ERAU Aviator

My Return to Flight

noreply@blogger.com (Curdle1) — Wed, 16 Feb 2011 16:12:00 +0000

Hi there! I have been on a break from flying for about six months and have not had time to update this blog. I am now finishing up my training at Embry-Riddle in the multi-engine commercial course. I will be graduating in the beginning of May of this year and I will continue my commercial single engine training at an airport closer to my home. I have a few cross country flights I need to finish up and I will update with pictures when the flights are finished.

Merry Christmas to All

noreply@blogger.com (Curdle1) — Thu, 24 Dec 2009 23:51:00 +0000

I wanted to wish everyone a Merry Christmas. I had to take a break in my instrument course for the holidays but before I left I passed the simulator portion of my check ride. When I get back to Prescott I will finish the oral and flight portion hopefully without any mishaps.

I have been studying during my break which isn't very pleasant. I tried to finish the course before the holidays started but it just was not possible. I hope to receive my new rating when I get back.

Merry Christmas and a Happy 2010!

IFR Cross Country Flying: Prescott to Burbank.

noreply@blogger.com (Curdle1) — Mon, 26 Oct 2009 01:57:00 +0000

For my second cross country I decided to fly out to Burbank, CA. I am originally from Southern California and decided to have lunch with my family as well as try to hit some actual instrument time.

After a normal preflight and run up we were off on our all day adventure to California. The weather was clear and the flying was smooth the whole way out. I chose a direct west route which brought us over Lake Havasu, Apple Valley and Palmdale. This was the exact route we flew heading out.

I was able to take a picture of Edward's Air Force Base and the surrounding dry lake bed.

After passing over Palmdale Airport we were vectored around by ATC. They set us up at the final approach fix for the VOR runway 8 approach into Burbank. It got really busy around that point preparing for the landing but I got it under control and made a decent landing. We then taxied to Million Air and refueled. My family was inside the FBO and we went out for lunch. We ended up going to a hole in the wall Thai place which ended up being really good.

We then said our goodbyes and departed off runway 15. I was saddened that there were very few clouds in the air at the time, I really wanted to get some actual instrument time. We were cleared for the ELMOO 5 Departure which out of sheer luck happened to go through the only two clouds in the sky!

I thought it was very exciting in the real clouds but surprise surprise it looked just like it did in the sim, who would have thought...

We continued our flight and noticed a big fire off to our left. As luck would have it our victor airway went right through the downwind side of the smoke column. We tried to get radar vectoring as far away as possible from the smoke but ATC would not give it to us. We had no other choice but to fly through a little bit of the smoke. It was an experience I would not want to repeat again. We had to open the air vents up to prevent carbon monoxide poisoning which is never good especially when flying an airplane.

We finally got away from the smoke of Los Angeles and continued out to Laughlin/Bullhead City airport (KIFP). A part of the requirement for the flight was to have three approaches using different types of navigation for each. I did a VOR approach into Burbank, a GPS approach into Laughlin/Bullhead and the ILS into Prescott. We followed the missed approach procedure in Laughlin/Bullhead which was also required for the flight. Here is that leg of the flight back to Prescott.

Climbing back to altitude over the Needles, CA VOR looking to our left we see a blanket of clouds covering the whole route back to Prescott. They looked possibly too high for our route which was at 11,000 feet. I really hoped for more actual time. Luckily almost the entire route back to Prescott was a layer of Cumulus clouds at our exact altitude. Here is a video of me flying through them.

The clouds are pretty bumpy so I apologize for the shakiness of the video.

Here is the last leg of my flight.

I then proceeded to fly into Prescott safely using the ILS for runway 21L. I had a great flight and it was one of my more memorable ones especially since I was able to log .6 hours of actual instrument time.

IFR Cross Country Flying: Prescott to Phoenix.

noreply@blogger.com (Curdle1) — Mon, 26 Oct 2009 00:44:00 +0000

Everything learned in the instrument course can all be put together on your cross country flights. Departure procedures, tracking navaids, and arrival procedures are all put together to form your IFR flight. For my first cross country flights I chose to fly to Phoenix Sky Harbor. Having never landed in class bravo airspace I wanted to experience it on an IFR flight plan.

