DME ARCs and HOLDS

DME ARCs are "The track over the ground of an aircraft flying at a constant distance from a navigational aid by reference to distance measuring equipment.", and HOLDING FIXES are "A specified fix identifiable to a pilot by NAVAIDs or visual reference to the ground used as a reference point in establishing and maintaining the position of an aircraft while holding.", according to Rod Machado's Instrument Pilot's Handbook. On 8/18/08, I practiced flying a DME ARC and 2 HOLDS:

1. Fly the 16 DME ARC from 330 degree radial FROM STL VOR to track outbound on the 270 degree radial.

2. Hold West at 20 DME on the 270 degree radial from STL VOR standard turns (right).

3. Hold East at 7 DME on the 270 degree radial from the STL VOR non-standard turns (left).

Since I didn't have a DME (distance measuring equipment) in the plane, I used the GPS TO STL VOR 117.4 which listed the distance from the STL VOR.

Here are the steps I took in order to complete the DME ARCs and HOLDS:

Set up and flying to the DME ARC

Comm 1 tune 123.0 for 3SQ
Comm 2 tune 123.0 for 3SQ

NAV 1 tune 117.4 twist FROM STL 270 (once the DME is completed, this was to be the outbound 270)
NAV 2 tune 117.4 twist FROM STL 330 (this was the outbound to intercept the 16 DME ARC)

Departed 270 and fly runway heading until reaching 1100 ft.

Turned right crosswind heading 360 which happened to be a 30 degree intercept for the 330 radial.

Made positive transfer of controls by stating, "you've got the controls", the instructor in return stated, "I've got the controls", followed by my stating, "you've got the controls". At this point I was free to apply my foggles (view limiting device). When placed correctly, all I could see were the instruments, thus, instrument flying as if I were in the clouds.

Once the foggles were in place, I took back the controls by stating, "I've got the controls", the instructor in return stated, "you've got the controls", followed by my stating, "I've got the controls". The instructor was my eyes for traffic and/or obstacles.

I was instructed to climb to 1500 ft and continue heading 360 watching the NAV 2 to start centering on the 330 radial.

Identified NAV 1 and NAV 2 for their morse codes.

Once the NAV 2 needle came close to centering, I turned left to intercept the 330 degree radial and flew outbound.

Once I reached the 15.5 DME, I turned left 90 degrees (heading 240) to intercept the 16 DME ARC.

Flying the DME ARC
Twist NAV 2 from 330 to 320 and continued to fly heading 240. Minor adjustments were made in heading keeping the DME distance as close to 16 nm as I could. The goal was to stay within one nm of either side of 16 nm.

Once NAV 2 centered, twisted 320 to 310 and turn 10 degrees left heading 230.
Once NAV 2 centered, twisted 310 to 300 and turn 10 degrees left heading 220.
Once NAV 2 centered, twisted 300 to 290 and turn 10 degrees left heading 210.
Once NAV 2 centered, twisted 290 to 280 and turn 10 degrees left heading 200.
Once NAV 2 centered, twisted 280 to 270 and turn 10 degrees left heading 190.

Just before the NAV 1 (270 FROM) centered, turned right to intercept outbound 270 degree radial.

Set NAV 2 to 090 TO STL for the "hold" to follow.

Hold West at 20 DME on the 270 degree radial from STL VOR standard turns (right).

NAV 1 was already set at 270 degree radial FROM STL VOR (this was to be the outbound)
NAV 2 was set to 090 TO STL VOR for the inbound 20 DME.

Since I was at the completion of the 16 DME ARC heading 270 and needed to hold at the 20 DME (West), I needed to continue flying West.

My hold entry was a parallel entry, so, I needed to turn around.

At 20 DME, I continued on the 270 degree radial for 1 min.

At 1 minute I turned left 210 degrees (180 degrees + 30) to 060 which set me up for a 30 degree intercept to 90 degrees TO STL.

Once the NAV 2 started coming in, I turned right TO 090 to center the needle. At this point, I was turned around and flying inbound to the 20 DME.

Once at 20 DME, I simulated a call to approach and stated, "N#, established in the hold", turned right 180 degrees heading 270 outbound. When at 20 DME, started my time for 1 minute for the outbound leg.

