As the days roll on I sit and wonder just how long it will take to shed the rust and once again be comfortable in the cockpit. The last time I went through this was back in July of 2009 following my hip revision. Back then it took flight time around the pattern with some take-offs and landings. I was quickly right back in the groove. I hope it's the same with 08Romeo next weekend.
My full weight bearing has been a slow and steady process. Initially I wasn't supposed to start until April but the Doc said my fusion was looking great and he let me get started in March. Here we are, almost the end of April and I'm still using a single crutch to help get around. I have full motion as if pushing on the accelerator just very limited side to side movement. This means I still can walk with a normal gait. Thinking back, as bad as my hip revision surgery was, with the fractured femur, I was back to work and I was flying in ninety days. Honestly, I'm ready to throw this last crutch in the bay and climb aboard 08Romeo!
I wanted to thank the folks who follow my blog for checking in. I appreciate the emails, text messages and the private messages on Facebook and flying forums. I can't wait to be posting about flying and finally getting to use my Christmas gift, the Garmin VIRB XE.
After reading through IFR Focus #14 I wanted to share a ForeFlight tip.
Suppose there’s a NOTAM raising the minimum descent altitude (MDA)for the GPS 27 LNAV approach for Wilmington (KILG). Can you annotate the approach chart so "680" simply replaces "500" in the graphical depiction?
Yes, you can use the text annotate tool and customize the background of the text box to block the underlying text
From the Plates tab of ForeFlight, open the plate and then tap the pencil to see the annotation tools. Next, tap the text tool and place it where you want the replacement. Type 680. Now, tap the color presets and select black type with a white background. After creating the text box with a background (as illustrated below), you can adjust the location with a tap and drag. You will also need to change the font size to fit the correction in the box.
The bad news. I received word from the airport (KOXB)that there will be a T-Hangar taxiway rehab project starting in September running through October. This project will require excavating 18-24 inches for a new road box to include new under drain, stone base and two 4" lifts of hot mix. This all means that 08Romeo will be out on the ramp for two months, yuck, in the salt air environment.
The good news, we'll have a beautiful taxiway with excellent drainage and new striping.
Networking
I started to make calls, sent text messages and emails to my flying friends looking for a temporary home for 08Romeo. I have a few irons in the fire.
At the other end of the networking spectrum is an opportunity to work close to home. I wanted to take all of 2017 off but the chance to work at the local airport has my gears turning. The info; two month project, eight miles from home, and work that's right in my wheel house. Yes, today I updated my resume and made a few calls for references. I'll make a call to a man that offered me a job at this very company back in 2013, maybe he'll find a place for me doing airport work. More on this story to follow in the coming months.
In this months Aviation Safety magazine there was an excellent article on flying the missed on an approach. Instrument rated pilots practice this to not only keep current but proficient.
Missing the Miss
Accidents occurring during missed approaches reveal instrument pilots still need to work on preventing spatial disorientation and loss of control.
Lets address each issue that is discussed in the article.
Spatial Disorientation
Defines our natural ability to maintain our body orientation and/or posture in relation to the surrounding environment (physical space) at rest and during motion.
Statistics show that between 5 and 10% of all general aviation accidents can be attributed to spatial disorientation, 90% of which are fatal.
When things don't feel right trust your instruments. Check and cross-check, read and react. I have used my instrument rating more now than ever before. Flying out of a coastal airport presents its own set of issues. When I first moved to the beach I could not believe school was delayed for fog, until I drove in it. The Ocean City airport typically sees 400' overcast or worse when the fog conditions present themselves. I still maintain my personal minimums and I'm not leaving the ground in 400' overcast. Trust me, it's been hard enough getting in on the LPV with minimums of 261' crossing from ocean, over island, then the bay to the runway. For the instrument pilots out there we know to practice all phases of the approach. I personally have gone missed a few times. My opinion is if you immediately get vectors to final in order to try again it can be stressful. I like to slow things down and get to the hold. Once in the hold relax, re-evaluate and then make another go at an approach. After a second approach if I have to go missed I will fly to an airport that provides a better shot at getting in with higher minimums or is at least minimum VFR. Always have a backup plan!
Loss of Control/CFIT
I feel that loss of control is directly tied to spatial disorientation but lets look at it from another angle. Imagine yourself needing to shoot an approach to get home after a full day of flying. You know this approach is going to take you close to minimums but you tell yourself you are current and proficient and ready to fly to that initial fix. Thoughts of getting the plane tucked away and just getting home enter your thoughts, you squeeze them out and tell yourself just fly the plane. You're now inbound on final, dealing with winds and a bumpy ride. You are calling out altitudes and on course, just like you practice. A glimpse of ground just in front of your wing, back on instruments you go. As you just barely breakout you come off instruments and focus solely on the runway environment. In a flash the airport view is gone and you are back in the soup. Now you have to get back on instruments and maybe go missed. This is the point I think pilots face the greatest risk for loss of control. Your flying at a lower airspeed and low altitude, you just had a view of the airport, you breath that sigh of relief when all of a sudden your back in it and faced with the possibility of going missed. You suddenly scramble to find what your position is relative to the approach as your needles dance away.
Fixes
How do we fix this problem? Keep current and remain proficient when needing to fly IFR.
Fight the urge to transition away from the instruments, if and when you break out. Be prepared to go missed. When you do, follow the proper procedures, climbing out is not the time to look at what needs to be done.
Remember..."Currency goes in your logbook, PROFICIENCY keeps you alive." - Old CFI
