FlightSimBooks.com

IFR Flights of 13MIKE

by Fred J. Calfior and Douglas W. Miller

FLIGHT

Takeoff:

"Ah! To be lined up on yet another runway! It's a fine sight for an Irish pilot to cast his eyes upon! Of course, I'm German, but there's a blood relation between the Irish and the Germans, I'm sure! Good! Take it slow onto the runway, and you 're looking for flaps at ten degrees, plenty of fuel, trim that up a little more for takeoff, oil temperature and oil pressure are in limits. Make sure you check that you have full RPM within Pilot Operating Handbook limits once you give it full power. Let's be went!"

1) Record TIME________________________________

2) Release brakes and taxi onto runway 31

3) Advance power to "FULL"

4) Maintain centerline of runway

5) At 50 knots airspeed, lift nose wheel off runway

6) At 70 knots, ease back on the yoke to establish a 10 degree pitch up attitude

7) Maintain a climb AIRSPEED of 80 knots

8) Raise Gear when there is no more runway to land on

9) At "500" feet above the ground, raise the FLAPS to "0"

10) Turn RIGHT to a heading of "040"

11) Tune COM to "118.2" (Whidbey Departure)

You:

"WHIDBEY DEPARTURE, CESSNA 9413MIKE IS WITH YOU, PASSING ONE THOUSAND TWO HUNDRED FOR NINER THOUSAND."

Whidbey Departure:

"CESSNA 9413MIKE, WHIDBEY DEPARTURE, IDENT."

You:

"CESSNA 13MIKE, IDENT."

12) Press the IDENT button (simulate)

13) Reduce power to about "2300" RPM at "1000" feet above the ground (AGL)

"That's a beautiful example of thinking that you did on takeoff. When did you think it appropriate to turn onto your zero four zero course? Sometime after you raised flaps, so that there wouldn't be a need to be in a turn with flaps hanging down. And obviously, you need to raise your flaps once you've got a good flying speed, like your eighty knots. Any problem raising flaps at three hundred feet AGL? Not if you're established and safely set up. That's the non-mechanical problem solving skill that I like to see in my students! Well done!"

Whidbey Departure:

'CESSNA 9413MIKE, WHIDBEY DEPARTURE, RADAR CONTACT. MAINTAIN CURRENT HEADING UNTIL INTERCEPTING VICTOR FOUR ON TATOOSH ZERO EIGHT ZERO RADIAL."

You:

"CESSNA 13MIKE. CURRENT HEADING TO TATOOSH ZERO EIGHT ZERO RADIAL, VICTOR FOUR."

"We've got a ways to go before we arrive at niner thousand feet, and we certainly don't want to be late for the Knicks game, so ignite the afterburners and let's horizontally swoop to a ninety knot cruise climb! Check that all your fittings on your G-Suit are properly plugged in!"

Climb out:

1) When the altimeter reads "1800" feet, establish a 90 kt climb

2) When the altimeter reads "2500" feet, turn RIGHT to a heading of "080"


3) When wings are level, press "P" to pause the simulation

**                    4) Record your:

HEADING______________________________(30 pts)

ALTITUDE______________________________(30 pts)

AIRSPEED______________________________(30 pts)

NAV 1 DME DIST________________________(25 pts)

NAV 1 CDI POSITION____________________(20 pts)

RPM___________________________________(20 pts)

GEAR__________________________________(15 pts)

FLAPS_________________________________(15 pts)

TATOOSH IDENT________________________(10 pts)

COM FREQUENCY______________________(10 pts)

XPDR__________________________________(10 pts)

5) Press "P" to continue the simulation

6) Track outbound on the TATOOSH VOR 080 radial

Whidbey Departure:

"CESSNA 13MIKE, CONTACT SEATTLE CENTER ONE TWO ZERO POINT THREE."

You:

"CESSNA 13MIKE, SWITCHING ONE TWO ZERO POINT THREE. BYE!"

7) Tune COM to "120.3" (Seattle Center)

You:

"SEATTLE CENTER, CESSNA 9413MIKE WITH YOU PASSING THREE THOUSAND THREE HUNDRED FOR NINER THOUSAND."