At 1 minute, turned right 180 degrees heading 090 TO inbound and remained on the 270 degree radial.

Once reaching the 20 DME, I continued inbound to the 7 DME for the next hold.

Hold East at the 7 DME on the 270 degree radial FROM STL non-standard turns (left).

NAV 1 270 FROM STL remained the same which was my inbound to the fix 7 DME
NAV 2 090 TO STL remained the same which was my outbound FROM the fix 7 DME

Since I was to hold East of 7DME and I was coming from the WEST, I needed to turn around, so, my entry was to be a parallel entry.

Once I reached 7 DME, I continued for 1 minute 090 TO.

At 1 minute turned right 210 degrees (180 + 30) for a 300 degree heading.

As NAV 1 270 FROM began to center, turned left to intercept the 270 degree radial heading 270 to 7 DME.

Once at 7 DME, turned left (non-standard turn) heading 090 which was outbound.

Started my time at 7 DME/level wings.

Simulated a call to approach, "St. Louis approach, N# established in the hold."

At 1 minute I turned 180 degrees left heading 270 inbound to 7 DME.

Once reaching 7 DME, I was exhausted and made a 180 to head back to 3SQ.

Approaches on my own..... wooo hooo

Monday, June 2nd was the first time experiencing practice approaches without an instructor!!! (no foggles used, of course) I considered it a big milestone for me to set my instruments, communicate with Air Traffic Control (ATC) and fly 3 different types of approaches without any assistance. If I didn't understand any part of ATC's directions, I knew to repeat what I understood and to say "say again altitude" (for example) if I needed to. I didn't need any directions repeated though.... I felt good about that..... It also helped me to talk out loud when getting weather, checking frequencies, briefing the approaches, watching the needles come in, etc. or making any type of corrections during the approaches.

I took off from 3SQ, intercepted the 031 radial remaining under Class B airspace at the altitude 1500 ft. The weather "Lima" was obtained from ATIS at 128.0, then St. Louis Approach contacted on 124.2 as I flew over KSET and then the Mississippi River seen in the picture. At that point I ascended to ~2300 feet which still kept me under the Class B airspace surrounding KSTL (St. Louis International Airport).

My request was to practice the BC LOC 11 (back course localizer) and the ILS 29 (instrument landing system) at KALN (Alton, Illinois or St. Louis Regional Airport). The BC LOC 11 is tricky because the LOC needle moves in the opposite direction (opposite of ILS 29 using the same frequency and runway just opposite ends, thus, back course). So, when the needle moved to my right, I had to make corrections to my left to pull the needle to the center. When the needle moved to my left, I had to make corrections to my right to pull the needle to the center.

Next, I was vectored to the opposite end of 11 which was the ILS 29. The localizer frequency I-ALN 108.5 was the same, however, a completely different approach plate was used called ILS or LOC RWY 29. It is a precision approach meaning the glide slope is available giving not only vertical guidance, but, horizontal guidance as well.

Now with the ILS 29, when the needle moved to the right, I had to make corrections to the right as if I was trying to "get back to the road". When the needle moved to the left, I had to make corrections to the left. At the same time I had to follow the horizontal needle (glide slope which gives the vertical guidance). If it moved up above center, I had to make corrections by lifting the nose a tad or discontinuing the descent for a bit until it centered. Or, when the needle moved below center, I had to make corrections by lowering the nose a tad or increasing my descent.

As you can see in the picture, I was just above the glide slope that was leading me vertically to the runway. My adjustments at that time was to lower the nose slightly which centered the needle.

Last, I received vectors to KSET (St. Charles County Airport) to complete the VOR RWY 18 which was back over the Mississippi. Flying a VOR approach is similar to flying to a VOR, but, you descend to the runway while keeping the VOR needle centered. Picture the instrument above without the glide slope. (horizontal needle which gave the vertical guidance). Once the approach was completed, it was time to head back to "home sweet home", 3SQ.

After all of my flights I jot down things I need to work on. Identifying NAVAIDS is one very important item sometimes missed. Also, I use my checklist for pre-flight, run-up and taking off..... but then I slip it under my leg and it's not referred to until after I land to "clean up". And last, GMC or Gas on/Mixture rich/Carb Heat on is missed during approaches, but, used when I actually land somewhere.