After spending an hour planning my flight to Phoenix with the current winds, fuel burn and time en route, Air Traffic Control didn't like what I had chosen and decided to give me a completely different route changing everything I had just planned for. I felt like I had just wasted that hour of my life for nothing. It was nice not having to keep track of time and distances on the chart for the route I planned since the route ATC gave me was not published on the low altitude chart.

This was the route my instructor and I flew down to Phoenix.
We landed on 25R and fueled up at Cutter Aviation on the south side of the airport.
We then got back in the plane, departed off 25R and headed back to Prescott. Here is the route we flew.

It was a very fun flight. I saw a lot of large aircraft and it was neat knowing I had to be spaced with them. It was almost like I was one of them...

Precision Approaches

noreply@blogger.com (Curdle1) — Sun, 25 Oct 2009 23:58:00 +0000

My next portion of my training is about precision approaches. The only difference between a precision approaches and a non-precision approach is vertical guidance. The most common precision approach is the Instrument Landing System (ILS). The ILS is the combination of the localizer (lateral) and the glideslope (vertical). The localizer antenna is normally at the opposite end of the runway and the glideslope antenna is to the left or right of the runway threshold. The Localizer antenna for 21L at the approach end of 3R.

These approaches are fun to fly but challenging at the same time. When further away from both antennas, the needles are much less sensitive giving the pilot plenty of time to make corrections. But when the plane gets closer any wrong movement of the controls for too long can put you off course. It can get frustrating (especially when practicing single engine) but with practice they get much easier.

Non-Precision Instrument Approaches

noreply@blogger.com (Curdle1) — Fri, 11 Sep 2009 04:35:00 +0000

I am finally back to school after a nice summer break. I have continued my training and have completed the unit on non-precision instrument approaches.

An instrument approach is a way for a pilot on an instrument flight plan to get from the en route structure to the landing phase of the flight. Instrument approaches are fun and challenging to fly but really make you think on your toes at every point along the approach.

The approaches I have been learning about are of the non-precision type. Non-precision approaches give the pilot lateral guidance only, as apposed to precision approaches which give vertical guidance as well. To make sure you descend to the correct altitudes, there are positions on the approach chart which give minimum altitudes you have to be at in order to make a normal landing. Each approach is different and before one is flown it must be briefed in order to understand what will be happening.

As you can see on this picture of the VOR Runway 12 approach at KPRC it is divided into three sections. The top section gives written information, the larger middle portion shows an overhead view of the approach and the bottom section gives a side profile, an airport diagram and decision height minimum altitudes.

I have flown this approach multiple times and it is a straight forward and simple approach, when you stay ahead of the airplane that is. During the first few flights I was not used to the amount of work load which made the approach ten times as hard. But getting used to being back in the airplane and taking it step by step helped me to prioritize and efficiently manage the work I had to do in the plane which made the approach a heck of a lot easier.

I decided to take a few more pictures of the plane I flew in on these flights.

The PA-44 cockpit.

Riddle 73

Wing shot!

Phoenix Area Flight

noreply@blogger.com (Curdle1) — Mon, 27 Jul 2009 00:18:00 +0000

A friend and I rented a plane and flew around the Phoenix, AZ area a little while back. We rented a Piper Archer (PA-28) out of Chandler Municiple Airport (KCHD) and made a big circle around Phoenix Sky Harbor which was really fun.

I made a map of the trip using Google Maps as you can see:

(You can click the icons to see the locations of the pictures)

View Phoenix, AZ Flight in a larger map.

I have some pictures from the flight that have posted:

Here we are starting up the plane doing the before start checklist.

The Chandler Airport from the sky.

Paradise Valley, AZ.

Phoenix Goodyear Airport.

The airplane graveyard out the left wing.

A bad accident on the I-10 freeway.

I hope you enjoyed the pictures as much as I did the flight!

