Not another DCA thread... this one is different!

[coltsfn8888]

Do you get "no showed" if you dont arrive 45 mins early to do the takeoff data card?

 

[Metro752]

What if the airplane doesnt have an ADF, do you get NDB Approach NOT APPROVED on your instrument rating?

 

[WestHouston]

Do you get "no showed" if you dont arrive 45 mins early to do the takeoff data card?

Haven't yet. I've only not arrived 45 minutes early once or twice and no one cared.

 

[WestHouston]

What if the airplane doesnt have an ADF, do you get NDB Approach NOT APPROVED on your instrument rating?

I don't know. The planes all have ADF. There aren't many NDB's around though. I'll let you know.

 

[WestHouston]

Well, it's been a while since I've posted because I never have time. I'm on lesson 13 of my Instrument training. It's been pretty good so far. No major issues as of yet. My instructor is cool and he does a good job even though he is brand-spankin new. I've been flying my ass off and so far I'm doing pretty well; no hang-ups to speak of. The college side is cool too. It IS college though. It's funny to see all the young'ins sleeping and missing class, then bombing the quizzes and tests. As long as you pay attention and study, you won't go wrong. And don't miss class. The professors act like they don't care, but they are taking note of everyone who screws off. I'm blasting through my money like it's going out of style. For those of you who get thier PPL somewhere else, be prepared for $200 a lesson. Luckily Uncle Sam is still picking up my tab so I can't complain. I'm doing my group leader flight on Monday and my first stage check on Tuesday. I guess some guys have been waiting for a week or so before getting thier stage checks. My instructor says I won't have to wait and it was the other instructors fault. I'll be mad as a hornet if that happens to me... We'll see. Ellington is a good airport to train out of. Even though you have F-16's, T-38's, Coast Guard HH-65's and even a fat Super Guppy constantly around, it's surprisingly quiet and easy to get around. It will totally ruin your opinion on NASA though... evidently thier pilots are God's gift to aviation and they'll sit at the threshhold for 5 minutes or more after being cleared on to the runway, screwing around and not giving a dang about anyone else... even if you are on a 1/4 mile final. So, that's it for now. I'll try to get back quicker next time.

 

[WestHouston]

Well, I passed my lesson 14 stage check. The oral was really easy, I was done in 45 minutes. The flying was a little harder. I totally had a brain-fart on my first DME arc. I got all confused right before entering the arc, and just guessed the heading to turn on. Evidently I wasn't too far off, because my instructor never noticed. The rest of the lesson went fine and I ended up getting four "4's" on my grading which is good as I never even got one "4" before. I had my first hold's and approaches lesson yesterday in the sim. They don't seem THAT hard but we'll see. I was supposed to fly today but we had a huge storm roll through so we didn't go. I learned a valuable lesson today, though...

When I got to DCA I knew the weather was getting bad, so I immediately checked the radar. Sure enough, a giant line of TS's were coming. Out side the wind was whipping and it was getting dark. I wasn't feeling too good about it, but the flight supervisor said we should go quick and get some good experience. So we ran out there, flying through the checklist, and after we finish the run-up we call for taxi clearance. The tower says that DCA called and told them not to let us leave. About that time, I see the flight supervisor running out to the ramp. He said the storm had shifted and was coming straight for us. Even though we could have gone to Beaumont to the East if we had gone anyway, I really didn't like the idea of us taking off with that kind of storm coming. I decided then and there never to be talked in to going by anyone ever again. Especially after the storm hit, as it was a nasty one. We would definately have not made it back in time.

Other than that, all is well...

 

[FlyingFisherman]

You did your runup and THEN called for taxi?

Nice! Maybe I'm the only person who taught the value of saving time using a rolling runup and value of life by not doing a runup and then fouling your plugs on the way out to the runway for a takeoff 5 minutes later.

 

[WestHouston]

You did your runup and THEN called for taxi?

