Engine Failure During Cruise in a Bonanza
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During most of my training for private pilot and commercial certificates, the majority of my engine-out training consisted of simulated engine failures in the traffic pattern or below 3000’ AGL. Although an engine failure on takeoff is the most critical, we spend most of our time in cruise and train less for this emergency.
In the FAA publication: Airplane Flying Handbook, they describe and illustrate a recommended procedure for descending from altitude to a forced landing. It consists of a spiral to a key position (usually base leg) and landing. It is my experience that it can be very difficult to judge altitude, airspeed and distance while practicing this maneuver. We have a more complete procedure that I find works better for the average pilot.
When an engine fails in cruise, there are three things to do initially and immediately:
1. Trim for best glide airspeed (usually 100-110 KIAS in Bonanzas)
2. Switch fuel tanks. If your tank ran dry or is contaminated, we can bring the engine back to life.
3. Pick your spot of intended landing
After those items are taken care of, we can try to re-start the engine.
a. Check your mixture, enrichen as necessary
b. Try using your boost pump. If your engine-driven fuel pump has died, high boost will restore fuel flow and get your engine running again. If the engine comes back to life, it will probably run rich and you will need to lean in order to keep the engine running smoothly.
c. Switch magnetos to left and right to see if that can re-start your engine.
If all fails, now take your prop control and pull it all the way aft for the most coarse pitch condition. This gives an astonishing amount of reduced drag and can extend your glide substantially. The important aspect during this situation is to continue flying towards your intended landing spot and maintaining best glide airspeed. Most fatal accidents are a result of allowing the airspeed to deteriorate and the resulting stall/spin. If you keep flying the airplane, it can be survivable even if you fly your Bonanza into a building or terrain. It is never survivable when you stall/spin the plane into the ground.
As you continue towards your landing spot, plan on entering an upwind leg @ 2500’-3000’ AGL. While on upwind, keep the landing spot/runway slightly on your left side so that you can continually keep the spot in sight. While approximately half way down your runway, make a 90-degree crosswind turn to the left. Once your wings are level continue turning another 90-degrees left to downwind. At this point, lower your landing gear.
Your desired touchdown spot should be one-third the way down the runway/landing area. This will help to assure that you don’t undershoot or overshoot your landing spot. When you are abeam this desired spot, you want to be 1500’ AGL. If you find yourself higher or lower, you can immediately adjust your base leg by turning earlier or later. I suggest no flaps until the landing is assured. Once on final, use flaps as necessary (full flaps are preferred if you have enough altitude). Come over the fence at recommended airspeed (usually 85 KIAS) and touchdown smoothly. Following this procedure remarkably simplifies the emergency landing. These procedures more closely follow a “normal” traffic pattern and help us to determine our altitude and distance from the runway/landing spot. Our usual cruise altitudes in Bonanzas are between 5000’ and 9000’ AGL. This gives us enough time to pick a suitable landing spot and maneuver to enter upwind between 2500’ and 3000’ AGL. I suggest practicing this with your CFI and once you are comfortable and have it all committed to memory, you can practice it on your own.
Paul Gretschel BPPP
ATP MCFI CFII ME
10. 2009
Wednesday, November 25, 2009
Tuesday, November 24, 2009
Flying the Turbo-normalized Bonanza
Flying the Turbo-normalized Bonanza
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If you have ever considered flying the Tornado Alley Turbo conversion on your Bonanza, I promise you an exciting ride. The Turbo-normalized version of your Bonanza is quite a different bird than it’s normally aspirated cousin. The Tornado Alley version is typically paired with Osborne tip tanks. The tips are necessary because the TN version drinks quite a bit of fuel. Normal fuel capacity in a BE-36 is 74 gallons useable. Osborne tips add an extra 20 gallons per side for a total of 114 gallons.
