One of My Worst ILS Approaches | Spatial Disorientation on the Departure Procedure | Many Mistakes

I'm Eric private pilot based in Los Angeles join me and my family upon our aviation adventures throughout Southern California and beyond [Music] today we have some clouds and I'm trying to maintain my instrument currency and this may be the last opportunity to get in the clouds judging by the weather before the end of April I think I have a couple approaches I need to do before that time to stay instrument current I try to get into the cloud to any chance I get since we have clear skies so many days of the year here in SoCal on this flight I was halfway between really fresh and a little rusty in terms of actual imc flying and going into it I felt pretty good I've been hesitant to publish this video because my instrument flying was surprisingly sloppy in a couple places looking back I've learned a lot from this flight and ultimately decided sharing it would make me own my mistakes and possibly help others I don't know if I'm gonna get into clouds after the final approach fix for it to technically count as a logged instrument approach for currency but in any case it's good to file a flight plan and get in the system and you know practice flying IFR the system for sure okay Roger Wilco thanks for always it's at the chopper will have a ground turkey victory one Bravo whiskey's and I run up here for frequency one to eight Jerrica 61 Bravo whiskey's clear to the Oxnard Airport via the Whiteman one IFR departure procedure Fillmore direct climb maintain 4,000 expects six thousand one zero minutes one to eight point seven five and four six six four on the transponder departing IFR from Whiteman requires flying the Whiteman one obstacle departure procedure which now has a graphical depiction due to the proximity of Burbank and Van Nuys airports in order to depart IFR without a very long delay the clearance is given departing runway three zero sometimes this means departing with a tailwind and I always think about performance calculations taking into account the tailwind the departure procedure also calls for a minimum I'm rate of 366 feet per nautical mile up to 3,400 feet which is no problem for the six the procedure goes as follows depart runway three zero climb to 400 feet AGL and then left turn heading to six zero intercept the van nuys three to five radial and fly it outbound continuing to climb once passing through four thousand six hundred feet continue climbing in a left turn direct Van Nuys vor and depart Van Nuys vor at or above the MEA for your route of flight in our case toward Fillmore vor I almost never fly the full departure procedure as the departure controller will give me a new vector or direct waypoint usually right around when it's time to make the left turn to head back to Van Nuys vor and this spot typically provides a challenge for me I'm often in the thick of IMC climbing turning and reprogramming the avionics this flight was no exception takeoff on three zero [Music] over to departure things over with you [Music] we could make that left turn over to two six zero just woke a departure Cherokee so treat your wife Bravo whiskey mm climbing 4,000 heading to 6-0 here either contact one mama with white man maintained by them okay up to 5,000 walk brown whiskey it's a bit different putting it in GPSS mode here for autopilot on a departure procedure which I haven't done before see how it flies this this turn it's gonna take me out bound can I be a part here actually I'm gonna be under any clouds that have been up but 3,800 going up to 5,000 it's making the right turn they don't you're free to go 4,600 so we're turning around now approaching altitude approaching 5,000 I don't know if it was the turn combined with the power change to level off at 5,000 feet adjusting the mixture maybe made worse by the changing light conditions and a bumpy ride or occasionally catching glimpses outside of the cloud shapes forming a false horizon but these things all added up to a confusing feeling of spatial disorientation the final straw was a course change from the controller and looking away to reprogram the GPS I've had the Dinan HDX Aoife system for several months and only flown actual IMC with it now for a few times so it's definitely not second nature for me as the analog gauges had become correct Kodak when I looked back at the HDX for just a split second I was confused by the attitude indicator depiction and representation it felt like I was in a left turn when in fact I was turning right the small bit of unfamiliarity with the digital attitude indicator was enough to momentarily confuse me spatial disorientation is really hard to describe your body and mind are at total odds and for me in that moment nothing really makes sense it's like my brain is just frozen on pause and I need to consciously reset it I always say to just trust your instruments and on the ground this seems like it should be easy but in the reality of the moment it's easier said than done first you have to actually make sense of your instruments in order to trust them those few moments can be difficult on this flight threw me off my game pretty soon I was way off my altitude [Applause] after ATC's gentle reminder to manage to get my head back around the situation slowly get back down to my assigned altitude and stay on course I was off my game for the rest of the flight down 4,000 foot bro is good now going down to 4000 and to recruit x intercept the localizer after the approach to five six 3700 I'll slow it down quite a bit here at two miles to hoopla leaving altitude sure hoopla will go down to thirty-two hundred mile to hoopla whatever seven with high traffic as I was descending to the final approach fix for a glide slope intercept I was in and out of the cloud bases I should have leveled off at 3,200 feet and waited for the glide slope to center up and for some reason I kept descending below the glide slope intercept I've reviewed this footage so many times and just can't figure out what I was thinking maybe I was distracted from the previous portion of flight or maybe it was because I was complacent with pretty good ground contact but either way I'm pretty mad at myself for this one I was easily two to three hundred feet below where I should have been and the glide slope was about three-quarter scale deviation I eventually got it back on track but I should have taken corrective action much sooner now when three 4.95 what bread was good luck start our turkey six tree want bravo whiskey is on the ILS runway two five about eight miles further away okay I'll report to you out of marker at what level is key to top it off I was supposed to report crossing the outer marker to tower and I didn't even do that despite the audio panel sounding marker beacon technically I passed through a cloud just as I was passing the final approach fix so I could log this approach for currency but I know I have more work to do to actually be proficient I know I need to work on altitude discipline in particular in the end putting this video out there means I have to own my mistakes and owning them means a better chance to learn from them I love it when aviation teaches me something about life if you enjoyed this content please consider subscribing special thanks to my patreon supporters for believing in this channel it's been great to connect with you over there I can't wait to share some fun new ideas with you all soon until then thanks for coming along on the journey with me alright well it's fun pretty pretty shuffle so we like we like the stress the stress is what we thrive on

Channel: SoCal Flying Monkey

Views: 219,246

Keywords: dynon hdx, trutrak vizion, spatial disorientation, ils mistakes, oxnard approach, ifr flight planning, how to fly an ils, bad ils approach, imc flying, KOXR ILS 25, oxnard ils rwy 25, dealing with spatial disorientation, atc audio, sloppy ils approach, dynon skyview in imc, dynon skyciew I, dynon skyview ifr approach, ifr approach mistakes

Id: Vt-5Fxvwalk

Length: 10min 50sec (650 seconds)

Published: Fri May 08 2020