Nice! Maybe I'm the only person who taught the value of saving time using a rolling runup and value of life by not doing a runup and then fouling your plugs on the way out to the runway for a takeoff 5 minutes later.

The ramp in front of the school is about 300 feet wide and so we just taxi out to the other side, flip a 180, and do the runup. After that we call for taxi... Ellington's a wierd place, they do everthing a little different there. It's the only tower I've seen that doesn't want to know your direction of departure when you call.

 

[FlyingFisherman]

the point is that if your plugs are going to foul they're going to foul in rich mixture settings and low power settings...like the way most taxi.

The point of doing the runup just prior to takeoff in my book was to ensure that I have both magnetos operating and 8/12 good spark plugs free of fouling. Doing the runup and then subjecting to conditions when its most likely to foul seems not the way to do things.

 

[WestHouston]

the point is that if your plugs are going to foul they're going to foul in rich mixture settings and low power settings...like the way most taxi.

The point of doing the runup just prior to takeoff in my book was to ensure that I have both magnetos operating and 8/12 good spark plugs free of fouling. Doing the runup and then subjecting to conditions when its most likely to foul seems not the way to do things.

After the runup and while taxiing we lean the mixture.

 

[DCAinstructor06]

It's best to lean the ever living crap out of the mixture during taxi to prevent plug fouling. Power settings and egt temps are too low during taxi to possibly cause ANY engine damage due to the really leaned condition. There are those that say never lean on the ground because dumb people forget to enrichen it for takeoff, but with it really leaned out on the ground it will become apparent the moment you start your takeoff roll if you forgot to enrichen it. See Fisherman, a little too info can be dangerous. I agree do runups on the roll, to save time, not to prevent plug fouling. DCA's policy is to lean on the ground. Some engines like big 520's dont need any leaning on the ground and never suffer from plug fouling. Lyc 320's will foul unless leaned. In the newbie world, I would rather my students be parked when doing the runup and devote their full attention to JUST taxing when taxing.

 

[WestHouston]

Well, I'm on lesson 20 of the 32 in the instrument rating. Things are going well, and I'm making all A's in the college classes. I'm not going to get to fly for like a week as my instructors day-off falls right next to the Wings over Houston airshow this weekend. Anyway, I wrote a giant post originally, detailing what kind of training I've been doing, but I accidentally clicked the back button and lost it all. I'm too lazy to re-type it so if anyone has any questions on the San Jac/DCA program, feel free to email me.

 

[WestHouston]

Got my instrument ticket today!!! It's been a while since I've posted, but it's been crazy lately. I did better than I thought I would. I made a few small mistakes, the biggest being on the last approach to land. I almost went full-scale deflection on the ILS! I was being vectored to the localizer and didn't realize i was recieving the signal. The instructor was like "where are you going?" Even though it was a big mistake, he still passed me. Man it feels good. Like a giant weight off my chest....

 

[DCAinstructor06]

Now use your new ticket and your brain and set personal minimums NOW before blasting off into the muck. You'll live longer this way.

Congrats btw. The insurance companies will now consider you a real pilot.

Here's a trick I used on my DCA students. When shooting an ILS, I would take them partial panel. Then after they were on the loc, I would then cover up the compass. This left them only with the following instruments, (get this)

Air speed indicator
TURN COORDINATOR
Altimeter
VSI
..and of course NAV 1 with the glideslope

THATS ALL! Fly the needles and you'll never go full scale. Small timely corrections that increase in speed the closer you get to DA. It took me until CFII to finally be able to shoot an ILS that didn't look like the needles were sword fighting. Today, (usually) you'd swear that my nav 1 is broken. Screw reference heading crap, Winds change from altitude down to DA by flying the needles, you can leave the 5degree crab to the right, uh I mean 5 to the left crap for cruise. In nasty weather getting your ass handed to you from the turbulence, the last thing you want to screw with is a reference heading.

 

[Metro752]

this thread is two DCA goons talking to each other with one dumb remark from me and kream