Diary part 4

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!

18.11. Fourth real flight with flight instructor 2 to EDDG

Important basics

• Ensure departure:
  The departure must be defined and briefed before the start of the approach. No further clearance without a clear departure.
• Radar message on approach:
  • When on Localiser establishedInform Radar. Radar will transfer the contact to the tower.
• GPS announcement "LNAV + V":
  This means LNAV only (without VNAV), with vertical guidance as support, but not as an official VNAV function.
  → During the GPS approach to runway 25 in Münster, the Use a higher value for the minimum height.

New habits

• Note down times:
  From now on, note the times for all relevant phases (e.g. start, entry points, holds).
• Autopilot pitch control:
  If the AP is set to pitch mode, the pitch can be adjusted via the Up/down buttons be adapted.
• Radio discipline:
  Always prepare the radio before use:
  • Quelch and adjust the volume before using the microphone (e.g. when contacting Essen Mülheim).

GPS utilisation

• Preload Departure in the GPS:
  Departure can be loaded in advance, even if the active course is still at the bottom of the flight plan.
  → After Touch & Go the Departure Activate manually.
• Münster specialities:
  • In Münster, there are SID and Missed Approach (MA) clearly (e.g. SID OSN 9X goes directly to the left).
  • After take-off on the return flight: Simply Direct To DOMEG with Track 184. Then activate AP and clear flight plan.
• Dortmund:
  Here it doesn't matter for MA and SID, as the flight plan continues straight ahead.

Time adjustment

• Reduce airspeed:
  When there is no time for briefings or configuration:
  • Reduce speed by up to 5 % or more and inform ATC.
  • Alternatively, fly to the holding company to gain time.
• Supplement briefing content:
  Insert sentences such as "After end of runway turn left track 137 using GPS track as shown on the map" to provide clarity.

Airwork

• Slow flight:
  Do not lose height! Only use rudder for turns, no aileron.
• Stable exercises:
  • Clean and Dirty Stall immediately at the first sign.
  • Keep your nose up instead of taking it down.
  • Directly full throttle, prop forward, then flaps → gears → more flaps.

26.11. Fifth real flight with flight instructor 2 to EDLW

Important points for the flight

Approach phase

• Airspeed and configuration:
  • Flying the approach with 95 knots and Flaps 10.
  • Final Configuration: At the latest with 1000 ft completed (ideally at the Check Altitude).
  • ATS student rule: Final configuration must be carried out in good time.

Departure

• Provide card:
  For each departure, the corresponding card must be on top in order to have access during the flight.
• Lettered departure flights:
  • If a departure has been briefed, it must be flown.
  • Even if a GPS map has been loaded in parallel, you must not deviate from this.

Approach techniques

• HSI settings:
  Ensure that NAV is switched correctly in the HSI to ensure precise navigation.
• Heading Bug:
  • During the approach, the Heading Bug to carry out wind corrections and always centre.
• Go Around:
  • Immediately Nose up to 10° pitch and initiate climb.
  • Configuration for this machine:
    • Flaps 10,
    • Gears up,
    • Flaps up.
  • Note: On other aircraft (e.g. Boeing) flaps are retracted later.

Holding behaviour

• Check wind assumptions:
  • Reality may deviate from planning. In this case, please correct.
• Letters in advance:
  Each holding always letters first before it is approached.
• Cone of silence:
  • The storage display disappears in the silent cone.
  • After leaving the cone of silence, resume filing control.

VOR navigation

• VOR identify:
  As soon as VOR is identified:
  • CDI on Change VOR and centre it in order to fly directly towards it.
  • When entering the Holding: Set inbound course.
• HSI utilisation:
  • HSI does not have to be manually turned to courses.
  • Shows automatically TO/FROM and follows the course precisely.

Tactics with GPS and ILS

• GPS as preparation:
  • During an ILS approach, the departure can be preloaded on the GPS.
  • Set the departure in the GPS and have it sequenced with the final track after Touch & Go.