The Beechcraft machine that I am referring to is an A-36 Bonanza with the turbonormalizer conversion. This is not to be mistaken for a B-36 TC, which is a factory Bonanza with a turbo charger. The 36 TC has a longer wing and a different engine. The Tornado Alley is an STC mod that starts life as a plain vanilla A-36 Bonanza. The turbo-normalized version today is usually paired with the tip tanks, TKS anti-ice system and built-in oxygen. Basic empty weight will increase from approximately 2600 lbs to 2800 lbs. and the C.G. will move about 1 – 2 inches forward. The good news is that the STC allows an increase in gross weight from 3600 lbs to 4000 lbs. The only caveat is that above 3650 lbs, your Bonanza is no longer a utility category, it is now normal category. While operating in normal category, there are a few airspeed changes like reduced Va and approach flap speeds.
There is a phenomenon that we call the low altitude problem (LAP). Takeoff ground roll and climb are seriously degraded, up to 30%. I have noticed that the initial climb rate is somewhat anemic (300-500 fpm) up to 5000 feet density altitude. From that point on, it will climb nicely between 800 and 1000 fpm with 29.6 inches manifold pressure and 2500 rpm all the way to at least 15,000 ft. Fuel burn stays fairly constant through the climb @ 30-35 gph at an airpseed of 120 KIAS. Because of the increased ground roll, we suggest runway lengths of 3500 feet and more for safety. True airpseed @ 50 degrees F lean of peak at that altitude is about 170 knots. At that setting, fuel burn settles in about 15-16 gph.
This is a cross-country airplane. The increased fuel burn and decreased climb rate won’t pay for itself on an 80 -100 nm trip. You need to fly at least two or three hours to see the benefit. Of course, getting higher quicker is payment in itself. With the advantage of increased altitude and oxygen, you can fly above weather and take advantage of increased tailwinds and more comfortable flying.
The TKS de-icing/anti-icing system is available in it’s standard format or it’s known icing version. The only substantial difference between the two is an extra fluid pump (for the glycol solution) and a windshield strip to remove/prevent ice on the windshield. The TKS system, or weeping wing as it is sometimes called, works very well. It can be turned on prior to entering any icing condition (anti-ice mode) or turned on after ice has formed (de-ice mode). Typically, you will have enough fluid for one and one-half hours de-ice or 3 hours anti-ice. Prudence dictates that you should be out of the icing way before you need to shed ice for 3 hours!
Let’s break this down for simplicity sake:
• you put in a turbo-normalizer, tip tanks, TKS weeping wing, and built in oxygen
• your ground roll and low altitude performance decrease
• your initial climb decreases
• your empty weight increases by about 200 lbs
• your gross weight increases by 400 lbs
• now you benefit by an extra 200 lbs useful load
• you burn a lot more fuel in climb
• you can fly higher
• you can get to higher altitudes faster
• better true airspeeds
• you have great ice protection
• increased true airspeed as a result of higher manifold pressures at altitude
All is is available for approximately $100,000.00. For pilots that want/need to get above the weather, fly longer x-c trips, or fly higher in general, this system is wonderful. For the pilot looking to bore holes in the sky, you can probably pass on this option. I was told recently that TKS and Tornado Alley try to work together for you and get your Bonanza back to you in about six weeks turnaround time.
Paul Gretschel, BPPP
Coram, NY
MCFI CFII ME ATP
10.25.2009
If you have ever considered flying the Tornado Alley Turbo conversion on your Bonanza, I promise you an exciting ride. The Turbo-normalized version of your Bonanza is quite a different bird than it’s normally aspirated cousin. The Tornado Alley version is typically paired with Osborne tip tanks. The tips are necessary because the TN version drinks quite a bit of fuel. Normal fuel capacity in a BE-36 is 74 gallons useable. Osborne tips add an extra 20 gallons per side for a total of 114 gallons.
