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9, 2001, 3pm
After we broke off from the turns, we moved on to practice descent and climb rates. Pretty much like flying the pattern really. Not a lot of power changes, just trim adjustments after setting up in cruise.Then we were all over the place as she tried explain the workings of the VOR with relation to the approach plates and procedure turns. Five T's: Turn, Time, Twist, Throttle, Talk. Turn to heading, start the timer, twist the VOR to the new radial, throttle if climbing or more likely, descending, then talk to the tower or traffic with a position report. Overwhelming to say the least. It was all I could do to fly the plane. I held altitudes and headings pretty well for not having had a hood on since primary training, but there was no way for me to be able to use the radio and say what I needed to. I just didn't have the 3-D situational picture in my head of where I was going and what I needed to say, so I just followed instructions and tried to absorb what I could.
an approach over Cartersville
and I held it pretty good, but a lot of what I did was lost on me. I
was trying to keep all of the instruments where they should be, but
my minimum altitude on the approach was busted by about 100'. Then she
vectored me back into the pattern at Cherokee
and let me lift up the hood to land normally. All three green lights
came on without a blip, so we were pretty confident the gear wouldn't
be a problem and continued in. Not a bad landing after a month out of
the cockpit if I say so myself.
bit is starting to sink in from the flying lessons and my studying at
work, although handling the radio, keeping altitude and heading is still
a bit much for me. But now I see that the way to stay ahead of the plane
is by finding the 'slow' times when the workload is less, then tune
radios and prepare what I can for the next phase of the flight. I think
today was a help since I was able to visualize where I was in relation
to the airport most of the time. That made the VORs seem more relevant
to what I was trying to accomplish.
A little less exact work on the glideslope and localizer than the VOR approach from the first lesson, but I still did OK I guess. I need to hold it steadier and concentrate on not making dramatic corrections in both dimensions. But I held it close enough during both approaches that I wasn't too far off when the foggles came up at decision height and on the second time, when we landed easily and taxiied back for the return flight. No foggles on the flight back, but we flew it by the numbers anyway of course, since we were on an IFR flight plan and everyone is pretty jumpy.
23, 2001, 3pm
After a couple of ILS approaches, we headed towards Cartersville for the VOR approach. Cartersville uses a Rome VOR radial perpendicular to the runway for it's approach and it steps down at prearranged distances from the VOR to guide you past the enormous factory chimneys and directly across the runway to enter the pattern, instead of straight-in like an ILS. If the airport isn't visible at the specified minimum altitude, it's around again for another try or head to another airport. One shot at that and we turned for 47A where I did a fairly decent landing. A little long, but smooth at least.
29, 2001, 5pm
We took off and headed to NELLO intersection east of Pickens, climbing to 5500', then turned towards Toccoa, homing in on the Foothills VOR. Since it was a while getting there, we talked about the approach and I tried to visualize it to streamline the procedure when it was time. A little shaky and we had to lose altitude quickly to make it into the pattern at the right height, but everything went OK. Then around the pattern to do a T&G on 20 and head towards Habersham. I understood the approach into Habersham, but the teardrop entry didn't make sense to me until after the flight and the post flight debrief. After the approach at Habersham, it was back to 47A where we had to do a go-around because I was high and fast (forgot to push in carb heat too), but the next try was real smooth.
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