From VA to CT and back again in the DA-40.

Just finished a trip to CT from VA using the Diamond DA-40. JYO to IJD.

This was my first long cross country IFR by myself since I earned by Instrument certification. As one can expect, I made some mistakes, learning a few things a long the way.

I requested simple track: FDK and then direct at 9000. ATC cleared for STILL MRB HGR LHY CMK Direct. Although, on route, there were changes. A couple of times, I studied and request a more direct route. ATC granted me each request only to have it readjusted after a hand off. My actual route flight took me farther north than optimal. My last waypoint was the HFD VOR.

Looking at the map below, there is one small deviation at the elbow coming out of VA to head east. This occurred while I was tracking to figure out why the Auto Pilot (AP) did not make the turn. It was set to Navigate and hold altitude. I do not recall how I went wrong there, but it was easy to fix. I put the AP back to ROL and heading mode, using the heading bug to set the new course and then I set AP back in NAV mode to initiate once intercepting the correct course.

The other disappointing deviation is the two altitude bumps. I realized that it best to change the descent rate, as recommended by the AP guide, as the plane nears its target altitude. For example, I can set the descent rate to 500 FPM, and then adjust to 100 FPM as I get near the altitude. If not, the AP tends to ‘overshoot’; ‘undershoot’ in this case;-) This is obvious from the altitude profile on my descent. The other little bumps were changes in pressure as the flight progressed. The general pressure trend was high to low.

The little bumps in the altitude graph seen at the beginning of the flight were caused by me playing with the AP’s altitude options.


The biggest mistake on this trip was not studying the POH of the aircraft in sufficient detail. I plan on remedying this soon. The condensed checklist for the aircraft is simply not sufficient. There are two critical notes in the POH that I should have seen and noted. I copied them below for reference.

NOTE

While switching from one tank to the other, the electrical fuel pump should be switched ON.

CAUTION

When the fuel pressure warning light illuminates, or the fuel pressure indication is below the green sector, the electrical fuel pump must be switched ON.

The ‘CAUTION’ is obvious to me. The actions I took are consistent with the CAUTION. I switched the tanks at 9000 feet and then, around ten minutes later, I started seeing erratic flow issues. The fuel pressure light indicator was not lit, nor was the pressure remarkable. I knew that I missed something. At the time, rather than dive into studying the POH, I switch back to other tank while I pondered what was going on; I realized quickly that the fuel pump was necessary in this case. Had I reviewed the POH more thoroughly, I would have been aware of this. I had spent time before the flight reviewing the emergency procedures and electrical system, skipping over normal procedures because of my handy little condensed checklists.

Things I did well on this flight included good communication with ATC, better preparation and understanding of the AP, and relentless note recording along the entire flight. My flight log consisted of times associated with each frequency, altitude, and course adjustment along with issues and discoveries. I became my own little flight recorder.

I landed at Windham airport, which is very close to my parent’s house. The problem with Windham is the FBO is temporarily closed, as indicated by this NOTAM: IJD 05/003 IJD SVC FUEL NOT AVBL. I found a tie down and then talked to some of the locals about the best place to get fuel. They recommended Danielson for affordable fuel. Very friendly people at Windham! I learned that the diner up on the hill near the airport has a nice place to relax and get a good meal. I did not stop by but it seemed to be a popular place. Another time.

My plan on the return flight was to head over to Danielson VFR, fuel up and file IFR back to JYO. I filed plan I found from the recently/frequently used plans from fltplan.com. The plan a filed was HFD V3 MXE V419 EMI V3 RUANE . When filing my plan, I requested from FSS confirmation of the departure clearance phone number since I was unlikely to get DC on the field. AOPA’s airport information provides a number for Bradley. FSS gave me a Providence number. At Danielson, I called the number. Unfortunately, I did not get an answer. I called FSS back and they gave me another number. Again, no luck. Here is where my mistake occurred. I grew a bit impatient and figured I would start out on my proposed plan at VFR altitudes and pick up Providence from the air. I had VFR conditions below 3500. However, this did not go as planned. I had no luck getting Providence on several different frequencies. I did get a hold of Providence Approach briefly, but the signal was poor so they referred me to Boston. I called Boston and they referred me to Bradley. After the shuffle around, I was well on my way and started to look for a nearby airport to land and file a new plan; start over! I mentioned this to one of Bradley controllers. She said stand by; I could continue on course as long as I can stay VFR. After what seemed like a very long time, Bradley got back with me, directing me New York. New York got me on my way. The only issue at this point was I had to swing back to Groton. This debacle added unnecessary workload for both me and ATC, burned excess fuel, and added unnecessary flight time. Never again. The cleared flight plan was ORW V16 JFK V16 ENO V268 BAL V214 MRB.