The Beechcraft machine that I am referring to is an A-36 Bonanza with the turbonormalizer conversion. This is not to be mistaken for a B-36 TC, which is a factory Bonanza with a turbo charger. The 36 TC has a longer wing and a different engine. The Tornado Alley is an STC mod that starts life as a plain vanilla A-36 Bonanza. The turbo-normalized version today is usually paired with the tip tanks, TKS anti-ice system and built-in oxygen. Basic empty weight will increase from approximately 2600 lbs to 2800 lbs. and the C.G. will move about 1 – 2 inches forward. The good news is that the STC allows an increase in gross weight from 3600 lbs to 4000 lbs. The only caveat is that above 3650 lbs, your Bonanza is no longer a utility category, it is now normal category. While operating in normal category, there are a few airspeed changes like reduced Va and approach flap speeds.
There is a phenomenon that we call the low altitude problem (LAP). Takeoff ground roll and climb are seriously degraded, up to 30%. I have noticed that the initial climb rate is somewhat anemic (300-500 fpm) up to 5000 feet density altitude. From that point on, it will climb nicely between 800 and 1000 fpm with 29.6 inches manifold pressure and 2500 rpm all the way to at least 15,000 ft. Fuel burn stays fairly constant through the climb @ 30-35 gph at an airpseed of 120 KIAS. Because of the increased ground roll, we suggest runway lengths of 3500 feet and more for safety. True airpseed @ 50 degrees F lean of peak at that altitude is about 170 knots. At that setting, fuel burn settles in about 15-16 gph.
This is a cross-country airplane. The increased fuel burn and decreased climb rate won’t pay for itself on an 80 -100 nm trip. You need to fly at least two or three hours to see the benefit. Of course, getting higher quicker is payment in itself. With the advantage of increased altitude and oxygen, you can fly above weather and take advantage of increased tailwinds and more comfortable flying.
The TKS de-icing/anti-icing system is available in it’s standard format or it’s known icing version. The only substantial difference between the two is an extra fluid pump (for the glycol solution) and a windshield strip to remove/prevent ice on the windshield. The TKS system, or weeping wing as it is sometimes called, works very well. It can be turned on prior to entering any icing condition (anti-ice mode) or turned on after ice has formed (de-ice mode). Typically, you will have enough fluid for one and one-half hours de-ice or 3 hours anti-ice. Prudence dictates that you should be out of the icing way before you need to shed ice for 3 hours!
Let’s break this down for simplicity sake:
• you put in a turbo-normalizer, tip tanks, TKS weeping wing, and built in oxygen
• your ground roll and low altitude performance decrease
• your initial climb decreases
• your empty weight increases by about 200 lbs
• your gross weight increases by 400 lbs
• now you benefit by an extra 200 lbs useful load
• you burn a lot more fuel in climb
• you can fly higher
• you can get to higher altitudes faster
• better true airspeeds
• you have great ice protection
• increased true airspeed as a result of higher manifold pressures at altitude
All is is available for approximately $100,000.00. For pilots that want/need to get above the weather, fly longer x-c trips, or fly higher in general, this system is wonderful. For the pilot looking to bore holes in the sky, you can probably pass on this option. I was told recently that TKS and Tornado Alley try to work together for you and get your Bonanza back to you in about six weeks turnaround time.
Paul Gretschel, BPPP
Coram, NY
MCFI CFII ME ATP
10.25.2009
Monday, May 18, 2009
Return To Flying After Hiatus
RETURN TO FLYING
AFTER HIATUS
BY PAUL GRETSCHEL, CORAM, NEW YORK
Click here to go back to PACK Aviation http://www.PACKAviation.com
Ihave the opportunity as a CFI to reacquaint many pilots who decide to return to flying after a lengthy layoff. There are many factors that cause a pilot to stop flying, such as health issues, divorce (from spouses and aircraft partners) and financial downturns. While flying demands clear thinking, the emotional tie to aviation is real. A return to flying can be similar to the process of mending a broken heart.
I have assisted many pilots in getting current after breaks ranging from three months to eight years. When a pilot finally overcomes the obstacle that nixed his or her flying days, that individual usually comes roaring back with an enthusiasm that is palpable. An interruption in your flying for a few months doesn’t usually require a long training syllabus to get current. However, when your layoff is years, it can be a lengthier road back to being a safe and proficient pilot. If you have been out of aviation only from a few months to two years, there is a possibility your flight review (biennial) is still current.