Seattle Center:

"CESSNA 9413MIKE, SEATTLE CENTER, RADAR CONTACT."

"Have I told you why visual approaches are favored so much whenever possible? For one thing, ATC is more excited to give it to you than you are to receive it! That's because it relieves their workload by a load plus another load! More airplanes can land in a shorter period of time when visual approaches are underway [Navy term] than when instrument approach procedures are accomplished. Meanwhile, it's a great view of the inside of clouds here, isn't it?! It's like checking the back of your eyelids!"

Level off:

**                    1) When the NAV 1 DME DIST reads "60.0", record:

      HEADING for centered NAV 1 CDI______________(35 pts)

      AIRSPEED__________________________________(30 pts)

2) Begin to level off when the altimeter reads "8900" feet

3) Maintain "9000" feet

4) Reduce power to about "2200" [2400] RPM

"To help you also on your scan, I want you to nail the CDI needle in the centered position at all times when established on your track from any VOR station. Watch its drift, put in the proper correction, and then when the needle is centered, take out half the correction. Now don't get so concentrated on the OBI that you drop the attitude indicator, or airspeed indicator, or VSI, or anything else out of the loop of your scan pattern. The key to smooth instrument flying is very minor corrections caught right at the start when they're needed. You are flying superbly -don't get disheartened by any mistakes made!"

South to Seattle:

1) When the NAV 2 CDI is "centered", turn RIGHT to a heading of "126"


**                    2) When wings are level, press "P" to pause the simulation

3) Record your:

NAV 1 DME DIST_______________________(35 pts)

NAV 2 DME DIST_______________________(35 pts)

AIRSPEED_____________________________(30 pts)

PROBLEM IN FRONT OF YOU!___________(30 pts)

NEEDED COURSE OF ACTION___________(25 pts)

COM FREQUENCY_____________________(15 pts)

NAME OF INTERSECTION JUST PASSED

______________________________________(15 pts)

4) Press "P" to continue the simulation

"By gumbo! That was more exciting than a trick some friends and I played on cows in Sicily! They were asleep on their feet on a downward sloping hill at night, and we snuck up on them quietly! [Is there any other way to sneak up on something, but quietly?] Then with awesome coordination, we all pushed our designated cows and they woke up off balance, rolling down the hill, and mooing like nobody's business! Well, that was youth amok!"

5) Track inbound on the SEATTLE VOR 306 radial

6) Set the DME to "NAV 2"

7) Tune NAV 1 to "114.2" [110.6] (PAE)

8) Set the NAV 1 OBS to "236"

"I like it! Could you identify the next intersection without using Paine VOR? Certainly! But you are thinking again, just in case Seattle VOR has a problem. Seattle's navaid signal should always be available to us because we're above the minimum enroute altitude that's shown for this segment on the low altitude enroute chart, right? So why the redundancy? Simple! The VOR station itself could fail."

**                    9) When the NAV 2 DME DIST reads "30.5", record your:

            NAV 1 CDI POSITION___________________(40 pts)

            HEADING for centered NAV 2 CDI__________(35 pts)

10) When the NAV 1 CDI is 1 dot LEFT of center, turn RIGHT to a heading of "170"


"And isn't it amazing how close the NAV 2 CDI is to being centered! Technology, you can't beat it!"

11) When wings are level, press "P" to pause the simulation

**                    12) Record your:

NAV 2 DME DIST_______________________(25 pts)

ALTITUDE_____________________________(20 pts)

AIRSPEED_____________________________(20 pts)

NAME OF INTERSECTION JUST PASSED

_______________________________________(15pts)

VSI____________________________________

13) Press "P" to continue the simulation

Seattle Center:

"CESSNA 13MIKE, SEATTLE CENTER, DESCEND AND MAINTAIN SEVEN THOUSAND."

You:

"CESSNA 13MIKE, LEAVING NINER FOR SEVEN THOUSAND."