I learned, through my research and some hints from my flight instructor, that I can look up the plan that I am likely to be cleared using flightaware.com, provided I file early enough. If I recall correctly, the plan is available roughly 30 minutes after filed, but I advise checking close to the departure time, as things do change. This tool can aid the clearance instruction exchange with ATC.

The rest of the flight was fairly uninteresting. At one point, there was a little confusion between myself an ATC. They made some adjustments in my flight in route. At one time they gave me DIXIE. I first entered DIXEE in the GPS. I could have sworn they said ‘Delta’ ‘India’ ‘X-ray’ ‘Echo’ ‘Echo’. I probably misheard it. I started on course to DIXEE and felt that the direction was wrong so I called back and got confirmation. All other adjustments provided by ATC were clear.

In the future, I am going to spend more time studying the different routes assigned by ATC along this route using both fltplan.com and flightaware.com. I want to be more familiar with the airways and waypoints, rather than trying to discover them during the flight using IFR Low Enroute charts.

I applied some stick and rudder skills through clouds at the beginning of the flight, avoiding some of the more ominous ones while getting bounced around a bit and enduring the fluctuations in pressure and temperature. I eventually turned the AP on, letting it handle the more boring aspects of the trip, allowing me to focus on navigation and systems.

Transition to Diamond DA-40

After training almost exclusively with a Cessna 172 Model N, I am now transitioning to a model Diamond DA-40. I have had the opportunity to fly 172 SPs. The 172 SP has basically the same engine as a DA-40 (Fuel Injected Lycoming 180 HP). So, there is some overlap on the procedures. However, the SP, M and N models have every similar flight characteristics. The Diamond is a bit different. This blog entry describes those differences that stood out for me.

As one would expect with a low wing, the landing roll is longer, as the plane enters and stays in ground effect longer. The wing span of the Diamond is greater than the Cessna 172. With lower wing loading, the take-off, climb an turning performance of the DA-40 is superior to the 172 SP. On the flip side, the 172 SP feels more stable in wind gusts. In the DA-40, I did feel more like a feather than within the 172.

The DA-40 has T tail. Flying with a T tail had only on significance to me in standard flying conditions. In a 172, the air movement from the prop wraps around the plan and interacts directly with the horizontal stabilizer. A drop in power results in a fairly pronounced drop in the nose. In the DA-40, I found this effect less pronounced. Please note that T tails have a disadvantage in slow turns, as disruptions from a stalled wind reduce the flow over the tail, deepening the stall.

I have heard that cross wind landings are more difficult in the DA-40, in part due to the low wing, reducing the amount of aileron that can be used in the flare and, more importantly, a small rudder. I am not convinced on the last part. For a test pilot, this may be true. For myself, I did not notice any less effectiveness in cross wind landings than the 172. Those wind conditions that test the plane's performance (about 15 its cross wind component) are outside the conditions I willing to try in either machine.

To get a sense of the transition to a DA-40, I am going to start at the ramp and walk through key parts of the check-list that are different and significant. I am picking only parts of the check-list thats meet this criteria.

On the ramp during the pre-walk around, I switched on the battery. I noticed that, given a few seconds, the engine instruments give me a more accurate reading from the digital display. I can get oil temperature and CHT. This is great in the winter to get an idea if preheating is necessary. The fuel indicators seem fairly accurate. It is a bit harder to judge the fuel visually since the tank filling ports are higher on the wing. After flying for over an hour, the gas will not be visible on a flat ramp. When lowering the flaps, I noticed they are tiny. There only two notches of flaps. I could not tell what the degrees are from the panel. My guess would be something like 10% and 30%. On inspection of the flaps, I though that the effect of the flaps on a T tail may be a different, with less disruption of air flow over the horizontal stabilizer. The battery is on, I noticed may of the instruments were working such as the attitude indicator. Why? Because the attitude and compass (HSI) are electrically powered. The 172 uses a vacuum pump powered from the engine.


