach

• PAPI lights:
  • Do not fly strictly according to PAPI in daylight or in clear visibility, as this can lead to an excessively wide landing for small aircraft on large sites. Instead, aim directly at the threshold or the touchdown zone.
• Callouts:
  • "Check altitude at 4.7 DME is 1430 feet. Slightly above Glide Scope."
• Fine corrections:
  • Make minor adjustments to the speed as required to enable a more stable landing.

20.10. Thirteenth flight simulator with flight instructor 2

Flight route and navigation

The flight took off on runway 23R in EDDL (Düsseldorf). After take-off, a right turn was made directly towards QDM 040 in order to reach the BOT NDB. A holding was completed there before the approach to runway 23R in Düsseldorf was initiated. After the missed approach, a more complex procedure via BAM led to a holding.

Important findings and troubleshooting

• Calculation error with BOT NDB:
  I had originally calculated too many details for the BOT NDB, especially in connection with inbound and outbound courses. BOT has an inbound heading of 278° and an outbound heading of 058°. As this is a non-standard turn, I should fly in parallel to the course when coming from 040°.
  Instead of complicated calculations, in future I will only make a note of the most important rates (inbound, outbound, entry) and separate these from the wind and time data. This allows me to work faster and more efficiently.
  Optimised calculation for wind correction and time:
  • Wind angle: 40° at 20 knots wind speed → 8° correction into the wind (instead of complicated formulae).
  • Realisation:
    • 8° correction in the inbound price, 16° in the entry price and 24° in the outbound price.
    • Time correction: I deduct 4 seconds from the normal holding time for every 8° correction (both in entry and outbound).
• NDB Holding:
  With NDB holding, it was important to determine the position correctly based on the relative bearing. ABeam I was at a relative bearing of 90° or 270°.
• Problems with the missed approach:
  During the missed approach, I repeatedly failed to consider that the VOR must first be flown over before I use the DME distance for the next course correction. In addition, I cut the NDB incorrectly and ultimately missed the VOR radial to turn in. This was a valuable lesson in paying closer attention to the sequence in future.

Repetition of ADF navigation

The correct technique for ADF navigation was practised again here:

• Control according to the size of the deviation:
  • If the needle of the ADF is to the right of my target (e.g. QDM > desired course), I have to "steer larger", i.e. correct more strongly.
  • If the needle is to the left of my target (QDM < desired course), I correct "smaller" accordingly.
• Use rotating RMI:
  If I have a co-rotating RMI, I can simply wait until the needle reaches the target QDM. If I don't have a co-rotating instrument, I need to know in advance how far away I am from the target QDM. Example: If I want to get to QDM 040, I turn to the right to 070 and watch the ADF. As soon as the needle is 30° to the left of the centre, I turn in.

Additional note

The instructor emphasised once again how important it is to use the seven separate navigation instruments correctly:

• GPS (and this has nothing to do with Nav 1. I can only use CDI to switch the HSI to display GPS)
• NAV1 (available twice)
• NAV2 (available twice)
• ADF
• DME

25.10. Fourteenth flight simulator with flight instructor 2

In addition to numerous exercises in the simulator, we also discussed

General information on future IFR flights

From next time onwards, we will carry out proper IFR flights. Please note:

• Authorisation of slots:
  If you only want to fly in the training area, this is possible without any problems. However, if approaches to airports are to be practised, a slot must be applied for beforehand. It is therefore not possible to plan exactly where the flight will go in advance. The final decision depends on the airport for which a slot is available.
  → Slot request: In the morning at 06:00 (shift change) telephone the watch manager Langen Nord (Tel.: 06103/7076600) to request a slot. Example: "Request from 10:00 am (08:00 Zulu) for 30 minutes approaches in Münster Osnabrück." If no slot is available, alternatives such as a Münster-Dortmund-return triangle may be suggested.
• Note: You are now allowed to call a maximum of 3 hours before the requested slot
• Airports responsible for Langen Nord:
  EDLV (Weeze), EDDG (Münster/Osnabrück), EDLW (Dortmund), EDLP (Paderborn), EDDK (Cologne). Dortmund is the nearest airport. Münster offers more time for procedures due to a longer approach.
• Scheduling:
  For an appointment at 10 a.m., you should be on site one hour beforehand to finalise all preparations. This includes flight log, NOTAMs, weather and briefings. The briefing takes about 15 minutes, so the departure (EOBT) is at 10.30 am. You should therefore already be at the Initial Approach Fix (IAF) for the approaches at 11:00.
• Flight schedules:
  Separate flight plans are required for the outbound and return flights and the approaches. "Watch supervisor ok" must be entered in the remarks to confirm the release of the supervisor of the sector controllers.
• Use standard flight plans as templates:
  The regularly flown routes can be saved as templates and called up in the Garmin.
• Pay attention to de-icing conditions:
  Ice droplets that do not conform to the standard pose a potential risk. Corresponding weather conditions must be checked in advance.
• Performance Charts:
  The Climb Performance Charts should be prepared in advance for TB20.

