SkyHigh Charters: San Juan Sortie

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Quick Brief

This should be fun! It’s a tour of the San Juan Islands, then a longer trip over to Wenatchee, WA.

As always, use the most current revision of the reference SIDs as they do change over time.

Production Note: This rating originally involved a NDB-based graphical ODP (so rare!) from KCLM which has since been replace by a RNAV ODP, and required the pilot to fly the NDB approach into KFHR, simulating inop GPS on the aircraft. This is no longer the case due to the newer RNAV ODP requirement, however we still encourage the NDB approach to be flown into FHR, although it is not required. The video material refers to the original NDB-based procedure, but the text has been updated to permit GPS-ops.

Fly IFR from Fairchild International to Friday Harbor, shooting either the NDB (preferred0 or RNAV (booo!) approach from WATTR. Be be sure to coordinate the approach in time to receive the clearance prior to WATTR. For G-1000 aircraft with no ADF capability, load the required NDBs (ELWHA and later, FHR) as the only GPS waypoint, then use the BEARING pointer on the PFD as a functional replacement for the ADF instrument. The goal is to intercept and track a course using ADF-style instrumentation rather than a precise CDI.

After landing at Friday Harbor, it’s back to normal GPS ops for the next leg to nearby Orcas Island. Use the ODP to FHR NDB, then direct to the IAF for one of the RNAV approaches into Orcas Island (KORS).

Lastly, head from Orcas Island to Pangborn Memorial (KEAT) in Wenatchee, WA. As a Part 135 operation, and having submitted the appropriate paperwork, we have approval to fly the RNAV (RNP) approaches at Pangborn if your simulator has the capability to shoot those approaches. Expect to fly the full approach there as vectors from the center controller are unlikely to be possible.

Note: X-Plane’s G430 and G530 are capable of loading and executing the approaches even though the real world units are not. This allows you to experiment with the RF (radius to fix) legs which are curved segments in the simulated environment. Use of FD is mandatory. The autopilot is optional.

Some notes before you head out:

1. Contact Seattle Center on 122.20 for the IFR clearances out of KCLM, KFHR and KORS (the published Whidbey Approach freqs are for a military RAPCON that isn’t considered to be open on PilotEdge). This is a PilotEdge-wide frequency for picking up clearances at non-towered fields, simulating a phone call to the center.
2. This Rating used to specifically forbid GPS for the first leg, however it became necessary to allow it when the ODP changed from being NDB-based to GPS-based. The cockpit/briefing videos are based on the prior NDB-based ODP and approach. Our preference is that you try the NDB approach from WATTR if your avionics has support for bearing pointers, or an actual working ADF.
3. Use the ODP out of Friday Harbor for Leg 2
4. Ensure the wind in your simulator 10kts or greater from the northwest at KEAT. Note that the ILS approaches are for runway 12 and don’t allow circling. The VOR-A, VOR-B and RNAV (RNP) approaches are an option.
5. This is a long, multi-leg trip that needs to be completed in a single session. Please minimize your turnaround time at each airport so that ATC can manage the status of your rating attempt. Coordinate any extended breaks (more than a few minutes) between legs with ATC.

Video Brief

Ride Along: Leg #1: KCLM-KFHR

Ride Along: Leg #2: KFHR-KORS

Ride Along: Leg #3: KORS-KEAT

Video notes:

• Leg 1: The ADF is referenced as being ‘below and right’ of the HSI, it’s actually below and left

Debrief

Leg 1:

• ForeFlight geo-referencing was used to provide situational awareness for the video audience. Pilots are encouraged NOT to use geo-referenced plates for this leg to minimize the likelihood of using the geo-referenced plate as a primary form of navigation.

Leg 2:

• No significant issues

Leg 3:

• 43 minutes into the video, didn’t set altimeter to 30.04 when it was issued by Seattle Center after checking in on new frequency, remained on 30.20, caught it prior to descent when checking weather and requested confirmation of altimeter from ATC.

• Autopilot was disengaged prior to the reaching EAT VOR, then was suddenly engaged just prior to the turn. This continuity error was introduced when we had to record the approach for a second time.

• The workload of hand-flying the approach while having to repeatedly manipulate the autopilot between EAT VOR and DOOGI waypoint with the mouse was fairly high. That said, while the video debrief says that I would leave the AP engaged until the final straight line segment, I would correct that to state that once the AP is in APPR mode (ie, at DOOGI, at 3000ft), hand flying the rest a viable option, including the two doglegs, as was done in the video. Prior to GS intercept, though, I’d recommend keeping the AP engaged during the approach to avoid the need to hand fly while constantly making AP vertical mode changes.

• During the approach, the narration implies that the Baron autopilot doesn’t have “altitude hold,” but the pilot intended to say “altitude pre-select” (ie, the ability to dial in a specific altitude)

• Nearly exited onto closed taxiway. The yellow X’s in the visual system gave a clue, backed up with a check of the airport diagram. Would’ve been good to brief that earlier in the arrival.

• RNP approaches deliver aggressive minimums in terrain where traditional approaches could not get you down nearly as low.