The start up procedures are similar to the SP. The ammeter is not turned on until after engine start and engine instruments are in the green. It is best to pull the mixture a bit after start to prevent fowling of the plugs during taxi.

Taxiing the DA-40 is a more of a challenge than a 172 due to the free-castering nose wheel. Gentle tapping of breaks to handle direction changes is necessary for control in many situations.

At run up, the prop needs to checked. Pull the prop gently all the way back and then push it forward quickly. You do not need to wait for an oil pressure change. The change will show during the push forward to 2700 RPM. If it does't, try it a couple of more times to get the oil moving through the prop governor.

Before take-off, the fuel pump is turned on, on notch flap is added. Mixture and prop are full forward (low altitude). Take-off is easy and quick. If there is a bit of shake during the latter stages of the take-off roll, the nose wheel is has gaining too pressure so pull back (slightly). The Da-40 accelerates quickly. Watch the airspeed and hold the plan in a climb at around 80 kts. The DA-40 climbs very quickly. Once in a positive climb, bring up flaps, then adjusts prop to 2400 and, once safely above the 'deadly turn; height, shut off the fuel pump.

Watch the Engine temperate. At low altitudes, the DA-40 moves. I am always in the yellow arc when leveling off at low altitudes. So, it makes sense, at low altitudes, to adjust the manifold pressure to 24 inches.

Once in level flight, adjust the mixture. Switch the to EGT and pull back the mixture slowing until one of the CHTs flashes. Then notch forward on the mixture until the hottest cylinder is about 1400. I noticed in level flight, trimmed for cruise, the DA-40 has a nose-down attitude in comparison to the 172. I loved the visibility. Speaking of nose down attitude. Check out the two passenger weight balance for a DA-40 with full fuel. This places the plane near the forward CG line. This means there is less 'room' to pitch up before approaching the 16 degree angle of attack.

I practiced stalls in the DA-40. It feels just as stable as a 172 to me. Recovery is quick and easy. The DA-40 throttle and controls are extremely sensitive. I need a light touch to make adjustments. Trimming is a piece of cache with the trim control on the stick. I still like the trim wheel!

In descents, a little more planning is required. Slowing down the DA-40 for the pattern takes a little more time. I keep the prop at 2400 RPM and ease back the manifold pressure to 18 inches. When in the pattern, I hold the plane at 100 kts until abeam of the numbers, then I apply one notch of flaps. Then, I pull back to about 15 inches and start my turning descent. On final, fuel pump is turned on, mixture full rich, prop full forward, and the landing light on. I adjust the manifold pressure to about 11 inches. Once landing is assured, I lower the flaps (second notch) and begin brining the power back. It is critical to keep the speed above 70 kts. The stall speed of the DA-40 is not as advertised. Once level with the runway in the flare, just pull back really slowly to slow down the plane. It settles nicely. Do NOT let the nose drop, as the nose wheel is not as forgiving as a 172. Aggressive pulling on the stick is not necessary. A slow steady pull keeping the nose slightly high is sufficient. Too much pull causes tail strike or, even worse, a premature stall above the runway, causing a bounce. If this happens, apply power, holding the stick steady. The plane will begin settle again.

Through out the process, I realized that the work load of the DA-40 is a bit more than the 172 models. That's fine by me. It moves me closer to the load of an RG and proficiency requirements for a commercial rating. In the end, the most important element is the ability to fly the plane. Of this, I have no doubts that I can handle the DA-40. Out of 5 landings so far, two were smooth and gentle. The other three were a little rough.

Preparing for tomorrow's lesson

Tomorrow's forecast fro MRB and HEF is overcast at 700 with 2 SM rain. This above minimums. I just have to remember the following:

(1) When getting a clearance, fly the airplane first. Then communicate.

