Bill Watson
En-Route
After watching 3 or 4 perfect IMC training days pass by, I decide to go do a proficiency flight before the weather improves. Significant rain cells forecast south and east but my target area is 300' to 500' ceilings with clear skies above 2500 and light winds. Conditions improving as the day passes. The expected challenges include a low ceiling departure and short, busy legs. But otherwise these are well known airports over utterly familiar territory flying well know procedures.
First destination is reporting 500' ceilings for the 200' DA ILS or RNAV approach. I choose the ILS for button pushing practice. Upon localizer intercept I note the absence of a GS. I announce my arrival on CTAF, "RV10 ILS runway 2 er, Localizer runway 2". AP manager replies, are you aware of the NOTAM, the ILS is OTS. "Affirm that, thanks". Hmm, what exactly is the Loc MDA? I hit the FAF on altitude and absent both needles I put the flight path marker on the threshold. I'm sure I saw the runway at MDA but it was close. On the flare I notice traffic cones blocking a good part of the runway. Not only was the ILS OTS but my runway was open but under construction. All other runways were closed. I had the NOTAMs with me but hadn't read them all. A more thorough review clearly required.
The plan for the next destination is a miss to the published hold. Despite a reported ceiling of 300+', nothing is visible at 200'. It's nice having the miss in the chamber when you absolutely, positively have to use it. But did I get the published miss? No, instead I get vectors.
Okay, I already know the glitch for this next destination. Given the wind, the proper approach to choose is the RNAV 6. However, I already know that while published by the FAA, Jeppesen doesn't include the RNAV 6 in the G430 DB because "it doesn't work". Apparently more than a few published approaches are not included in Jeppesen distributions because of 'problems'. So I request the RNAV 24 which requires an extra 20 miles of flying. No sweat except for the unforecast storm racing me to the airport. I could have been on the ground before the storm even got close if I flew the RNAV 6 but the RNAV 24 took me towards the storm before turning back to the airport. Crikey. At 200', there it is and a non-eventful downwind landing is completed.
I spend the next hour or two shooting the bull with the airport manager, playing with his dogs and refilling the hummingbird feeders. Soon the storm passes and I scud run back home without incident.
An excellent lesson in checking NOTAMs and remembering that weather can be much worse than forecast. Thank You oh great flying gods.
First destination is reporting 500' ceilings for the 200' DA ILS or RNAV approach. I choose the ILS for button pushing practice. Upon localizer intercept I note the absence of a GS. I announce my arrival on CTAF, "RV10 ILS runway 2 er, Localizer runway 2". AP manager replies, are you aware of the NOTAM, the ILS is OTS. "Affirm that, thanks". Hmm, what exactly is the Loc MDA? I hit the FAF on altitude and absent both needles I put the flight path marker on the threshold. I'm sure I saw the runway at MDA but it was close. On the flare I notice traffic cones blocking a good part of the runway. Not only was the ILS OTS but my runway was open but under construction. All other runways were closed. I had the NOTAMs with me but hadn't read them all. A more thorough review clearly required.
The plan for the next destination is a miss to the published hold. Despite a reported ceiling of 300+', nothing is visible at 200'. It's nice having the miss in the chamber when you absolutely, positively have to use it. But did I get the published miss? No, instead I get vectors.
Okay, I already know the glitch for this next destination. Given the wind, the proper approach to choose is the RNAV 6. However, I already know that while published by the FAA, Jeppesen doesn't include the RNAV 6 in the G430 DB because "it doesn't work". Apparently more than a few published approaches are not included in Jeppesen distributions because of 'problems'. So I request the RNAV 24 which requires an extra 20 miles of flying. No sweat except for the unforecast storm racing me to the airport. I could have been on the ground before the storm even got close if I flew the RNAV 6 but the RNAV 24 took me towards the storm before turning back to the airport. Crikey. At 200', there it is and a non-eventful downwind landing is completed.
I spend the next hour or two shooting the bull with the airport manager, playing with his dogs and refilling the hummingbird feeders. Soon the storm passes and I scud run back home without incident.
An excellent lesson in checking NOTAMs and remembering that weather can be much worse than forecast. Thank You oh great flying gods.
