Lesson #9

Log Book - 3/5 DA40 KCID 5 1.5

I knew yesterday afternoon that I would have a chance to get away from work for a couple of hours today, so I emailed Jim to see if he would be available for some more dual instruction in the DA40. Given that I have already been checked out in the DA40, the remaining dual time that I needed to pacify the insurance would be flown under the hood. I finally got my security card and hangar key from airport security, so I was able to get there a little early and get the plane pulled from the hangar and preflighted. As I was finishing up, Jim arrived and we discussed our options for today. I had mentioned in an email last night that I wanted some hood time and Jim agreed with my request. I called up GND and requested vectors for multiple ILS 09 approaches (Link located below). We then proceeded to taxi out to RWY 13 and Jim asked if I was up for a no vis take-off with the Foggles on. As much as I wanted to, I thought it would be in my best interest to get a little more comfortable with the plane. Maybe our next flight I will take advantage of his request. We departed RWY 13 and I donned the Foggles. I was given vectors for the ILS 09. I found out today that I REALLY need to pay attention to my altitude with the DA40. It is so aerodynamic that it climbs in a hurry and I soon find myself well above my planned altitude of 2500’. I then find myself chasing the altimeter with the electric trim. Well, as I am flying what is considered my base leg, I start configuring the plane for approach. I finally get vectored to the FAF and I wait for the needle to move. As I turn and start my approach, I find myself over correcting on runway heading and I think that I am starting to lull Jim to sleep. This has been a concern of mine as I find myself watching the CDI and trying to correct, rather than watching the Attitude Indicator and scanning the other instruments. I make my way down the ILS and look up at 1100’, pretty close to the centerline and well within my reach of getting to the runway. After the missed, I fly runway heading and wait for the handoff to DEP. I hear the call from TWR and I call DEP for further heading and altitude instructions. After obtaining a heading, I decided that I want to try my hand at having the Auto Pilot handle the tasks for me. I turn on the AP and set the HDG and ALT assigned by ATC. About 2 minutes after getting everything set, I get a trim warning from the AP so I switch off the AP using the button on the control stick. I then use the heading bug alone on the AP and hand fly the altitude and speed. I get vectors to proceed on the ILS 09 approach and once again see that I am overcorrecting everything. DAMN!!! I am staying within one bar on the LOC and GS, but the constant weaving back and forth is putting Jim to sleep. I pull the Foggles at 1100’ and see that I dead on the centerline but still a little high. I contact TWR and tell them missed and await the call to contact DEP. I get the call and get my HDG and ALT requirements. Once I have the heading and altitude set, Jim informs me that he is going to try to fix the electric trim by cycling the power to the avionics. He flips the “Avionics Master” switch and we wait for the Garmins and AP to go through their self test. Once they are done, I then set the HDG and ALT in the AP and program the Garmin 530 for the ILS 09. Everything seems to be working better now and the electric trim is once again doing what it is supposed to. Once on base, I configure the plane for landing and switch the APP button on the AP. This should keep my heading bug active and ARM the AP to start the approach when the LOC needle comes alive. This should be an easy approach, as all I have to worry about is the speed. A perfect approach is flown and I pat the KAP140 to show it my appreciation in having it in the plane with me. That is how an approach should be flown. 8^) I then wanted to hand fly the final approach so I shut off the AP and tried my very best to maintain HDG and ALT that was assigned my ATC. I am doing a very good job of keeping my altitude and heading this time, but I let the airplane get ahead of me before reaching the FAF. I blow right through the FAF, where I should have started my 500fpm descent and started the clock. I didn’t so I was pretty much screwed on that approach. I had the LOC needle centered, but ended up not getting the GS needle back. I called missed and we decided to stay VFR and circle to land. I pulled off the Foggles and Jim asked if I knew what had happened. Of course I did, I didn’t start my descent and the timer at the FAF. I have to admit that I am so used to seeing the needle on a normal GS that the HIS threw me off when I didn’t see it. I need to learn how to read the new technology. 8^) We circled to the downwind and requested permission to land long on RWY 09. The plane is hangared in the East T’s and it doesn’t make sense to land on the numbers and taxi the entire length of the runway. After arriving back at the hangar, Jim endorsed my logbook and he needed to run so I pushed the plane in the hangar and closed things up for the day. I am now just 0.4 hours from satisfying the insurance company and cannot wait to take my wife and kids up in the Diamond. It is a joy to fly and the opportunity Jim has given me will never be forgotten.

http://flightaware.com/resources/airport/CID/IAP/ILS+OR+LOC+RWY+09/pdf