(2) When doing the hold for the approach into MRB ILS 26, I do not need to go around. Just use a tear drop to get established. Always use a tear drop for an ILS. Do not use the parallel entry as this may force you to fly around one more time to get a full minute.

(3) If using a VOR approach, the speed has to be set at station passage so the clock can start and be measured accurately. Waiting till station passage to get the speed correct will throw off the ETA estimates. After station passage, set up for a 800 FPM descent to the MDA.

(4) Always right down frequency, altitude and time changes! This is critical when flying VFR-on-top or flying on a cruising clearance.


(5) On a missed approach, declare to tower, get set up, then contact DEPARTURE with what you want to do next!

Thats it for now.

First IFR Flight: HEF to MRB and back again

Synopsis

The training plan was to use the full ILS approach into MRB for ILS 26. This approach involves passing over the MRB VORTAC. From the north, a flight can follow R-126 off HGR to intercept the localizer. The MRB transition involves a fly-over of MRB, followed by an outbound heading on R-053 to intercept the localizer. At that point, a mandatory hold to get from 4000 down to 3400 for the glide slope interception. This requires a parallel entry into the hold. I chose a tear drop, applying a 110 degree magnetic heading away from the intersection point to loop back into the hold. Since that takes about a minute and half to do that, loosing the 600 ft is trivial. Still, a hold is a hold, not procedure turn. I completed one full hold to insure proper glide slope interception.

Given a clearance for the approach I was informed to contact tower at HEVEN. This requires configuring the second VOR MRB R-353. To intercept the glide slope, the second VOR was set to MRB R-053. Sometime during the hold, this needed to be adjusted.

We did not land, instead using the missing approached as a training tool. Once missed, the tower immediately asks for intentions. Always have the backup plan ready. Since MRB is still in the second VOR (and probably the standby of the primary), no additional frequencies changes were needed. I informed tower I wish to complete the missed approach and then activate the flight plan to return the Manassas.

Once on course for Manassas, I began to get overwhelmed: too much information. I began missing altitude and frequency changes. The concept is easy. I was to get vectored back to Manassas. Without vectors, I would need to intercept V4-92 West of MANNE on the ARML VOR, proceed on the airway till MANNE (11 DME) and then proceed for 1.2 miles and then turn left to heading 163 to pick up the localizer for 16L at Manassas. However, this will never happen I always get vectored into DORGE intersection.

Things I learned:

Always write down the frequency changes and altitude changes. Keep a list to know what the last frequency if needed.

Listen carefully.

If you do not have ATIS when requested (such as the activation of the flight plan back Manassas after the the Missed Approach), then say 'Will Call Back when I have information from ATIS'.

On call back for a clearance delivery, listen for key words like Transition. I never got the MRB transition requested on the HEF to MRB flight plan. I was told to 'expect vectors to Martinsburg after Casanova'.

Listen for the word 'heading' vs. 'radial'. They are not the same.

Phraseology.

Filing Plan: "Requesting 4000, ASRLN2.MRB TRansition

Reverse Plan: "Requesting 5000, Direct to CSN, Direct to HEF"

The Clearance: "Expect Radar Vectors to MRB after CSN, Expect 4000' ten minutes. Frequency 124.65, Squak 4640".

Zero/Zero Takeoff

When I line up on the runway, I check the Time, Lights, Transponder, Gyro (lined up with runway). What I have never done before is put the foggles on. Wow. Taking off with view limiting device is freaky. Its like the flying the airplane on the ground (a familiar concept to tail draggers). I focus on the directional gyro and the airspeed. That's it. Hope the runway is perfectly lined with the gyro and GO!

It is good exercise, but not something I wish to put into practice. I would not want to take-off from an airport I could not find quickly or land on an approach in case of system malfunction.

Preparing for the next instruments lesson

Things I will remember to do:

(1) Preflight: Review checklist with instructor and provide the instructor with a briefing include clear exchange of controls and I inform him that he is ATC today. Instructors like students that remain PIC, and I am the PIC.




(2) Talking to ground: remember to say "VFR to Flucky" and "Information X".