Airwork

• Steep curve:
  • Always after the artificial horizon fly.
  • Pitch approx. 5° comply with.
• Stable exercises:
  • With First Indication or Full Stable discharge.
  • Procedure: Full throttle, nose down Horizondo not lose any height.
  • Quickly lift the nose up again and configure: Flaps, gears, flaps.

29.11. Sixth real flight with flight instructor 2 according to EDLV

Flight details and important findings

Flight from DUS to Essen in bad weather

• Special VFR request:
  In bad weather, a landing was made in DUS, later onward flight with Special VFR to Essen.
  • Radio example:
    "Request right turn out of Control zone towards Essen Mülheim as Special VFR. Request Startup."
• Rolling behaviour:
  • Switch on pitot heat and landing light firstif line-up clearance has been granted.
• DUS taxiways and exit:
  • Taxiway: Exit L7, M, G1 to the GAT (L7 used as a high-speed exit).
• Cloud Break options:
  • "DEABC established Localiser for Cloud Break or if needed full stop landing"
  • As a cloud break you could also, for example, simply cancel IFR at 1400 feet after an approach in Dortmund and fly VFR to Essen

Technical details and flight practices

GPS utilisation and approach details

• Approach selection in GPS:
  • Two entries for the approach are displayed (e.g. "LAA").
  • The relevant entry for Category A aircraft is the second.
• Autopilot and HSI handling:
  • AP in NAV mode:
    • Do not adjust the HSI during the final curve. AP could lose the corresponding point.
    • Instead directly Select approach modeAP takes you to the final track and captures LOC and then GS.
    • Activate LOC before GS: Set HSI to LOC as soon as LOC is captured.
  • Capturing GS from above:
    • GS can only be captured if it enters from above. In our case, we turned in late and the GS was below us. Then it doesn't work. It then flew downwards via VS until GS was at the same height and then GS was captured

DME and GPS

• DME function:
  • DME can sometimes fail in the machine...
  • Workaround: Enter the DME of the site into the GPS.
  • Under 6000 feet the GPS distance corresponds approximately to the DME distance.

RNAV overlay for departures

• EDLV-Departures:
  • Departure based on RNAV overlay. GPS is needed here anyway.
  • Load Departure during the approach and include it in the briefing.
  • Sequence directly to final track after T&G or Low Approach.
• GPS overlay for VOR/NDB approaches:
  • In real life, it makes sense to have a GPS overlay for orientation.
  • Audit rule: Only use VOR or NDB, do not use GPS overlay.

Further information

• NOTAMs:
  Check shortly before the flight (e.g. snow was not yet reported at 6 a.m.).
• Most frayed position:
  If position is lost: "Need vector for starting a new approach."
• Directional Gyro:
  Calibrate the compass with the directional gyro at the start of the check.
• Ice enquiries:
  • Useful in icy conditions:
    • "Due to Ice, request to stay in 5000 ft as long as possible."
  • Check De-Ice selection:
    • Anti-Ice is weaker and is used permanently, De-Ice for heavy icing (double the amount).

03.12. Seventh real flight with flight instructor 3 to EDDG

Communication and clearance

• Initial call behaviour:
  During the initial call, only the QNH without further details.
  Important: Acknowledge every instruction or "report" with "Wilco".
• IFR Cancel:
  • During an IFR flight, especially in Airspace Cthe procedure is as follows:
    • Clearance to Descent: The controller will first give clearance to descend through the airspace.
    • After leaving airspace C:
      • "Below Airspace Charlie", then you will be authorised to leave the frequency.
• Outbound Clearance:
  Radio example: "Ready to copy outbound clearance."