In summary, I practiced approaches on my own!!!!....... wooo hoooooooo

NDB RWY 8R Approach Practice at KSUS

On 5/19/08 I flew from 3SQ to KSUS to practice the NDB RWY 8R approach. Before I list the steps I took to complete it, I'd like to list various notes regarding NDBs.

1. Homing: Tracking to an NDB by keeping the ADF needle centered at the top of the display will take you directly to the NDB. Getting to the NDB in this case is not by tracking any specific course.

2. To intercept and track magnetic bearings directly to and from an NDB (as in the KSUS NDB RWY 8R approach) :

a. turn to inbound course heading 256
b. ADF needle is pointing to the nose of the display while heading 256

3. To know your tracking directly along the 256 degree radial:

a. when heading 256, ADF needle is pointing to right, then you're parallel and right of course
b. when heading 256, ADF needle is pointing to left, then you're parallel and left of course

4. Making corrections to get back on course you must double your corrections with wind/no wind situations:

Example for TO the NDB
a. If head of ADF needle is 20 degrees left, turn 40 degrees left.
b. When needle head is to the right 40 degrees from where it was off, you're back on course.
c. Turn back to course heading, 256

Example for FROM the NDB
a. If tail of ADF needle is 20 degrees left, turn 40 degrees right.
b. When needle tail is to the right 40 degrees from where it was off, you're back on course.
c. Turn back to course heading, 256

OR to simplify things for the FROM...Look at the head of the needle (points at tail once flown over the NDB)and make corrections the same as TO.

5. Interpolate winds on ground and at 3000 ft for approaches. Adjust approach time accordingly. For this approach I added ~12 seconds for the winds increasing my time from FAF to MAP from 3:28 to 3:40.

Flying the NDB RWY 8R approach at KSUS
Preflight Complete
Up to Takeoff
-Set Altimeter to reported Alt or airport elevation
-Set DG before and after starting the engine
-Master switch and avionics on
Comm 1 123.0 CTAF 3SQ
Comm 1 126.5 STL approach in standby position
Comm 2 134.8 ATIS
Comm 2 124.75 Spirit Tower in standby position
ADF to 326
DME to 117.4 if have one in plane
-Avionics/Master Switch off - Start engine

Me: St. Charles Muni Traffic, N# ramp to 09
-Complete Run-up at holding position for 09
-TILT completed: Time, Instruments Set, Lights on for takeoff, Transponder to ALT

Me: St. Charles Muni Traffic, N# departing 09 Southwest
-Back taxi 09, turn to position and takeoff.

Flight
-At 800 turn L crosswind, then L downwind, depart pattern heading 240 and climb to 1500 ft to remain under Class B.
-Listen to ATIS by pressing Comm 2 receiving button
-toggle Comm 1 and Comm 2 frequencies to 126.5 STL approach and 124.75 Tower

Me: St. Louis Approach N#

ATC: N# go ahead

Me: N#, at 1500 for 2400 5 miles NE, request practice approach NDB RWY 8R at Spirit w/info Alpha

ATC: N# squawk 0234 & ident

Me: N# 0234 (tune in 0234 & press the ident button)
-At that point I climbed to 2400, making heading changes as received from St. Louis Approach.
-ID'd NDB by pushing ADF button and turning up volume keeping loud enough to hear it throughout the approach making sure it continued to work.

ATC: Cleared for KSUS NDB 8R approach, contact tower on 124.75

Me: Cleared for KSUS NDB 8R, tower 124.75
-Once on ~30 degree intercept, dial ADF to current heading. When ADF needle points to inbound course 076 at nose, turn to that heading and redial ADF to 076.
-Watched head of needle. When 10 degrees to left, doubled it and turned 20 degrees left. When head of needle moved 20 degrees right from where it was, turned back to inbound course 076.

Me: Spirit Tower, N# outside SNOOP

Tower: N#, Report SNOOP

Me: N#, Report SNOOP
-Continued to make adjustments in heading as needed, keeping on course
-Observed ADF needle flipped to point behind me

Me: N#, at SNOOP
-Turn, Tune, Time, Throttle, Talk & GMC (Gas on, Mixture rich, Carb heat on) : There weren't any turns or tuning at this time, I started my time, pulled the throttle to 1500 RPMs/90 Kts for approach speed, decending at 500 fpm to 1200 ft MDA.