(3) When talking to simulated ground (aka instructor), read back verbatim the clearances. Be familiar with the transitions BEFORE meeting with the instructor to avoid getting stuck on transition names like NISAE then direct to Culpeper.



(4) During taxi, verify all instruments.





1. Airspeed 0


2. Attitude level


3. Altimeter at station


4. Rate of Turn indicator green and level


5. Gyro directional indicator lined up with taxi way and compass


6. VSI level 0








(5) On vacuum failure, need to use the compass. The compass stabilizes on east/west headings. Once passed, use the counting method. Use the turn coordinator for standard rate turns. Simply count seconds for every three degrees. 15 degree turn is five seconds. If the angle of bank can be determined, take the airspeed and drop a digit (divide by 10), add 5 to get the angle of bank (for 90 kts, 9+5 is 14 degree bank for standard rate turn.



(6) Always keep resetting the time mentally. Consider times when reaching a hold, leaving a hold, leaving a fix, etc.


Holds have been an interesting problem for me to solve. They're really simple. However, it takes some time to get one's head around it. When a approaching a hold, notice the inbound leg with respect to the current heading on the gyro. If the in bound leg's radial is on the top half of the directional gryo, then its a direct entry. If on the bottom LEFT, its a parallel approach. It on the bottom RIGHT, then use the tear drop, maintaining 30 degrees from the radial and bottom most tick on the gyro. The above assumes standard hold on the LEFT 'outbound'. ALWAYS no the side on which to hold!

On the last flight, I got a bit flustered when first contacting tower once cleared for the frequency change from Potomac Approach. Here is what I should have said (hiding from reader what I did say): "Manassas Tower, N2229E on the ILS over DORGE for One Six Left". Tower's response, "Expect a clearnace to land at 3 miles". At one mile, no clearance, my inquiry: "Manassas Tower, N2229E over middle marker for 16 L"...as in, heads up!

Two flights and two challenges

I flew with an instructor yesterday. The goal was to continue to improve control of the airplane, flying Pattern C under the hood. Pattern C is a pattern used in WWII instrument training. It is not found in the current FAA handbooks. My training did not go as planned. I got bounced around by the windy conditions, uneven heating and approaching thunder storms. With lightning coming down within 2000 feet of the airplane, we aborted the training. I still obtained 30 minutes of hood time and some great instruction.

Here are some tidbits.
First, checklists are critical to instrument flying. There are many procedures to follow. Using checklists insures the workload is managed properly. There are two approaches to checklists: do and then read OR read and then do. For example, the before take-off checklist is TLTGA (time, lights, transponder, gyro, attitude indicator). Before taking the runway, read this. On the runway, do it. A counter example, I do a pre-flight check of the airplane by memory, then I read the checklist, verifying that I did everything.
Second, remember Out, Off (takeoff), On (on the ground), In (shutdown). These are the times to record hobbs (or clock). This is to line up with the flight plan. In general, start getting a better snapshot of time, bracketing time as you would when moving from one checkpoint to the next.
Third, get in the habit of informing Ground the type of flight: VFR or IFR.
Fourth, use the attitude indicator to maintain control of the turns. In a level turn, the center of the miniature airplane center will be glued to a center of the attitude indicator (well... in slow flight with a different attitude, the 'center' is above the line).


The next flight had a great impact on me. I was helping a friend fly his plane to another airport early in the morning so the plane could be used for a Camp Fantastic (for kids with cancer) event. When I left, the conditions at Manassas were VFR. Luray had an Airmet Sierra and the trend was looking good in the next two hours. I was hopeful I could get to the destination. As I flew over Cassanova, ascending to 5500 to get over the mountains and fly direct to Linden (the FAF for VOR approach to KFRR), clouds rolled under me. I was moving in MVFR(3 to 5 SM visibility and 1000-3000 AGL cloud cover) conditions. If I stayed above the clouds, I would be in VFR conditions. My hope was that, once I got to the FAF, I could descend through an opening to get below the clouds, assuming the ceilings were high enough. I had put an extra hour of fuel in the tanks to allow for a retreat back to Manassas if needed.