Approach and navigation

• Cross approach:
  Flown directly into the lateral approach, without longer circuits.
• Autopilot (AP):
  • The AP has been Final Approach Fix (FAF) used. Only then was it deactivated.
• DME failure and replacement by GPS:
  • For ILS approach: GPS used as a replacement for DME, but less relevant as Glideslope (GS) was available.
  • Important rule:
    • DME is mandatory for all approaches other than GPS approaches.
    • GPS approaches: Distance to the piste is automatically displayed in the GPS.

Calculations and flight techniques

• Descent rate and altitude calculation on approach:
  • Rule of thumb for 3° sink angle:
    • 300 feet per mile sink.
    • Per 0.3 mile one sinks 100 feet.
  • Example: For 0.3 miles before a check height one should still 100 feet above the target altitude be.
• Check Altitudes:
  • Strict compliance: Hard altitudes, never sink below them.

Wind correction and time correction

• Wind Correction Angle (WCA):
  • He does wind correction roughly like me (I do WW * speed/100). He derives an even simpler table from this (applies to 10 knots, otherwise a multiple of this)
    • 10° wind angle (WW): WCA 1°
    • 20° WW: WCA 2°
    • 50°-60° WW: WCA 5°
    • 70°-90° WW: WCA 6°
• Time correction for curves:
  • For wind correction with Holding Entries:
    • 0-30°: 1x the wind speed.
    • 30-60°: 2/3 of the wind speed.
    • 60-90°: 1/3 of the wind speed.
• Heading and Track:
  • The difference between Heading and Track shows the Wind angle (WW) to.

Further information

• Power Management:
  Before the Holding companyReduce power to adjust the airspeed.
• Holding entry technology:
  • Parallel or Offset Entry:
    Order: Time, Turn, Twist.
  • Direct Entry:
    Order: Turn, Twist, Time.

06.12. Planned flight with flight instructor 3 - Cancelled due to fog

Timetable and route

• We had booked a triangular flight. From Essen to Cologne then Dortmund then back. That's three flight plans and you don't have to call the watch manager because you're not practising two approaches in one place
• Route was (runway 14L active Cologne): EDLE BAM KOPAG WYP EDDK then EDDK PODIP GMH ADEMI DOR EDLW (only PODIP ADEMI was accepted) then EDLW DOMEG BOT EDLE
• We would probably have simply used vectors to set ourselves to the final here
• Another important point: If I am NOT flying RNP Approach but ILS or VOR or NDB then the sat nav is virtually "free". For example, I can load a departure there and then set "direct to" on the runway with final track. Then I only have to switch the HSI to GPS after the T&G and everything is fine.
• In this specific case, I would have left Cologne this way and then added the additional waypoints to Dortmund in the flight plan. Then fly Dortmund as an RNP approach, for example. In the SID I then have enough time to quickly enter DOMEG BOT and EDLE as a new flight plan
• Note if I take off from the 24 and have to fly to BAM: I fly the oncoming approach and only then towards BAM. At the end of the approach I climb to 2000, not 2400, which I could do, but we are on the approach to DUS and at 2400 the distance to approaching aircraft would be so small that they would receive a TCAS alert

09.12. Eighth real flight with flight instructor 3 to EDDK

Flight planning and route information

• Active slopes in Cologne: Both 14L as well as 24 were active. Originally 14L planned, but the air traffic controllers asked whether 24 is also in order.
  • Reason: They usually want you to turn off before the piste so as not to interfere with other traffic.

Important notes for RNP approaches

• RAIM check before the flight:
  • Necessary for RNP approaches, as it is determined whether the required accuracy is available.
  • RAIM information: Can also be used in the NOTAMs if RAIM is not available.
  • Realisation:
    • Immediately after starting via Utilities → RAIM Prediction.
    • Enter the destination airport, date and planned time for the approach (prediction ±15 minutes).
  • During the flight, the flight plan entered indicates the correct time for the RAIM check.
• Details at GPS Approaches:
  • Load approach: When loading the approach Channel and ID displayed. These must match the information on the Approach map be synchronised.
  • GPS mode: On the approach from TERM mode on APR mode change.
  • RAIM Check: Only required for the approach, not for the departure.
• Examination:
  • There are No RNAV overlay must requirement. This means that it is possible to fly according to classic procedures.