Concrete plan for the first appointment

• Procedure:
  • 09:00: Preparing the machine together. All other preparations should already be completed.
  • 10:00 am: Briefing.
  • 10:30 am: Departure (EOBT).
  • 11:00 a.m.: Approaches begin.
• Airport selection:
  EDDG (Münster/Osnabrück) is requested for 30-minute approaches (two approaches).
  EDDL (Düsseldorf) is planned as an alternate. Tickets for both airports must be taken.

Learning from the flight in the simulator

• Radio communication:
  • A special service is offered in Essen: Here, squawk, QNH and frequency are transmitted directly. Normally, these have to be researched at FIS or via the map.
  • Note: This service will no longer be available after the new NFL.
  • Example communication when I switch to Long Radar after take-off:
    • Me: "Langen Radar DEABC, 1400ft inbound Bottrop NDB."
    • ATC: "Cleared to destination via BOT Flight Planned Route. Cleared 4000 ft, IFR starts passing 2300 ft."
    • When switching to the Radar Approach frequency:
      • Me: "Langen Radar, DEABC inbound XY, 5000 ft, with intentions."
      • ATC: "Say intentions."
      • Me: "Intention is one standard ILS approach, thereafter one radar vectored NDB approach, thereafter IFR to EDLE."
      • ATC: "Roger, cleared as requested."
  • Between the approaches:
    • Me: "Request departure in between approaches."
    • ATC: "Cleared departure to XYZ."
• Approach planning:
  • The approach must be set and briefed before reaching the IAF. If this is not possible in time, a holding must be flown to gain time.
  • With a low approach, the flight ends at the minimum. The subsequent departure in Münster is flown to the left (from 600 ft). However, it is always flown to the end of the runway before turning in.
  • Departure briefing: Both the approach and the subsequent departure must be briefed before leaving the IAF. During training, my departure is also my missed approach
• Last approach:
  After the last approach, the DOMEG2Z departure from Münster usually takes place. A new squawk is assigned by the tower and must be set after the go-around or touch-and-go.

02.11. First real flight with flight instructor 2 to EDDG

Pre-flight check and preparation of the aircraft

Note: Here I have made specific notes on the pre-flight check of the TB20...I'll leave that out here.

Miscellaneous from the first flight with Approaches in Münster

• Sink:
  If I am at cruising altitude and want to descend during the approach: Announcement "DEABC standby for descent" or "DEABC ready for descent".
• To land at a VFR aerodrome, I must first cancel IFR. IFR clearance can be cancelled in regulated airspace: "Canceling IFR and Request to cross airspace Charlie for descent."
• Autopilot use:
  Climb and descent: It always climbs with 10 degrees pitch and uses the pitch mode for climbing in AP. When descending, it uses vertical speed
• Autopilot is activated when the pilot is busy with other tasks (e.g. briefings). Deactivate manually after completion.
• I should time how long I need to listen to an ATIS at home, how long for briefing etc. so that I know what I can manage in time....also always calculate for myself what distance...what speed = what time I have left...also: is that enough for e.g. 500ft sink?
• Approach ILS: D
• Approach on autopilot:
  What is actually forbidden is to do full configuration while AP is active on approach. Either switch off beforehand or land with 10 degrees flap.

09.11. Second real flight with flight instructor 2 to EDLW

Preparation and settings

• AP target height:
  The target altitude is always set in the autopilot, even if the flight is not performed in autopilot.
  Example: When taking off from Essen, 1400 ft makes sense; otherwise the altitude is set according to the clearance.
• Departure briefing:
  Before starting the approach, ensure that the departure has been briefed correctly.

Notes on airwork

• Slow flight (80 knots):
  In slow flight, turns may only be flown with the rudder and not with the ailerons. A lot of throttle must be applied to maintain altitude.
• Stable recovery:
  • At first warning (e.g. acoustic horn):
    • Exit without losing altitudeespecially in the landing configuration:
      1. Full throttle.
      2. Propeller to full forward.
      3. Raise nose.
      4. "Flaps, gears, flaps"
    • Pay less attention to the speedometer (displays with a delay as the values are related to the past).
  • Real stable:
    1. Lower the nose to reduce the wing loading.
    2. Give full power.
    3. Raise the nose again.
• Recovery from unusual flight positions:
  • If above (too steep upwards):
    1. Reduce pitch.
    1. Increase power (Power).
    2. Correct curve position (Bank).
  • If down (too steep downwards):
    1. Reduce power (Remove power).
    2. Align aircraft straight (Balancing the bank).
    3. Then slowly Pitch raise.
    4. Slowly increase the power again.

Approach to the Essen circuit

• Configuration to end of approach:
  • Speed: 90-95 knots.
  • Boost pressure: 15-16 inches.
  • Extend flaps and set landing gear (Gear Down).
  • Reason: If problems occur, there is still enough time to turn away from the oncoming approach.
• Full Configuration:
  Must be completed at 500 feet or on final approach at the latest.