If that is the case, you and your instructor should decide on your training goals beforehand. Once a fight review has expired, however, it is the job of the flight instructor to decide when you’re ready to go solo. I recently flew with a pilot who had been away from flying for two years due to a medical condition. At our first meeting, he wanted to know how long it would take to complete both a flight review and an instrument proficiency check (IPC). I told him truthfully, "I have no idea." Probably not what he wanted to hear, but aviation is no place for fables.
In this case, the pilot needed to tune up his stick-andrudder skills, sharpen communication technique and relearn airspace rules. Given he was in his late 70s and progress was at a slower rate. We concentrated first on visual flying skills. When he is ready to become IFR current and work on his Instrument Proficiency Check, we will work on another syllabus. For most pilots, this process is exciting and fun. It is frustrating for those who have unrealistic expectations. For those pilots who have left aviation for any reason, it would behoove them to continue reading aviation magazines and keep flying with friends to stay in the loop as much as possible.
I suggest Bonanza/Baron owners attend a BPPP clinic ground school. BPPP allows anyone to attend the ground-only portion of our clinics at about half the cost. This course discusses Beechcraft issues and current IFR/airspace and regulatory items. Beyond that, be realistic. Consider your time away from flying and your current age and health. Most importantly, have
a thorough discussion with your flight instructor and ask him/her to explain what your best-and-worst case scenarios might be. Go over your entire syllabus and know what the instructor will expect for you to complete your flight review. Remember that safety comes first! Flying is truly a gift, but we all must work hard to retain our proficiency.
Paul Gretschel flies a Baron out of Islip, New York. He is a BPPP instructor who has been recognized as a Master CFI by the National Association of Flight Instructors and holds ATP and
CFI certificates with multiengine and CFII ratings. Established in 1983, the Beechcraft Pilot Proficiency Program (BPPP) promotes aviation safety and is the most effective model-specific flight training available (www.bppp.org). Initial and recurrent programs are available for Bonanzas, Barons, Travel Airs and Dukes. There is also a Companion Clinic for right-seaters. BPPP has been approved as a recurrent training program by virtually every insurance company in the nation. See BPPP Clinic schedule on pg. 10887.
If you have been out of aviation only from a few months to two years, there is a possibility your
flight review (biennial) is still current. Once a fight review has expired, however, it is the job of
the flight instructor to decide when you’re ready to go solo.
AFTER HIATUS
BY PAUL GRETSCHEL, CORAM, NEW YORK
Click here to go back to PACK Aviation http://www.PACKAviation.com
Ihave the opportunity as a CFI to reacquaint many pilots who decide to return to flying after a lengthy layoff. There are many factors that cause a pilot to stop flying, such as health issues, divorce (from spouses and aircraft partners) and financial downturns. While flying demands clear thinking, the emotional tie to aviation is real. A return to flying can be similar to the process of mending a broken heart.
I have assisted many pilots in getting current after breaks ranging from three months to eight years. When a pilot finally overcomes the obstacle that nixed his or her flying days, that individual usually comes roaring back with an enthusiasm that is palpable. An interruption in your flying for a few months doesn’t usually require a long training syllabus to get current. However, when your layoff is years, it can be a lengthier road back to being a safe and proficient pilot. If you have been out of aviation only from a few months to two years, there is a possibility your flight review (biennial) is still current.
If that is the case, you and your instructor should decide on your training goals beforehand. Once a fight review has expired, however, it is the job of the flight instructor to decide when you’re ready to go solo. I recently flew with a pilot who had been away from flying for two years due to a medical condition. At our first meeting, he wanted to know how long it would take to complete both a flight review and an instrument proficiency check (IPC). I told him truthfully, "I have no idea." Probably not what he wanted to hear, but aviation is no place for fables.
In this case, the pilot needed to tune up his stick-andrudder skills, sharpen communication technique and relearn airspace rules. Given he was in his late 70s and progress was at a slower rate. We concentrated first on visual flying skills. When he is ready to become IFR current and work on his Instrument Proficiency Check, we will work on another syllabus. For most pilots, this process is exciting and fun. It is frustrating for those who have unrealistic expectations. For those pilots who have left aviation for any reason, it would behoove them to continue reading aviation magazines and keep flying with friends to stay in the loop as much as possible.