Tower: On missed, turn left heading 080

Me: On missed, Left for 080, N#
-At 1200 ft, leveled off, waited out the time to adjusted time of 3:40
-Missed by full throttle/carb heat off, runway heading 080 to 1500

Me: Spirit Tower, N# missed

At this point, I was vectored for the same approach for the second time, cleared for the option which allowed me to complete a "touch and go" and then headed back to 3SQ. I logged 1.1 flight hours during this flight.

Cross-Country to Fort Smith Arkansas (KFSM)

On Saturday, May 3, I went on a Cross-Country flight from 3SQ (St. Charles Municipal Airport) to KFSM (Fort Smith Regional Airport). The first leg to M48 (Houston Memorial Airport) was 114.6 nm. It was cheaper to fill up with fuel at M48 than at KFSM. The airstrip had just been extended to 3500 ft. on grounds that used to be a golf course and they plan to add a VASI (Visual Approach Slope Indicator) or PAPI (Precision Approach Path Indicator) lighting in the near future. I could hear cows in the pastures nearby. It was a nice little friendly airport. The second leg was from M48 to KFSM stretching 166.4 nm. Both legs were during the day and in VFR conditions. Flight Following was utilized during the entire trip, so, by the time I reached Fort Smith, I was already in contact with Razorback Approach on 120.9.

Razorback Approach vectored me to the ILS RWY 25 approach and handed me off to Fort Smith Tower on 118.3. After landing, we parked at the general aviation section of the airport called TAC AIR. There was a $10 parking fee and after 0300 Z there was a $35 "call in" fee. Another words, if we planned to take-off after 0300 Z, we had to call someone to open the doors to let us through the terminial to get to our plane, as the tower closes and becomes a non-controlled airport. That's what I ended up doing. I returned to 3SQ at night after 0300 Z. The return trip was non-stop stretching 280.4 nm. I completed the VOR RWY 09.

There were several tidbits of information on several different topics I jotted down about the trip, so, I'll just list them below.

Communications: When ATC comes over the radio and says "carrier", they are hearing someone click their mic as if they are saying something, however, all they hear is clicking. Check your headset "plug-ins" - one may be out of its port.

VOR's: (Very High Frequency Omnidirectional Range)
TO:
Dial in NAV frequency; ID it
Center needle
Fly whatever heading needed to keep the needle centered
From:
Dial in NAV frequency; ID it
Turn NAV/VOR to outbound course
Fly that course/radial adjusting for winds

Terminal Radar Service Area (TRSA):
According to the "Dictionary of Aeronautical Terms" compiled and edited by Dale Crane, a TRSA is Airspace surrounding designated airports in which ATC provides radar vectoring, sequencing, and separation on a full-time basis for all IFR and participating VFR aircraft. Service provided in a TRSA is called Stage III service. The Aeronautical Information Manual contains an explanation of TRSA, and TRSAs are depicted on VFR aeronautical charts. Pilot participation is urged, but not mandatory.

According to the Aeronautical Information Manual 2008, 3-5-6 b. TRSAs. The primary airport(s) within the TRSA become(s) Class D airspace. The remaining portion of the TRSA overlies other controlled airspace which is normally Class E airspace beginning at 700 or 1,200 feet and established to transition to/from the en route/terminal environment. d. Charts. TRSAs are depicted on VFR sectional and terminal area charts with a solid black line and altitudes for each segment. The Class D portion is charted with a blue segmented line.

Take a look at the sectional clip above and note the black line.

Cockpit Management:
-Carry a lighter flight bag. If it's that heavy, make sure you include it in your weight & balance.
-Charts: Only bring the ones needed; Sectionals-fold each one to beginning course; keep accessible.
-Flashlight: Use one which allows intensity to be changed for night.

Pilotage:
Night: choose checkpoints that can be see at night. (even if the lakes are huge... they won't be seen) Good examples are large cities, airports....... look at the "big picture".