As I climbed, some clouds billowed up. It is these clouds the allowed me to have my first experience of vertigo ever. I now understand why pilots who fly through clouds without proper training usually see less than two minutes of life. The vertigo came on fast. I immediately recognized it for what it was, just as the plane started to bank. I focused on the instruments, maintained a proper climb attitude, and cleared the cloud, climbing to a safe 1000 feet above the clouds. Recall that class E VFR conditions require me to stay 1000 above, 500 feet below and 2000 horizontal with 3 miles visibility.

So, I made it through that challenge. As you have guessed, since I am writing this now, I made through the next one as well. The next step was to get down to KFRR from Linden. I understand how to perform a circling approach. I am not authorized to do so, nor would I. I planned to follow the approach, but in visual conditions. KFRR is surrounded by mountains on both sides. I was going to be glued to the radial assigned from Linden.

The circling approach MDA is around 3000 MSL (well above the 740 MSL runway threshold). I figured the ceiling was about 1500 AGL. Once down that low, I would be in class G airspace , permitting me to fly in 1 SM visibility and remain clear of clouds. I just needed to get there. Well, my plan worked. As I began my turn and descent at Linden, the clouds left an opening for me to see the ground about 7 miles out in front of me. I could not see the airport. I could see that I would get the 1500 AGL ceiling I needed. I proceeded with the approach.

I also proceeded to fly over the airport without seeing it. Since I knew I flew over the airport (I was timing the approach), I had to circle back. I took a wider circle to get oriented with the area. I was in class G at this point and the clouds were safely above me. I had 5 miles visibility. In an IFR scenario, this would be a missed approach. I am still flying under VFR, using instrument procedures to get me to an unfamiliar airport in a mountainous region.

FYI, I would not fly in 1 SM visibility ever without an IFR flight plan. That does not provide a pilot enough time to scan for planes, towers and hills.

Pre-flight check

It is easy to trust a plane is ready to fly if one thinks it is well maintained. We pilots build up practices to do a thorough inspection of the plane using a checklist as part of the pre-flight procedures. This includes things like checking the surface and controls, looking for water and contaminants in the gas, checking the oil, inspecting the propeller, tires, struts, brakes, lights, static port, and air-inlets, including the pitot tube and fuel air inlet.

Is this enough? NO. The PIC must validate that the plane is airworthy. This means the airplane is in a safe condition for flight and in compliance with approved data or approved altered state. Approved data includes the POH associate with the aircraft, any logged approved and logged alterations to the aircraft including equipment and any Airworthiness Directives (A/D). An A/D can be met either by complying with the A/D in one of the ways described in the A/D or through a specific approved request sent to the FAA administrator for an alternative (such as complete removal of the faulty equipment).

Prior to each flight, the PIC needs to verify that the plane is compliance. Included in this validation process is checking the engine log for 100 hour inspections, propeller log for 100 hour inspection and the airframe log for the annual. These are usual all done as part of the annual along with the ELT inspection (battery 50% of life or used more than an hour. Other things to check include the 24 month inspection of the transponder and pitot static system. These go together since Mode C transponder report altimeter readings.

Lastly, the oil changes are required to be compliant with manufacturer recommendations. This can be as often as every 20 hours.

Seems like alot to do. It is not if you familiar with the aircraft. For any aircraft new to you as a pilot, it is worth going through all this with the maintenance log books. It is good practice and, if something were to go wrong, you, as a PIC, can say that you completed a thorough inspection. Your passengers will thank you as well!

I'm back...and then I am not

I wanted to write. I got busy. I have been a pilot for eight months now. I fly once every three weeks. Until now. Ear drum rupture.

My last planned excursion was going to be free. Thanks to a good friend who needed to fly a plane to a FBO for maintenance, I was going to fly the entire trip under the hood for the price of lunch at Sheetz and, I hope, some good company. The weather fouled our plans, so we opportunistically trained me on a FAA certified simulator for another great price. Not free...but easily affordable. The sim was modeled after Piper Arrow, so I was able to start my complex endorsement work as well. Two birds, one stone. Love it.

What did I learn?