I suggest Bonanza/Baron owners attend a BPPP clinic ground school. BPPP allows anyone to attend the ground-only portion of our clinics at about half the cost. This course discusses Beechcraft issues and current IFR/airspace and regulatory items. Beyond that, be realistic. Consider your time away from flying and your current age and health. Most importantly, have
a thorough discussion with your flight instructor and ask him/her to explain what your best-and-worst case scenarios might be. Go over your entire syllabus and know what the instructor will expect for you to complete your flight review. Remember that safety comes first! Flying is truly a gift, but we all must work hard to retain our proficiency.
Paul Gretschel flies a Baron out of Islip, New York. He is a BPPP instructor who has been recognized as a Master CFI by the National Association of Flight Instructors and holds ATP and
CFI certificates with multiengine and CFII ratings. Established in 1983, the Beechcraft Pilot Proficiency Program (BPPP) promotes aviation safety and is the most effective model-specific flight training available (www.bppp.org). Initial and recurrent programs are available for Bonanzas, Barons, Travel Airs and Dukes. There is also a Companion Clinic for right-seaters. BPPP has been approved as a recurrent training program by virtually every insurance company in the nation. See BPPP Clinic schedule on pg. 10887.
If you have been out of aviation only from a few months to two years, there is a possibility your
flight review (biennial) is still current. Once a fight review has expired, however, it is the job of
the flight instructor to decide when you’re ready to go solo.
Sunday, May 17, 2009
Should I move up to a Baron?
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Should I move up to a Baron?
Frequently BPPP pilots ask the instructors for their opinion on whether they should consider buying/flying a twin. I have a number of stock questions that I ask out of the gate. If the pilot can get through the initial questions, we move on to more detailed questions/responses.
• Will money be an issue? Twins are more expensive to operate than singles. They can be as much as 150% increase over a single; e.g., if you’re spending $ 10,000 per year operating your Bonanza, you can might spend $ 25,000 per year on a Baron.
• Does your flying justify a twin-engine airplane? Are you flying a lot of IFR, over mountains, or night flying? Any one, or combination of the above, could easily justify a twin-engine airplane for your mission.
• Will you fly and train enough to stay proficient in a multi-engine airplane?
• Are you insurable in a multi-engine airplane?
I will say at the outset that as of this writing, the twin market is soft. Due to fuel prices and insecurity in the financial health of the U.S., many Baron owners have put their planes up for sale. The good news is that there are excellent buys out there. To give you an idea, you can purchase a 1970’s vintage 3000 hour TT B-55 with 1000 hour engines and at least one Garmin 530 or 430 for under $150K. I’m talking about a turnkey operation. Perhaps the paint and interior might be a 6 or 7, but a functional, IFR Baron. I’ve recently seen a very sound 1974 BE-55 with an asking price about $120K. This is not an isolated case. Many Baron owners are looking to return to Bonanzas. Some feel that the cost savings justify it; others no long have flight missions that require two engines.
If you decide that the operating costs are not a factor, and your mission calls for a twin, let’s look at your training schedule. It is more difficult to stay competent in a twin because after you complete all the VFR and IFR currency, you need to stay proficient in single engine operations. Engine failures are what usually cause accidents in multi-engine airplanes. An engine failure on takeoff can be handled by a pilot who trains for such an emergency. If you fly a twin, you cannot afford the luxury of getting a flight review once every two years and think that you’re capable. My professional recommendation is a minimum of one BPPP clinic per year and one or two sessions with your local CFI after 6 months.
You will hear many opinions on how much flying you need to stay skillful in a Baron. My recommendation is a minimum of 75-100 hours per year. That’s one and one-half to two hours flying per week. I emphasize that number is a minimum; your personal situation could easily require more time.