2 Commercial Requirements met:
One cross-country flight of at least 2 hours in a single-engine airplane in day VFR conditions consisting of a total straight-line distance of more than 100 nauticle miles from the original point of departure: Met on 5/3/08, 3.5 hrs, Day VFR-114.6 nm 3SQ-->M48 and 166.4 nm M48-->FSM.

One cross-country flight of at least 2 hours in a single-engine airplane in night VFR conditions, consisting of a total straight-line distance of more than 100 nautical miles from the original point of departure: Met on 5/4, 2.8 hrs, Night VFR-280.4 nm FSM-->3SQ.

This trip was a great experience.

I Can Do It: Practice Approaches

When I'm ready to take the Instrument Checkride, the examiner will expect me to fly to another airport, complete approaches and fly us back to our departing airport without their assistance.

So, Thursday, May 1, that's just what I did. I flew to KSET, completed the VOR RWY 18 approach twice and flew back to our departure airport. For the first time I felt I could say "I can do this" after this flight.

Here's the process I went through:

Pre-flight Inspection Complete

Before Starting Engine
-Master Switch on
-Avionics on
-Com 1 123.0; departing airport frequency; set squelch & volume
-Com 2 118.075; KSET local weather (ASOS); set squelch & volume
-Nav 1 117.4 STL, dial 031 outbound radial, (once receive vectors, dial 208 for app crs)
-Nav 2 116.0 TOY, dial 303 intercepting radial & IAF BYRNS 10 DME from STL DME 117.4 STL, matching NAV #1
-Comms on phone (as opposed to overhead speaker)
-Avionics on phone (as opposed to overhead speaker)
-Master Switch off
-Set/Check Instruments:
Set Altimer to airport elevation of 442 or current pressure altitude
Set attitude indicator to white line
Set heading indicator to compass

Starting Engine
Once Engine started, Set/Check Instruments again:
Set Altimer to airport elevation of 442 or current pressure altitude
Set attitude indicator to white line
Set heading indicator to compass
Communications:
Me: St. Charles Muni Unicom, N# on ramp, taxi to 09 (set ailerons according to wind, watch correct turn coordinator/ skid/slip and attitude indications)

Before Takeoff Complete
Communications:
Me: St. Charles Muni Traffic, N# back taxi 09, St. Charles Muni (continue to set ailerons according to wind)

Takeoff
TILT check
T=Time: record time taking off
I=Check instruments: attitude indicator, heading indicator w/compass, oil temp/pres
L=Lights: on
T=Transponder: to ALT

Communications:
Me: St. Charles Muni Traffic, N# departing 09 North, St. Charles Muni (continue to set ailerons according to wind)

Enroute
-Head for STL VOR remaining under Class B airspace, to 1500 ft.
-Identify and listen to ASOS on 188.075 (comm #2): obtain weather
-Identify NAV #1 and NAV #2
-Tune Comm 1 to 124.2. STL Approach
-Brief the approach VOR RWY 18

Communications:
Me: STL Approach, N#
STL Appr: N# go ahead
Me: STL Appr, N# over St. Charles Co Airport, 1500 ft, climbing 2,300, request practice approaces VOR RWY 18 St. Charles County with ASOS (if listened to ATIS, will have weather identifier to give; ex: information Lima)
STL Appr: squawk 0246
Me: 0246, N#
STL Appr: N#, turn right 040, how many approaches and what is your request after approaches?
Me: right 040, 2 approaches, then return to 3SQ, N#

-Dial VOR #1 to appr crs 208

STL Appr: N#, turn left 330
Me: left 330, N#
STL Appr: N#, turn left 300
Me: left 300, N#
STL Appr: N#, turn left 270
Me: left 270, N#
STL Appr: N#, turn left 240 (~30 degree lead-in to approach course), cleared
straight-in VOR 18 at SET, join, maintain 2,300 until established, remain VFR
Me: left 240, cleared VOR 18 SET, join, N#

VOR RWY 18 Approach KSET
-Watch VOR #1 to start moving to center, complete T's:
Turn: to 208 adjusting for wind
Tune: check #1 NAV dialed for 208
Time: none yet

-GMC: check gas on, mixture rich, carb heat on

Throttle: 1500 rpms, 90 kts, descend 500 fpm for non-precision (700 for precision)
Talk: no need to talk yet

STL Appr: N#, on the missed, turn left 360, climb and maintain 2,300, change to advisory frequency approved
Me: Advisory approved, on the missed, turn left 360, climb and maintain 2,300, N#

-Prior to 2,300 and FAF, lift nose and add power simultaneously for 2,000 rpms/90 kts to remain at or just above 2,300.
-Watch NAV #2 center.
-Watch DME for 10.

