Check Ride Scheduled

Monday was a no go on flying, I couldn't pass the IMSAFE test (FAA fitness to fly checklist which is short for Illness, Medication, Stress, Alcohol, Fatigue, and Emotion) due to the big 'F' fatigue. Mary and I spent Sunday evening into Monday morning at the Emergency Room with her father. We finally got home and took care of the zoo around 3am. I was out in no time, Mary I'm sure soon followed suit. Update Tuesday: Pop is home from the hospital, Mary is still trying to catch up on sleep and I'm back to work and flying.

Chuck and I swapped some emails and worked up a home stretch schedule. I went up today after work since we had a loaner radio for 679er. First order of business was to complete a VOR check with the loaner equipment. Second, I was going to shoot a few ILS approaches and work on speeding up my attitude recovery, my flying attitude recovery. Working with contractors and some of our lease holders tends to "give me an attitude" at times so I dial down when it comes to flying.

Ok, whats a VOR check you ask? Read on....

FAR Section 91.171 - VOR equipment check for IFR operations states the following:

(a) No person may operate a civil aircraft under IFR using the VOR system of radio navigation unless the VOR equipment of that aircraft --

(1) Is maintained, checked, and inspected under an approved procedure; or

(2) Has been operationally checked within the preceding 30 days, and was found to be within the limits of the permissible indicated bearing error set forth in paragraph (b) or (c) of this section.
(b) Except as provided in paragraph (c) of this section, each person conducting a VOR check under paragraph (a)(2) of this section shall --

(1) Use, at the airport of intended departure, an FAA-operated or approved test signal or a test signal radiated by a certificated and appropriately rated radio repair station or, outside the United States, a test signal operated or approved by an appropriate authority to check the VOR equipment (the maximum permissible indicated bearing error is plus or minus 4 degrees); or

(2) Use, at the airport of intended departure, a point on the airport surface designated as a VOR system checkpoint by the Administrator, or, outside the United States, by an appropriate authority (the maximum permissible bearing error is plus or minus 4 degrees);

(3) If neither a test signal nor a designated checkpoint on the surface is available, use an airborne checkpoint designated by the Administrator or, outside the United States, by an appropriate authority (the maximum permissible bearing error is plus or minus 6 degrees); or

(4) If no check signal or point is available, while in flight
(i) Select a VOR radial that lies along the center line of an established VOR airway;
(ii) Select a prominent ground point along the selected radial preferably more than 20 nautical miles from the VOR ground facility and maneuver the aircraft directly over the point at a reasonably low altitude; and
(iii) Note the VOR bearing indicated by the receiver when over the ground point (the maximum permissible variation between the published radial and the indicated bearing is 6 degrees). (c) If dual system VOR (units independent of each other except for the antenna) is installed in the aircraft, the person checking the equipment may check one system against the other in place of the check procedures specified in paragraph (b) of this section. Both systems shall be tuned to the same VOR ground facility and note the indicated bearings to that station. The maximum permissible variation between the two indicated bearings is 4 degrees.

(d) Each person making the VOR operational check, as specified in paragraph (b) or (c) of this section, shall enter the date, place, bearing error, and sign the aircraft log or other record. In addition, if a test signal radiated by a repair station, as specified in paragraph (b)(1) of this section, is used, an entry must be made in the aircraft log or other record by the repair station certificate holder or the certificate holder's representative certifying to the bearing transmitted by the repair station for the check and the date of transmission.

With the Garmin 300XL I have to check Nav II (the loaner) and since the VOT is out of service at Wilmington I will need to follow item (4) If no check signal or point is available, while in flight. (ii) Select a prominent ground point along the selected radial preferably more than 20 nautical miles from the VOR ground facility and maneuver the aircraft directly over the point at a reasonably low altitude; and (iii) Note the VOR bearing indicated by the receiver when over the ground point (the maximum permissible variation between the published radial and the indicated bearing is 6 degrees).

How is that done? The plan was to fly the V29 airway (181* radial) DQO, BLARE to ENO Smyrna on the GPS and upon arriving at the BLARE intersection (known point) check the NAV II by turning the CDI until centered. The loaner was -4 degrees off which falls within the 6* tolerance. Make notes so it can then be added to your VOR check log. Note the date, your name, Nav I or Nav II, the reading (-4 in my case) and the method used, location, dual, VOT.

I wanted to supply all that info for others who may not have performed the VOR check. I'm embarrassed to say I was guilty of not checking but will now add it to my IFR checklist to check the log or perform the test. You say but Gary, it's good for thirty days! Yes, but we have two other pilots that fly the club plane, while I trust these guys to fly with, I only trust me for completing the necessary requirements for instrument flight. If I'm in the soup, I want to be sure "I" checked, there's no room for but, should haves or could haves.

Cleared for takeoff from Wilmington I climb out to 2,500 feet and track the 181* radial (V29). We discussed ID'ing the intersection on the V29 airway and with that I brain farted and set up the VOR to cross check the given point. With flipping back and forth I missed the my check over the BLARE intersection. Left turn back to pick up the 181* heading on V29 and under control. Ok, the GPS has me over BLARE, I dial in the NavII CDI and it centers at 177*, a -4 degree error, I'm within tolerance per the FAR 91.17 spec.

From this checkpoint I'm given a heading and told to fly direct Modena (MXE VOR) and brief for the ILS RWY 29 approach. I keep my scan as I set up radio's and nav equipment for the approach. From Modena I'm given a heading of three zero zero to intercept the ILS. The CDI seems slow to move but I somehow manage to track to runway two niner. This one ends in a full stop so we can stretch our legs and check wx and NOTAMS for info on the ILS we just shot. I also should add that the pattern was busy at MQS, it was a nice day to be flying.

We mounted up and decided to fly the ILS RWY 1 approach into Wilmington. As we approached the class Delta airspace of Wilmington I called up to report my position and intentions, requesting a practice approach, I did forget to give them the current ATIS info I had just listened to. My course was to the Outter Marker HADIN NDB and although it seemed off track and taking forever to ID, I got there. A bit over anxious I guess as I turned outbound to the 195* heading for one minute and started my timer before passing the station. The VOR came in to confirm passing and I restarted the timer. I made my call to the tower and reported a 4 mile final since I missed the 6 mile call and requested a circle to land runway 19. Circle to land approved I maneuvered to the down wind maintaining my CTL altitude. The tower wanted to get one plane out prior to our arrival so I would extend. Chuck said I needed to keep my circle to land with in 1.3 miles so keep it close and just get slowed down. I eventually got to where I needed to be and added a second notch of flaps and soon followed with full flaps at which time my CFII commented how much nicer the nose of the plane is situated. It's the little things he teaches me in such a short time that make the difference and I know they will make me a better pilot.

A smooth landing and roll out to Red Eagle followed and when we climbed out of 679er the chilly air was a surprise. Chuck was in shorts so I know he felt the chill. I failed to mention when he walked out to the plane I shielded my eyes from those white legs and said cover those up, he laughed. You know, that sinister laugh. I tried to quietly mention how I knew I would pay for that comment, he agreed.

A good flight, 2.3 hours in the book with another lesson tomorrow evening. The wx is looking crappy so maybe some actual lesson time could be on tap. Ok, I made everyone wait long enough, The check ride is scheduled for April 8th, the day before surgery. We are going to hold open Monday the 6th and Tuesday the 7th in case we need to reschedule depending on mother nature.