As most ABS members already know, the insurance companies frequently call the shots. No matter what the FAA says, the insurance companies have their own requirements. As a CFI I have seen pilots required to first take manufacturers approved initial training (FSI, BPPP, Simcom, etc), then 25 hours dual, and 25 hours solo prior to being insured to carry passengers. Other times I have been asked just to give the pilot a checkout with no minimum time specified. Of course, if you have Baron and/or multi-time in your logbook, it becomes easier to get insurance.
You should always call your insurance agent prior to purchasing an airplane. Sometimes these requirements can be negotiable. One pilot that I fly with was told that he was virtually uninsurable with little multi-engine time. He was purchasing a BE-58 Baron and his insurance agent was very negative. I was able to help this individual get about 20 hours of Baron time in the 60 days prior to his purchase. Miraculously, he was now insurable.
I am a proponent of multi-engine airplanes and strongly recommend Barons to many of my pilots. However, twin engines are not for everyone. A fair amount of soul-searching is in order prior to making the leap. The first time you make an IFR flight at night over water or mountains, you will be very thankful to have an extra engine hanging out on the wing.
paul gretschel
09.28.08
Wednesday, May 6, 2009
PAUL GRETSCHEL's Master Instructor Renewal (ISP - NY)
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FOR IMMEDIATE RELEASEPaul GRETSCHEL,
Master CFI (Renew: 14Apr08) Coram NYE-mail: Paul@PACKAviation.com Paul Gretschel, a 3-time Master, recently renewed his Master CFI accreditation. Paul is the president and owner of PACK Aviation (http://www.blogger.com/www.PACKAviation.com) at Islip's MacArthur Airport (ISP).
He also serves with the USCG Auxiliary, the Beechcraft Pilot Proficiency Program (BPPP) and is a FAASTeam representative in the FAA's Farmingdale FSDO area. Master Instructors LLC and its Board of Review take pride in announcing a significant aviation accomplishment on the part of Paul Gretschel, owner of PACK Aviation and a resident of Coram, New York. Recently, Paul's accreditation as a Master CFI (Certificated Flight Instructor) was renewed by Master Instructors LLC, the national Master Instructor accrediting authority. He has held this nation professional accreditation continuously since 2005. To help put these achievements in their proper perspective, there are approximately 92,000 CFIs in the United States. Fewer than 700 of them have achieved that distinction thus far. The last 14 national Flight Instructors of the Year were Master CFIs while Paul is one of only 14 New York aviation educators who have earned this prestigious "Master" title. In the words of former FAA Administrator Marion Blakey, "The Master Instructor accreditation singles out the best that the right seat has to offer." The Master Instructor designation is a national accreditation recognized by the FAA that is earned by candidates through a rigorous process of continuing professional activity and peer review. Much like a flight instructor's certificate, it must be renewed biennially. This process parallels the continuing education regimen used by other professionals to enhance their knowledge base while increasing their professionalism. Simply put, the Master Instructor designation is a means by which to identify those outstanding aviation educators, those "Teachers of Flight," who have demonstrated an ongoing commitment to excellence, professional growth, and service to the aviation community. Earning this designation is tantamount to having the words summa cum laude emblazoned on an instructor's certificate. These Masters truly represent the crème de la crème of the aviation education industry! In the near future, the website of SAFE, the Society of Aviation and Flight Educators (http://www.blogger.com/www.SafePilots.org) will publicly recognize these individuals and their noteworthy accomplishments.
FOR IMMEDIATE RELEASEPaul GRETSCHEL,
Master CFI (Renew: 14Apr08) Coram NYE-mail: Paul@PACKAviation.com Paul Gretschel, a 3-time Master, recently renewed his Master CFI accreditation. Paul is the president and owner of PACK Aviation (http://www.blogger.com/www.PACKAviation.com) at Islip's MacArthur Airport (ISP).