14) Begin a descent to "7000" feet and maintain "2200" [2400] RPM

"This is prolifically a navaid switching drill when you're staying ahead of the airplane and switching from one Victor airway to another as you're doing! Olympia is important to us, and guess what's next to become important? You bet your bippy, baby! Seattle again!"

15) Tune NAV 2 to "113.4" (OLM)

16) Set the NAV 2 OBS to "170"

17) Track inbound on the OLYMPIA VOR 350 radial

"Before getting too close to SEATAC, you'll need to get ATIS information. You have thirty four miles until reaching CARRO intersection, so take advantage of the distance and time involved, and ask Seattle Center for permission to get ATIS."

You:

"SEATTLE CENTER, CESSNA 9413MIKE, REQUEST PERMISSION TO SWITCH OFF THE FREQUENCY FOR A MOMENT."

Seattle Center:

"CESSNA 13MIKE, APPROVED AS REQUESTED. REPORT BACK ON."

18) Tune COM to "118.0" (SEATAC ATIS)

"SEATTLE TACOMA INTERNATIONAL AIRPORT, INFORMATION NOVEMBER, TWO TWO FIVE FIVE ZULU WEATHER, ESTIMATED CEILING THREE THOUSAND FIVE HUNDRED OVERCAST, VISIBILITY TWO ZERO. TEMPERATURE SIX THREE, DEWPOINT FOUR EIGHT. WIND THREE ONE ZERO AT ONE ZERO, ALTIMETER TWO NINER NINER ZERO. LANDING RUNWAY THREE FOUR RIGHT, DEPARTING RUNWAY THREE FOUR LEFT. IF FIELD IN SIGHT, REQUEST A VISUAL. ADVISE ON INITIAL CONTACT YOU HAVE INFORMATION NOVEMBER."

19) Set ALTIMETER, set HI, check FUEL

20) Tune COM to "120.3" (Seattle Center)

"That just verifies what we thought! The weather is getting better down here quickly, and somewhere in some part of our final descent, we'll see the wonders of SEATAC and the Puget Sound. I used to live in Bremerton for two years. Yeah! I was on the USS Enterprise while it was in overhaul back in '79 to '81 as the Assistant Fuels Officer. The Fuels Officer was the neatest guy I ever worked for, but for the life of me, I can't remember his name."

You:

"SEATTLE CENTER, CESSNA 9413MIKE IS BACK WITH YOU."

Seattle Center:

"CESSNA 13MIKE, CONTACT SEATTLE APPROACH ONE TWO THREE POINT NINER."

You:

"CESSNA 13MIKE, SWITCHING SEATTLE APPROACH, ONE TWO THREE POINT NINER."

21) Tune COM to "123.9" (Seattle Approach)

You:

"SEATTLE APPROACH, CESSNA 9413MIKE IS WITH YOU."

Seattle Approach:

"CESSNA 13MIKE, SEATTLE APPROACH, RADAR CONTACT."

22) Tune NAV 1 to "116.8" (SEA)

23) Set the NAV 1 OBS to "048"

Off-airway tracking:

**                    1) When the NA V 2 DME DIST reads "42.5", what heading

     will hold the NAV 2 CDI centered?_____________(30 pts)

**                    2) When the NAV 2 DME DIST reads "36.0", record your:

NAV 2 CDI POSITION___________________(35 pts)

ALTITUDE_____________________________(25 pts)

GROUND SPEED________________________(25 pts)

COM FREQUENCY______________________(15 pts)

3) Press "P" to continue the simulation

4) When the NAV 2 DME DIST reads "34.0":

Seattle Approach:

"CESSNA 13MIKE, TURN LEFT HEADING ZERO EIGHT ZERO, DIRECT SEATTLE VORTAC, DESCEND AND MAINTAIN THREE THOUSAND. EXPECT VISUAL APPROACH RUNWAY THREE FOUR RIGHT. REPORT FIELD IN SIGHT."

You:

"CESSNA 13MIKE, TURN LEFT HEADING ZERO EIGHT ZERO, DIRECT SEATTLE VORTAC, DESCEND AND MAINTAIN THREE THOUSAND. EXPECT VISUAL APPROACH RUNWAY THREE FOUR RIGHT. REPORT FIELD IN SIGHT."