-Tune Comm #2 to 122.7
Me: St. Charles County Traffic, N# on VOR RWY 18 approach, touch-n-go, St. Charles County

-When NAV #2 centered and DME at 10, complete T's:
Turn: no change
Tune: no change
Time: start timer, monitor for 3:20 min (MAP time) in case DME lost (adjust time for wind)
Throttle: 1500 rpms, 90 kts, descend 500 fpm to 1160 until DME at 6.7 NUPDE, then continue to 800, level off at 800, at 6.0 DME land if able or decide to miss. If unable to land, continue to 5.0 DME at 800, complete missed as instructed.
Talk: No communications needed here, as Appr didn't ask to report BYRNS

-Complete missed instructions (in my case didn't complete the entire missed as I was to obtain vectors to complete the approach the second time.
Me: St. Charles County Traffic, N# going missed VOR RWY 18

-Climb straight to 1,000, then climbing left turn to 2,700 via heading 360

-Tune 124.2 Appr
Me: STL Appr, N# heading 360, 1,500 climbing 2,700

At this point, STL Appr gave me vectors to begin the approach all over again instead of holding at FASHE at 19.4 DME.

Returned to 3SQ
After completing the VOR RWY 18 approach for the second time, Appr requested I squawk VFR (1200) advisory frequency change approved, and remain VFR. I flew back to my departure airport 3SQ and landed.

After this flight I truely felt I was making a great deal of progress. I knew what to dial in and where on the radios. I was at ease talking to approach. I stayed ahead of the airplane by planning my "next steps". It felt really good for a change. I look forward to taking along a "Safety Pilot" to practice approaches on my own.

Cross-Country to Jefferson City, MO (KFEF)

On Friday, April 25, I went on another cross-country (2.3 hrs) from 3SQ (St. Charles Muni) to KJEF (Jefferson City Memorial) Class D. I practiced instrument flight planning with flight following and flew the LOC RWY 30 approach at KJEF. On the return, I practiced the VOR RWY 09 at 3SQ.

Cross-Country to Minneapolis

On April 20th, I flew in a 172 from 3SQ (St. Charles Municipal) to KSGS (South St. Paul Fleming Airport just outside of Minneapolis, Minnesota). The entire trip was 8.7 cross-country hours. It required my using 4 charts with one of the sectionals front and back. (5 sides basically).

Here is how I was shown to complete the dreadful task of plotting the entire route on so many charts.

1. Locate a nearby VOR to the departure airport.

2. Place a piece of papers edge on the center of the VOR and over your course. In my case it was 159.

3. Draw a parallel line to the papers edge from the departure airport as far down the sectional as needed.

4. Line up the next sectional and use the overlapped spot as your starting point for your next line.

5. Repeat 1-4 up to the destination airport locating a VOR near the starting point for your next line.

I filed IFR, flew "VFR On Top" and experienced 1.3 hours of "actual" to Minneapolis with one stop at KBRL (Southeast Iowa Regional Airport). I filed and flew non-stop VFR returning to 3SQ.

The purpose of the trip was not only for my Instrument training, but, my brother was to obtain recurrency training in the CRJ Simulator. I had the pleasure of sitting in on all of his recurrency training. It consisted of a written and a "Walk-a-Round". That entailed looking at a slide presentation of the CRJ and identifying and discussing the purpose of items on the outside of the plane. After a lunch break at "Jimmy Johns", we returned for the last part of the training, a 3 hour CRJ Flight Simulator training. Again, I was able to "sim along". I could feel everything from running over the cracks while taxiing to taking off, steep turns, stalls, approaches, emergency landings and more. And, I could see everything out the window...... buildings, runway, lights, ground.

The next day I completed flight planning for our return home while my brother completed his checkride. He passed with flying sim colors.