He also serves with the USCG Auxiliary, the Beechcraft Pilot Proficiency Program (BPPP) and is a FAASTeam representative in the FAA's Farmingdale FSDO area. Master Instructors LLC and its Board of Review take pride in announcing a significant aviation accomplishment on the part of Paul Gretschel, owner of PACK Aviation and a resident of Coram, New York. Recently, Paul's accreditation as a Master CFI (Certificated Flight Instructor) was renewed by Master Instructors LLC, the national Master Instructor accrediting authority. He has held this nation professional accreditation continuously since 2005. To help put these achievements in their proper perspective, there are approximately 92,000 CFIs in the United States. Fewer than 700 of them have achieved that distinction thus far. The last 14 national Flight Instructors of the Year were Master CFIs while Paul is one of only 14 New York aviation educators who have earned this prestigious "Master" title. In the words of former FAA Administrator Marion Blakey, "The Master Instructor accreditation singles out the best that the right seat has to offer." The Master Instructor designation is a national accreditation recognized by the FAA that is earned by candidates through a rigorous process of continuing professional activity and peer review. Much like a flight instructor's certificate, it must be renewed biennially. This process parallels the continuing education regimen used by other professionals to enhance their knowledge base while increasing their professionalism. Simply put, the Master Instructor designation is a means by which to identify those outstanding aviation educators, those "Teachers of Flight," who have demonstrated an ongoing commitment to excellence, professional growth, and service to the aviation community. Earning this designation is tantamount to having the words summa cum laude emblazoned on an instructor's certificate. These Masters truly represent the crème de la crème of the aviation education industry! In the near future, the website of SAFE, the Society of Aviation and Flight Educators (http://www.blogger.com/www.SafePilots.org) will publicly recognize these individuals and their noteworthy accomplishments.
Thursday, April 2, 2009
Flying a Stabilized Approach
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Flying a Stabilized Approach
While flying at LAL BPPP clinic, a pilot that I have flown with in years prior related to me an experience that he had while flying into Gainesville Fl (KGNV) for a University of Florida football game. The weather was IFR and the pilot and airplane (BE-35) were up for the mission. Here are his comments:
“I had a personal experience while flying that exemplified the value and importance of following the procedures and protocol that we have been taught time and time again. The ability to share these experiences, best practices and pit falls is of great value to all pilots, no mater what level of experience.
Lesson Learned: A stable approach and following the procedure will result in an “uneventful” approach.
A nice Fall Saturday in the Southeastern US, a great day for two of the Southeastern Conference powerhouses to show off their talents in the presence of 90,000 crazed fans. Cool temperatures, calm winds, 800’ overcast sky and lots of excitement in the air. As 90,000 were making their way to the stadium, a fortunate number of them were coming by air, including me. As I was handed off to the approach controller, I had already loaded the ILS approach procedure and had the approach plates reviewed and ready. The approach controller was working with 5 different aircraft in the vicinity of the airport, trying to figure out how to get them all smoothly to the initial approach fix and down the glide slope. It just so happened that I was selected to be moved to the head of the line and first for the approach. Although I’m not sure why, but for whatever reason, I had not been cleared to the initial approach altitude and was about 1500’ above it. However, based on my experience, I had plenty of room to burn off 1500’ of altitude before I hit the FAF. At the same time, the controller asked me to maintain my maximum forward speed to the FAF, due to the jet traffic following me in. Not a problem I thought to myself, even though this airplane burns 100LL, going downhill she acts like she’s drinking Jet A. As I intercepted the localizer, I realized that I was still above the glide slope, but thought that I would quickly be able to catch it I continued to the FAF. When I crossed the FAF, I was still above the GS and had to slow down to gear speed. Instead of going missed at that point, I continued on, thinking that I would be able to catch the glide slope or break out. When I reached the missed approach point, I was still above the GS and in IMC and executed a missed approach. After I executed the missed approach, I was placed in line for a second approach and landed uneventfully.
What did I learn (re-learn)?
• No matter what the conditions or circumstances, don’t accept a clearance that will not enable you to fly a normal and stabilized approach – you are PIC.