General planning and flight instructions

• Plan a backup:
  • E.G. ILS frequencies turn in in advance as a backup for a GPS approach.
• Missed Approach:
  • If the tower says "Go Missed Approach", this must be initiated immediately.
• "Visual Breakoff Procedure" in Cologne:
  • Example instruction: "Before runway system turn right heading XX, climb altitude YY."
  • Important: IFR is cancelled here at short notice. After that, you must pay attention on your own. IFR is only reactivated when the announced altitude is reached.

Visual Approaches and Departures

• Visual Approach:
  • Landing takes place with the aid of PAPI lights.
• Visual Departure:
  • The pilot sets the heading and altitude, but after take-off the turn only takes place from 500 feet.
  • Advantage: Aircraft can move faster outside the SID to relieve traffic congestion.

13.12. Ninth real flight with flight instructor 2 to EDLW

Flight route and special features

• DOMEG Holding and Standard ILS Approach:
  • The planned route deliberately led into the DOMEG Holding. From there the flight should continue via DOR go directly into the standard ILS approach.
  • Problem: The current share price was 170°while the course required for the approach 069° was. This corresponds to a change in direction of 100°.
  • Rule: In the event of a price change of more than 60° an alignment turn is required. Therefore the DOR Holding ("Holding for alignment") was flown in.
  • Note: Smaller machines could alternatively enquire directly:
    • "Request to start approach without Alignment turn over DOR."
    • However, without instructions from the controller, the aircraft flies to the holding by default.

Change in planning

• The controller asked whether a vectored RUP approach could be flown.
  • My mistakes:
    • The flight was operated with a course of 30° opposite the final approach track vectorised.
    • Clearance took place with the instruction: "Cleared RNP Approach Runway 24."
    • I turned in too late and didn't catch the final track in time.
    • In addition, the speed was too high.
• Lesson:
  • Always be aware: Where am I? What distance?
  • Anticipate: Will the controller vector me to Final Approach straight away?

Handling during the flight

• Full Configuration:
  • When fully configured, the nose massively reduced to reduce speed.
  • Then raise the nose again and apply power to ensure stability.
• Backup systems:
  • When using a GPS Departure Plans should always be Classic navigation be configured as a backup.

Summary and points for improvement

• Ensure that the checklist for the approach is completed on time.
• Better anticipate vectorisations by the controller, including course corrections and distance estimations.
• Adjust speed early to avoid errors in the final approach.
• Always keep backup plans to hand in case GPS systems are unavailable or unreliable.

23.12. Exam flight with examiner - completion of training

The first step was a detailed briefing on the flight, the weather, the weight and balance calculation, etc. This was followed by a detailed exterior check of the aircraft using the checklist.

The test route was announced the day before. We flew to EDDG. On the way there we did airwork (stall exercises, steep turns, recovery). Then we flew into the holding area, followed by a standard ILS approach and then a vectored RNP approach. Despite my considerable nervousness, the flight went well! Nevertheless, I made a note of what didn't go quite so well.

What did not go well

• Error at HAMM Holding:
  • When turning into HAMM Holding, the heading bug was inadvertently moved further to 257 turned instead of on 077. This led to confusion, as the preparation was not optimal.
• ILS final approach:
  • The final track in the HSI was only 5 seconds turned in instead of directly.
  • The ILS approach required corrections, but always remained within the limits.
• RNP approach:
  • The Gears Down were forgotten. As a result, the height was initially 200 feet above the target value and had to be corrected. This error only became apparent during the final check.
• Improvement points:
  • Faster turning of the final track in the HSI.
  • Ensure that the gears are extended in good time.
  • Clear prioritisation during the climb: first fly the aircraft, then listen to secondary tasks such as ATIS.

But otherwise just passed:-)

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