5) Turn LEFT to a heading of "080"

6) Center the NAV 1 CDI and fly direct to SEATTLE VOR on that inbound course

"Well, this certainly saves us some time, not having to go all the way down to CARRO intersection! I'm coming sooner than you think, New York Knicks, thanks to Seattle Center!"

Weather:

Clouds

1) Set Bottom Level - TOPS to "5000"

2) Set Bottom Level - BASE to "4000"

Setup for visual approach:

1) Descend to and maintain "3000" feet expeditiously

2) Reduce power to about "1900" [2100] RPM

"What's one of the things you expect to see when you pop out of the clouds? Water! Lots of water! Start pre-briefing yourself on the Mall Visual Approach Runway three four Right. The fingers at the end of Commencement Bay are scenically noteworthy! Just a personal note. When descending in clouds, my personal limit is about fifteen hundred feet per minute rate of descent at the most! That's where my individual loss of control bubble extends to. I'm telling you this because it is very important for you to determine what your personal limits are. Food for thought!"

Visual approach:

1) When breaking out of the clouds:

You:

"SEATTLE APPROACH, CESSNA 9413MIKE, FIELD IN SIGHT."

Seattle Approach:

"CESSNA 9413MIKE, CLEARED FOR MALL VISUAL APPROACH RUNWAY THREE FOUR RIGHT."

You:

"CESSNA 13MIKE, CLEARED MALL VISUAL APPROACH RUNWAY THREE FOUR RIGHT."

2) Fly to and along COLVOS PASSAGE

3) When at "3000" feet, maintain about "1900" [2100] RPM

"Nicely done! Colvos Passage is the first water lane you see in front of you. The airport is just a glimpse due to the visibility, but we've got lots of visual aids to steer us properly. So that we can incorporate all kinds of scan practice for you, set up your number one OBS to the inbound VOR track and use that initially to ensure you're lined up on the visual final approach. I thought I saw a shark down there! Tough passage!"

4) Set the NAV 1 OBS to "338"

**                    5) What is the name of the airport off your right wing?

____________________________________(20 pts)

6) Prior to the BRIDGE, and NORTH of COMMENCEMENT BAY, turn LEFT to follow the water passage

"Well, at least I think that's the bridge! Maybe it's Narrows Airport. Meanwhile, hold that three thousand feet. You're visual, but stay hawked on scanning the six pack of attitude indicator, airspeed, heading, VSI, turn coordinator, and power. I swear Jaws is following us!"

7) Set DME to "NAV 1"

8) At the end of the water passage, turn LEFT on a gradual curve until the NAV 1 CDI is 2 dots RIGHT of center

9) Turn LEFT to a heading of "338"

10) Visually line up on runway 34R

"Just so you don't get confused - visual approaches are not all charted like this one is. As a matter of fact, most visual approaches are just the kind where they say, 'Do you see the airport or traffic in front of you? Go for it, or follow him!' You'll be doing more of these kind of approaches to your destinations as a professional pilot than you will of instrument approach procedures. Do you understand why this procedure is not authorized at night? Can't see the water, or heaven forbid, the mall after closing hours!"

Seattle Approach:

"CESSNA 13MIKE, SEATTLE APPROACH, CONTACT SEATTLE TOWER ONE ONE NINER POINT NINER."

You:

"CESSNA 13MIKE, SWITCHING TOWER ONE ONE NINER POINT NINER. THANKS!"

11) Tune COM to "119.9" (Seattle Tower)

You:

"SEATTLE TOWER, CESSNA 9413MIKE AT NINER DME INBOUND, MALL VISUAL APPROACH RUNWAY THREE FOUR RIGHT. I HAVE INFORMATION NOVEMBER."

Seattle Tower:

"CESSNA 9413MIKE, SEATTLE TOWER, REPORT FOUR MILE FINAL."

You:

"CESSNA 13MIKE WILL REPORT FOUR MILE FINAL."