Partial Panel

noreply@blogger.com (Curdle1) — Sun, 10 May 2009 19:06:00 +0000

I have passed my stage 1 check which consisted of an oral and simulator. I have been too busy recently to post anything new about it, but it went well.

The next portion of my instrument training has begun and it started with flying partial panel. During partial panel flight, some of the instruments have either failed or do not work and I have to keep the airplane under control using the remaining instruments which do work. Partial panel is a very challenging yet necessary way to fly an airplane. The reasons partial panel is taught are instrument systems can and do fail and it makes the pilot more aware of which instruments are powered by what systems. Thankfully when in the actual airplane my instructor only covers the instruments with a sticky-note.

The attitude indicator is powered by two engine driven vacuum pumps in the Piper Seminole (PA-44). It is used for reference during changes in airspeed, altitude, heading or bank angle. If it were to fail, the primary instruments for airspeed, altitude, heading or bank angle can be used. Why can they be used? It's because they are powered by different sources. The airspeed indicator is powered by the pitot tube and static port, the altitude by the static port, the compass by the Earth's magnetic field, and the turn coordinator by an electic gyro. Cross verification of these remaning instruments leaves the pilot the ability to continue flight to an airfield where repairs can be made.

I am currently on break but I will begin posting when I resume my Instrument course.

Happy flying!

The Infamous Stage Check

noreply@blogger.com (Curdle1) — Wed, 11 Mar 2009 08:28:00 +0000

Now that I have learned the basics of Instrument flight, the next thing for me to complete is the stage 1 check. This is comprised of an oral and simulator session which are used to test of my knowledge of flying by instruments, basic instrument regulations, and aircraft systems. I am currently working with my instructor on a 15 page review packet for the oral portion. I also have had a few sims for the same preparation. Luckily, I am not too worried about the sim, but the check orals have given me a little trouble in the past. Hopefully I can complete the check ride before Spring Break!

Holding Procedures

noreply@blogger.com (Curdle1) — Fri, 27 Feb 2009 04:07:00 +0000

The next topic taught in my training here at Embry-Riddle is Holding Procedures. A Holding Procedure is a way to space IFR traffic in different situations. If an airport is busy on the ground, bad weather is over the airport, or an instrument approach requires one, an aircraft can be put into a hold.

From an aerial view, holding patterns look like a racetrack which is attached to a fix. A fix can be a VOR, an intersection between two VOR radials, a GPS way point, or a set DME from a VOR. The pattern is always flown heading into the fix on the inbound leg of the track. Flying around the tracks require each leg, inbound, outbound, and the two turns, to be timed for one minute each. The DME hold does not need to be timed because you are flying to a certain distance, which does not change.

The standard way to turn if not instructed to do so is to the right but many times I have turned the wrong way with out even thinking. My instructor lets me figure out my mistake sometimes even more than half way into the hold. I try to keep it under control but I usually slip up every now and then. Good thing my instructor likes me!

There are three different ways of entering into the hold which is where it gets complicated especially for a beginner like me. Depending on your heading, the fix's position and which way you need to turn, you can either choose a direct entry, a parallel entry or a teardrop entry. This figure from the FAA's Instrument Flying Handbook shows how to enter the hold from each direction. The figure shows a fix (in purple) with its radial (black) the holding pattern (green) is being flown on and each of the the hold's entries. The radial to intercept for the fix is 090 degrees (assuming North is straight up) but the heading for the inbound leg is 270. I will specify the degrees used in this specific hold. Each hold is different and the degrees vary depending where you are.

A Direct entry is the easiest to perform. If coming from anywhere between 020-200 degrees, intercept the radial inbound and turn right after passing the fix.
A Parallel entry is a little tougher. Coming from 270-020 radials, head towards the fix and upon crossing it, head out on radial you are intercepting. After 1 minute, turn opposite the hold direction, so left in this case turn left. Remembering this little fact is a lot more difficult when actually flying an aircraft. I have turned the same way as the hold many times, Keep turning to re-intercept the radial and then proceed inbound and after passing the fix, hold with right turns .
A Teardrop entry is not quite so bad, it has the smallest portion of the entries. If you are between 270-200 radials, fly towards the fix and upon crossing it, track 30 degrees to the left of the radial. After 1 minute, turn in the same direction as the hold. Intercept the radial and continue the hold after crossing the fix.

