November 18, 2003 – On the menu for today was GPS Approaches. Now we use the GPS every day, but today we would be using it for the approaches themselves. The first approach was the GPS 14L at Crystal, then it would be back to FCM for the GPS 36, missed, and then back for the GPS 36 a second time.
We started the plane up and went over some of the options for the GPS and how to load the approaches. After a few minutes it was time to hit it. We taxied out to 28L and went through the runup. We were cleared for departure and a right turn to the Northwest. I contacted departure once airborne and they cleared us direct to the IAF. I went through my pre-approach brief and got the plane ready way ahead of time. I think I am getting the hang of this thing.

We hit second initial fix and turned inbound. Using the GPS really makes things easy. Before the next fix, the GPS begins to flash and your DTK changes. Just start your tun to the DTK and like magic you are set to go. Do not forget to account for the winds though because they will blow you off course in a heartbeat. I managed to get the plane slowed down. I started to bounce around a little bit and forgot to account for the winds when I turned inbound. As a result when I got to the FAF I was distracted and did not start my descent in time. I chopped the power with a reminder from Drew and down we went. I went down to the MDA and flipped up the goggles. The apt was slightly to my right, but I would have made it no problem. Time to go missed.

I contacted Approach Control and they set up with vectors that would put us on a downwind leg for the approach. I went through my pre-approach brief and had the plane set. I got to the IAF and turned just as the GPS began to flash. This works nice because it times your position so that you are set up to roll out on you desired course. Control cleared me for the approach just as we turned for our base leg. I think it was something like, “5096C, turn left heading 093, maintain 2700 until established, cleared for the GPS36 approach into Flying Cloud.” I am not sure what I read back, but I managed to get it out. As we approached the second IAF and I started my turn to final and got ready to go. I got the plane slowed to 90kts and was ready and waiting for the FAF. I was holding the wind correction and managed to stay within 1 dot deflection. I got distracted as we neared the FAF and I went through it before Drew reminded me and then I chopped the power and started my descent. I trimmed for 90 kts and rode the plane down. I was making the small corrections for the wind as we neared the MDA. Just before reaching the MDA I added the power and leveled off. After a few more seconds Drew rold me to flip up the goggles and to my utter amazement, the centerline was directly of the nose of the plane. This was by far the best approach I have flown to date. Now if I can just get the ILS approaches down I would be set.

We went missed and back for one more try. We flew direct to the IAF that started the “T” and once there did about a 145 degree turn to get back for the base leg. I was cleared for the approach and we already had the plane set. My altitude slipped slightly this time, but I managed o.k. We reached the second IAF and started our turn to final. Again the plane was trimmed but as we approached the FAF I forgot about the winds again and got distracted when making the corrections to get back on course. I rode the plane down and when Drew had me flip the goggles up we were slightly to the right of the RW but would have had no problem making the runway. We started our circle to land for 28L and I stayed within the required distance. As we turned for final we were slightly high so I chopped the power and got down to the glide path. I trimmed the plane for 65 kts and got ready to land. I did start the flare a little soon, but adjusted fine and managed to land nicely without much float. I did get off of the centerline more than I would have liked, but Drew said it was a good landing so that felt good.

Things To Remember/Work On:
1. Maintain Altitude.
2. When going through approach brief, do one thing at a time and then look back at the instruments and make whatever corrections are needed.
3. When reaching the FAF, you need to start your descent right away.
4. When reaching the FAF, you need to start your descent right away.
5. Don’t forget to account for the winds and make the required corrections.
6. Work on the read back, of clearances to Approach Control.
7. Add power before reaching the MDA/DH so that you do not go below it. You do not need to climb, but you do not want to go below it.

BY FAR THE BEST DAY YET.