12) When the NAV 1 DME DIST reads "7.5", reduce power to about "1500" [1800] RPM

"We're still pretty far out, so no rush in descending. Flaps will take judgment - nothing mechanical about predetermined checkpoints here, is there? It's a visual thing. But our power is set back because we do need to slow down so that we're close to a feasible approach speed. Now don't be a martyr! You have DME - use it! If a resource is there, use it. But take a picture in your mind of the airport when four DME occurs so you know what a four mile final is pictured as."

13) Begin a gradual descent for a visual landing

14) When the NAV 1 DME DIST reads "4.0":

You:

"SEATTLE TOWER, CESSNA 13MIKE AT FOUR.

Seattle Tower:

"CESSNA 13MIKE, RUNWAY THREE FOUR RIGHT, CLEARED TO LAND."

You:

"CESSNA 13MIKE, THREE FOUR RIGHT, CLEARED TO LAND."

15) When the NAV 1 DME DIST reads "2.5", select GEAR "DOWN"

**

"Another logical point is this:

1) What's the airport elevation?____________________(5pts)

2) So about what altitude would you be at normally in a visual landing pattern when you are three quarters to a mile on final?________________________________(5 pts)

So control your descent so that you don't arrive at that altitude or below before you see one DME!"

16) Set CARB HEAT "ON"

17) Reduce power to about "1300" [1700] RPM so as to attain 90 knots

18) When the NAV 1 DME DIST reads "2.2", set FLAPS to first notch (10 degrees)

19) When the NAV 1 DME DIST reads "1.8", set FLAPS to second notch (20 degrees)

20) When the NAV 1 DME DIST reads "0.9", set FLAPS to third notch (30 degrees)

21) Airspeed should be 70 knots

22)Press "P" to pause the simulation

**                    23) Record your:

ALTITUDE__________________________(25 pts)

VSI________________________________(25 pts)

AIRSPEED__________________________(20 pts)

GEAR______________________________(15 pts)

FLAPS_____________________________(15 pts)

STROBES__________________________(10 pts)

COM FREQUENCY__________________(10 pts)

NAME OF PARALLEL RUNWAY!______(5 pts)

24) Press "P" to continue the simulation

Seattle Tower:

"CESSNA 13MIKE, WIND THREE ONE ZERO AT ONE THREE."

25) When you are 10 to 20 feet off the runway, reduce power to about "1000" RPM and start to slowly pitch the nose of the aircraft up to slow your descent and establish a touchdown attitude

26) When you are five feet off the runway, hold the nose of the aircraft up and allow the airspeed to SLOWLY bleed off. Your aircraft will settle onto the runway while you follow the centerline

27) After touchdown, reduce power to 600 RPM

28) Apply the brakes

Seattle Tower:

"CESSNA 13MIKE, TURN RIGHT ON THE FIRST AVAILABLE TURNOFF. CONTACT GROUND POINT SEVEN EXITING THE RUNWAY."

You:

"CESSNA 13MIKE, ROGER. GROUND POINT SEVEN."

29) Taxi the aircraft off the active runway to the RIGHT

30) When the aircraft has stopped, set CARB HEAT to "OFF"

31)Set FLAPS to "0"

"Wasn't that a thrill and a half?! Another cross country to a new airport for you! Another style of arriving at your destination! Another opportunity to get to know me better! If I remember right, Seattle has some of the best tasting smoked salmon I have ever had! It's expensive, but when it melts in your mouth, who cares?! I bought the hot chocolate for you back in Fairchild, so you get the salmon! Let's wrap this up. High grades for you in your performance this flight! I like flying with you."

32) Tune COM to "121.7" (Seattle Ground)

You:

"SEATTLE GROUND, CESSNA 9413MIKE ON BRAVO ELEVEN FOR TAXI."

Seattle Ground:

"CESSNA 9413MIKE, SEATTLE GROUND, TURN LEFT AND PROCEED TO THE NORTH SATELLITE RAMP."

You:

"CESSNA 13MIKE, THANKS A LOT! NORTH SATELLITE RAMP."

**                    33) Record the TIME____________________________(5 pts)

TOTAL POINTS POSSIBLE FOR THIS FLIGHT 1005

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