FLOW is important. The carb heat, landing gear, throttle, prop, mixture and flaps, IN THAT ORDER, left to right, to be managed in a well defined flow. There are some basic rules. They are simple, so this is where pilots mess up. In the end, its not simple, without FLOW and a little knowledge of how the specific aircraft works.

Land Gear: landing gear down for landing, landing gear up after positive rate of climb on takeoff.
Prop and Throttle: avoid high manifold and low RPM (sometimes not...but more on that later).
Mixture: Adjust for altitude over 3000 AGL, Full rich on take-off and landing.
Flaps: 10 degrees on take off (for this aircraft...it is truck).

How did I take off? Carb Heat off. Mixture Full Rich. Prop Full RPM. THROTTLE to the Wall. After positive rate of climb, gear up. Confirm (visually) Now back over to the flaps. Flaps up.
Climb out? Technically, throttle should be brought back before RPM. Keep the flow, right to left. Throttle to 25" MP. RPM to 2500. Adjust Mixture.
Cruise? Throttle to 24", RPM to 2400. Adjust Mixture.
Slow Cruise? Carb heat. Throttle to 18", RPM to stay. As plane slows, Throttle to 20". RPM to stay. Check Mixture. Trim.
Descent? Throttle to desired descent rate, assuming no airspeed change. RPM to stay. Adjust mixture periodically.
Landing? Reverse direction with one slight alteration. Carb Heat. Do this now while the exhaust temperature is still hot. Flaps (10 degrees). Landing Gear. Confirm. Mixture full rich. RPM full. Throttle as necessary.

Now. Every senior pilot is going to have a different flow. Every plane may have variants in the POH. Here are some considerations:

(1) On a carbureted engine like the Lycoming in a Cessna 172N, any RPM setting is not going to stress the engine for any throttle setting. Go ahead, ask Lycoming. I know one pilot that keeps the throttle at the top of the green (around 25") after climb out and does not move the throttle till landing. Cruise is around 2100 RPM to 2200 RPM. This pilot knows his plane. He is extremely precise with the mixture and its effects on fuel flow. For best performance and best longevity, this is where the time and effort make the most sense. I would only follow this procedure on his plane. I am too new to this business to do anything different than what is in the POH. If you are curious if this fore-mentioned pilot runs ROP or LOP, I do not recall. I will find out.

(2) Why flaps and gear down at the same time? Simple, it cancels out the flare when 10 degrees of flaps is added. The aircraft just slows down and stays in near perfect trim. This is critical in instrument flying. Sure, gears could go down earlier. Many planes support gear down and higher speeds than 10 degrees of flaps. If a I remember correctly, the gear and speed should be adjusted at the FAF and held in a controlled descent until either the field is identified or a go around is initiated. In either case, a different configuration takes place at that point. Slow aircraft can adjust this model so they do not hang in the lane from the FAF to the field. One idea I am exploring is keeping the speed up, not going to gear down configuration until DA or reaching MDA. I shall see what my mentors have to say about this. It is still a controlled descent...just a tad faster.

(3) For the sake this discussion, I did not include gas tanks in the flow, just mixture. For example, Cessna 172 POH has the tanks set to Both for take off and landing. I believe the Arrow is Left take and landing, and right for second half of the flight. I need to confirm this. I also did not include other critical check list items such as fuel pumps. All important. However, for someone new to complex aircraft, the flow described above is critical to understand and deserves special attention.

So where am I going with this blog. Well. I am going to make an attempt to back fill lost lessons in both private and instrument training. I am also going to move forward with more exciting flights.

At the moment, I have some time to backfill. You see, I am grounded. Ruptured Ear Drum.

Will Obama's visit ground local operator during visit to Martha's Vineyard?

Boy, that would be a bummer? This has been a cold year for the island as it is. With a short summer and troubled economy, 10 days of no-fly TFRs would hurt local operations. AN open mind would permit some choices here. For example, the government can say 'sorry' and do what they have to do. The government could implement some sort of security plan that would restrict flights in and around the island to approved operations using a security coding scheme similar to three airports within the DC area (costly for one 10-day trip). However, the procedures could be repeatable for other future occassions at other locations. The government could take the money it would use to pay for such a complex security operation and hand it over to local FBOs, compensating them for their loss. Yeh, right!