Further tips for the approach

• Thermals on approach:
  Thermal influences can occur, especially in Essen. The throttle must be actively used to correct the height.
• After Full Configuration:
  • Lower the nose sharply and ease off the throttle (a little at first, more later).
  • When hovering out, slowly raise the nose again so that:
    1. First the main landing gear touches down.
    2. Then gently follow the nose wheel.

12.11. Third real flight with flight instructor 2 to EDDG

Important principles: Thinking ahead and planning

• Forward planning during descent:
  Always consider how much time is left for the descent. Example:
  • Altitude: 5000 ft → Target altitude: 2500 ft → to descend: 2500 ft.
  • Descent rate: 500 ft/min = 5 minutes.
  • Distance: 12 NM → 6 minutes flight time available before the descent rate must be reached.

Take-off and climb

• Use pitch mode:
  After trimming out the aircraft, activate the autopilot and switch to pitch mode.
  Then switch to HDG (Heading Mode) and Press ARMso that the AP diverts correctly at the target altitude.

Approach Essen

• Cross approach on approach from the north-east:
  Turn directly into the lateral approach (enter earlier from other directions).

Approach

• I wasn't awake at all during the NDB approach with AP that I had to do vertical speed etc.. Once again very clearly: When I approach with AP
  • If I am flying ILS approach and I am less than 90 degrees from the final track then I activate APPR. Then it shows me when Altitude is captured and when GS is captured. Before flaps 10. When I am at the beginning of descent then gears down and then make sure I control speed. It's best to switch off the AP just before minimum, flaps down (I have already configured full forward beforehand).
  • If I fly VOR approach then I also do APPR and it captures the VOR but I have to control the altitude. So first flaps 10 and just before the descent distance gears down. Then I check what descent rate I need for my GS, e.g. 500 feet. (I turn the AP altitude to the minimum (round up) in the same way as I turn it to 1400 at the start in Essen, i.e. always to the altitude where I want to go) and set the AP VS accordingly. Then I check and readjust. ESPECIALLY when I slow down, I also have to adjust my sink rate
  • If I fly the NDB approach with AP then I can't do an APPR because it can't capture anything. So then simply hold the final track with the HDG bug via AP and then also the altitude with VS as with the VOR approach
  • I generally switch off the AP just before the minimum, flaps down, nose down. Important: I then become much slower, so I have to give the nose up to 85 knots and more power
• Set the height in the AP to the minimum (rounded up)

Departure

• It makes sense to always load the departure as an RNAV overlay. Be careful and always keep the FP clean. When I did FP invert, I still had EDDG after EDLE. I have to delete it
• He did it like this: during the approach he selected EDDG in the FP, then Direct To and course 070, so after holding he was sure that the next waypoint was EDDG with the correct course, which I then also saw in the MAP

Instruments and flying

• I need to clarify the blue triangle again: HIS points with the blue arrow to the turned-in track towards the nav point. The blue triangle shows the current course over ground. So it must be exactly above the blue arrow then it fits. If the blue triangle (i.e. TRK) moves to the right in relation to the arrow (DTK) then I have to fly to the left.
• I realise that if I fly parallel into the holding and then turn, I have to over-turn and then cut the inbound course again. Always set the inbound course in OBS as soon as I have turned in
• If I want to get down to 120 knots speed in holding, then power to 17-18 inches. The same applies if I want to descend from straight flight. If I want to get down to 90-95, then 15-16 inches.
• The GPS has no access to the altitude. After I have loaded the departure procedure: it first says 600 feet then turn left to the first nav point. Since GPS does not know whether I have reached 600 feet, it goes to "suspended", i.e. it stops sequencing to the next navpoints. I then have to end suspend so that it continues sequencing
• Even if I fly over the MAP in the GPS loaded approach, for example, the message "Missed Approach waypoint reached. Automatic sequencing suspended" and I have to select "Remain suspended" because I am landing or "Activate GPS missed approach" then sequencing continues with the MAPoints
• If I have loaded flightplan food to EDDG and I then load additional departures or approaches.... but then simply do invert flightplan for the final departure, this does not affect the procedures, i.e. all procedures have disappeared and I only have the clean, original flightplan inverted, as it should be
• Always tidy up the flight plan. In my flight I had to delete EDDG at the very back after invert so that the plan ended in EDLE

Miscellaneous

• Take a look and ideally write it down and have it with you: What do I do in the event of a radio failure, what are the LPV conditions and when do I check RAIM?
• Ammeter: If negative then battery goes flat, if positive then battery can burst
• OIL is used for: Lubrication, cooling, cleaning, sealing, corrosion protection (and also drive, e.g. for controllable pitch propellers)
• If there is too much crosswind, at some point the steering pressure is no longer sufficient
• If tyres have too little air, they can burst when braking

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