Flying the holding pattern itself is not very hard, but choosing the entrance is a little tougher. I hope to perfect them as I progress through the course and during my Stage 1 check ride.

IFR Navigation

noreply@blogger.com (Curdle1) — Sat, 21 Feb 2009 08:09:00 +0000

After only a month into Instrument training I have learned quite a lot. Navigation in low visibility would be almost impossible without the help if Navigation Aids, also known as Navaids. The most used Navaids in the United States are Very High Omni-Directional Range (VORs) and Global Positioning System (GPS).

The VOR is a ground station which sends out frequencies in all directions, just like spokes on a wheel, and there are 360 radials that an aircraft could be on, relative to that VOR. For the pilot to use the VOR he or she must tune to the ground station's frequency. Using the VOR receiver in the aircraft, you are able to choose which radial you want to fly on and depending on the direction of the course the receiver indicates if you are flying To or From the station. Within the VOR receiver there is a device called the Course Deviation Indicator (CDI). The CDI shows your position, or deviation, from the course you have selected. For example, if the CDI is deflected to the right, you are left of your desired course and must fly to the right to intercept the desired course.
This is a picture of the Drake (DRK) VOR as seen on the ground.

Certain VORs have Distance Measuring Equipment (DME) which provide the exact distance between you and the station. Some approaches to land at a given airport require arcing around a set distance from the VOR, such as a10 nautical mile arc. When using the DME on those approaches, you can know your exact distance from the station in order to follow the landing procedure.

For my instrument training, my instructor had me intercept and track different radials from the Drake VOR, which is located 4 nautical miles northwest of the Prescott Airport. I also had to do 10, 8, and 5 DME arcs around Drake. Perfecting the use of VORs is critical to navigating in IFR which is why Embry-Riddle emphasizes its importance.

The Basics of Flight

noreply@blogger.com (Curdle1) — Wed, 18 Feb 2009 09:01:00 +0000

I started the Embry-Riddle Multi-Engine Instrument flight course in the middle of January 2009 after a long winter break. It was nice to get back into flying.

There are two types of flight rules pilots have to abide by depending on their specific flight. There are Visual Flight Rules and Instrument Flight Rules. Before I explain how to fly under Instrument Flight Rules (IFR), I must first start with flying under Visual Flight Rules. VFR is about looking outside of the aircraft and maintaining visual separation between terrain, obstacles and other aircraft. Unlike IFR, the cockpit instruments are not necessary to fly the airplane and are used for reference. Separation from clouds is required because most of the flying is done by using outside references. In IFR flight, all the attention of the pilot is in the cockpit. If the pilot was instrument rated and flew in the clouds, he or she could remain in control of the aircraft. All of the maneuvers are done based off the instruments, except for taxiing and landing. Yes, even take-offs can be done without looking outside, and they are extremely disorienting. To train what it is like flying in the clouds, wearing a visor helps to block your peripheral vision (see picture).

After getting my Private pilot's license and my Multi-Engine add-on I got the hang of VFR flying. I was much more confident because of the experience I was accumulating and it all started to make sense. Maneuvers were getting much easier and the use of checklists became second nature.

When my first instrument simulator was scheduled, I was looking forward to flying only on the instruments. Little did I know during that Sim, my brain was going to have to work much harder than I thought. Constantly scanning the instruments for slight deviations is extremely tedious and fatiguing. Not once during sims and flights can you relax and let the airplane fly. There is always something to do, which makes flying under IFR challenging and fun.
In this picture, my instructor made me do this Instrument pattern. At first it seemed almost impossible, but after processing all the information over a few days, they got much easier.

I very much enjoy flying as an instrument pilot and I know that it is going to get tougher, but I am fully capable of completing the tasks ahead of me.