• Procedures are developed to minimize unexpected outcomes – follow the procedures
• Fly by the numbers – the only pilots that don’t believe in them are those that have never used them
• You can’t catch a falling glide slope
• A stable approach configuration + flying the procedure = a predictable and stable approach = a safe and uneventful approach and landing”
The majority of pilots that I have flown with over the years have never had to fly an actual missed approach. They have only “gone missed” during training. This was an example of why someone might have to “go missed” even though the weather was above minimums. I teach my pilots never attempt to capture the glide slope from above. It is too difficult to descend, capture glide slope, and then maintain the correct approach airspeed to the decision altitude.
Fortunately, this pilot realized his dilemma and executed the missed approach procedure, took his time, and returned for a stabilized approach and landing. Some pilots might have pushed the envelope and descended rapidly to break out of the clouds. When the pilot relayed this story to me it was already three months passed. He was still unnerved by the experience and professing never to allow that situation to continue in the future.
Paul Gretschel
02.12.2009
Flying a Stabilized Approach
While flying at LAL BPPP clinic, a pilot that I have flown with in years prior related to me an experience that he had while flying into Gainesville Fl (KGNV) for a University of Florida football game. The weather was IFR and the pilot and airplane (BE-35) were up for the mission. Here are his comments:
“I had a personal experience while flying that exemplified the value and importance of following the procedures and protocol that we have been taught time and time again. The ability to share these experiences, best practices and pit falls is of great value to all pilots, no mater what level of experience.
Lesson Learned: A stable approach and following the procedure will result in an “uneventful” approach.
A nice Fall Saturday in the Southeastern US, a great day for two of the Southeastern Conference powerhouses to show off their talents in the presence of 90,000 crazed fans. Cool temperatures, calm winds, 800’ overcast sky and lots of excitement in the air. As 90,000 were making their way to the stadium, a fortunate number of them were coming by air, including me. As I was handed off to the approach controller, I had already loaded the ILS approach procedure and had the approach plates reviewed and ready. The approach controller was working with 5 different aircraft in the vicinity of the airport, trying to figure out how to get them all smoothly to the initial approach fix and down the glide slope. It just so happened that I was selected to be moved to the head of the line and first for the approach. Although I’m not sure why, but for whatever reason, I had not been cleared to the initial approach altitude and was about 1500’ above it. However, based on my experience, I had plenty of room to burn off 1500’ of altitude before I hit the FAF. At the same time, the controller asked me to maintain my maximum forward speed to the FAF, due to the jet traffic following me in. Not a problem I thought to myself, even though this airplane burns 100LL, going downhill she acts like she’s drinking Jet A. As I intercepted the localizer, I realized that I was still above the glide slope, but thought that I would quickly be able to catch it I continued to the FAF. When I crossed the FAF, I was still above the GS and had to slow down to gear speed. Instead of going missed at that point, I continued on, thinking that I would be able to catch the glide slope or break out. When I reached the missed approach point, I was still above the GS and in IMC and executed a missed approach. After I executed the missed approach, I was placed in line for a second approach and landed uneventfully.
What did I learn (re-learn)?
• No matter what the conditions or circumstances, don’t accept a clearance that will not enable you to fly a normal and stabilized approach – you are PIC.
• Procedures are developed to minimize unexpected outcomes – follow the procedures
• Fly by the numbers – the only pilots that don’t believe in them are those that have never used them
• You can’t catch a falling glide slope
• A stable approach configuration + flying the procedure = a predictable and stable approach = a safe and uneventful approach and landing”
The majority of pilots that I have flown with over the years have never had to fly an actual missed approach. They have only “gone missed” during training. This was an example of why someone might have to “go missed” even though the weather was above minimums. I teach my pilots never attempt to capture the glide slope from above. It is too difficult to descend, capture glide slope, and then maintain the correct approach airspeed to the decision altitude.
Fortunately, this pilot realized his dilemma and executed the missed approach procedure, took his time, and returned for a stabilized approach and landing. Some pilots might have pushed the envelope and descended rapidly to break out of the clouds. When the pilot relayed this story to me it was already three months passed. He was still unnerved by the experience and professing never to allow that situation to continue in the future.
Paul Gretschel
02.12.2009
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