Never again on PE - share your mistakes

[grimmdgg]

I'm not a pilot, but I've been a simulator enthusiast since my first Apple IIc in 1984. I've sim'ed on and off my entire life, but only recently got back into it using X-plane. PE has opened a whole new world to me personally and I learn something evey time I 'fly' there. Last nights lesson was: If you don't have time to prepare for the flight, don't fly.
I was very rushed and tired with personal/family matters, but I wanted very much to participate in the Birthday Bash Fly in. My previous flight on PE had ended in Palm Springs, so I decided to fly from Palm Spring Int to Hawthorne. I was so tired from the days activities that I couldn't even remember by destination airport when I was trying to get clearance; but I soldiered on. I was cleared to Hawthorne via the Cathedral One departure, PSP, V388, then as filed; departing from 31R. I scanned the departure procedure text: "TAKEOFF RUNWAYS 31L/R: Climb heading 310 to cross PSP VORTAC R-268 then turn right direct PSP". PSP is exactly where I needed to be to pick up V388. Thence . . . .

. . . . I didn't read the rest of it. I already knew how to pick up the V388, I was golden. Took off, climbed via runway headed to the PSP R268, turn toward PSP and then made a beautiful climbing left turn to pick up the V388. Everything was going great until I was handed off to SoCal where Keith called me out on it. He made me reopen the departure procedure so that he could review my mistake with me and everyone else within 100 miles. I hated being 'That Guy' last night, but I hope that everyone else enjoyed a good laugh. I may screw up every departure procedure in SoCal, but never again the Cathedral One out of Palm Springs! Thanks Keith

[Keith Smith]

Thanks for posting, it's great to see when people are willing to share stories like these.

There were 3 reasons for the course of action I chose, if you're curious
1) wanted to see if you had access to the plate at all (with GPS and FMS units being so prevalent, some people load procedures and don't actually read the chart, believe it or not).
2) wanted to see if you had the plate in front of you while you were flying the procedure
3) wanted to see if you had read the textual portion of the chart

As you can see, the stuff leading up to the "Thence" section of the text is only the runway-specific portion of the procedure. There's still more to go!

As for everyone within 100 miles, you're not far off. However, if it helps, based on the staffing configuration, the frequencies were isolated, so the only people who could've heard your response would've been any pilots on the same freq. As it happened, I think perhaps you were the only one on 126.70 at the time (although a few more ppl came out of PSP shortly after). So, as far as everyone else was concerned, I was just talkin' to myself!

You brought up a great point about fatigue and the effect on flight planning. The powerful takeaway here is that you've just experienced how it's possible to be just fine from a stick & rudder perspective, but still get yourself into a pickle from a procedural standpoint as a result of fatigue and inadequate or rushed planning. That is just as applicable in the real world as it is here. Good stuff.

[sanjiv]

Can't believe I just landed without a landing clearance. NORCAL approach cleared me for ILS28L approach into SFO with instruction to change over to tower at DUYET. I came in a little high and failed to catch the glideslope and found myself struggling to get down to altitudes as per the LOC chart. Before I stabilised I was already at short finals. Landing checklist - Start Switches Low Ign, flaps 30, gear down 3 greens. Managed to get the airplane down. When on ground was asked by the approach controller to check my freq and I was still with NORCAL approach .

Sanjiv

[Ryan B]

I've done that before - I was on tower freq though... Can't remember what happened

[theluckyone17]

I've been ferrying an FSEconomy C210 from Upstate NY to the Pilotedge service area. Flew into U42 earlier this morning, and got a case of "gotta-get-there-itis". My next paying assignment was to KVGT, and I convinced myself I could fit one more flight in before heading off to bed. That's a definitive method to introduce fatigue. Managed to duck under the Class Bravo at Las Vegas (and kept above the rising terrain north of the airport), while staying on Approach's Frequency, just in case I busted the airspace. Got my hand-off to North Las Vegas Tower, directions for a left base to 12R, and a clearance to land. Somehow managed to reverse the airport 180 degrees in my head, and swung south of the airport for a left base into runway 30R. Duh.

Don't fly tired.

[rtataryn]

Had a deviation tonight. IFR out of KBUR on the VAN NUYS TWO DP Fillmore transition off of runway 26. I misunderstood the procedure. It reads "Climbing right turn heading 290 . . . expect radar vectors to VNY. Thence via transition or assigned route". When handed over to departure, no vector was given, just my 8000 altitude assignment (and a direct FIM once I reached 5000), so I proceeded to climb on the published route to VNY and the FIM transition, and planning on turning to FIM when I reached 5000. A gentle scolding from Marcus set me straight. I should have stayed on the 290 heading in the absence of a vector. Much better to have a "virtual" number to call, rather than the real thing. Love PE - a great place to learn and practice.

[mm007.emko]

Yesterday I did a very embarrassing mistake. It's surprising how much you forget if you don't connect to PE regularly.

I asked the ground controller for a VFR clearance. "Say aircraft type and equipment" ... what? I had filed a flight plan ... FACEPALM! In USA the controllers don't get VFR flight plans.

[Jim Parish]

Oh my....thought I could handle a King Air pretty well.....well, when approaching KBUR and asking for the visual to 15, I confirm field in sight way too soon, but since I had it on the G1000 I figured I was ok. Proceeded to get disoriented (although visual, mind you). After a balked landing for 15 I called midfield to what I thought was 15 - it was runway 8. Now turning base for the wrong runway, tower was good enough to clear me for landing on 08. Needless to say I botched the landing as well as by this time I was rattled from all the passenger screaming. Yipes...next time I will make sure I have the field before calling!

Jim

[Keith Smith]

Jim, that was a good one! In addition to having the field in sight, don't be shy about using your heading indicator. If you're on downwind, look at the heading indicator. The runway number for your intended landing should be at the 6 o'clock position on your DG/HSI (plus or minus a few degrees for wind). If not, then something is very wrong. Same thing on base, the runway number should be at 3 o'clock or 9 o'clock on the DG/HSI. I use this technique in the airplane at unfamiliar fields and/or at night.

[JonFly]

While on an IFR flight plan to Hemet Ryan I made a mistake. My flight plan was to take me to the PDZ VOR and then turn south to WESIN. Before PDZ VOR the controller told me "Expect vectors for visual approach Hemet Ryan". I thought that meant I was going to be vectored from that point so I continued east bound past PDZ and a few minutes later checked in with the controller asking if I was to be vectored or if I should have stayed on my flight plan. He advised me that I was to turn to WESIN . The phrase expect vectors did not mean I was in vector mode. I love learning.