Never again on PE - share your mistakes

[rtataryn]

Gotcha Steve. I wasn't sure from your original post if it was set full forward on TO or it went haywire after TO.

[Nelson L.]

Ah, Saitek. I've heard all I need to know

PS - I was more confused by the fact that he crashed, as I would imagine that while a stuck trim is a problem, it wouldn't bring down an airliner (or any plane for that matter)?

[stevekirks]

I just replicated it. It was all about the timing. I was hand-flying in the first one and since I couldn't get the correct course and attitude established, I couldn't engage the AP. After I failed it the second time in practice, I was able to control it and get the AP enabled which could fight it faster than I could. I was able to navigate back to 28R and land, hard, but safe.

[rtataryn]

PS - I was more confused by the fact that he crashed, as I would imagine that while a stuck trim is a problem, it wouldn't bring down an airliner (or any plane for that matter)?

Runaway trim has brought down many aircraft with plenty of NTSB reports to confirm it. Depending on the severity, the plane can be difficult to impossible to control. Weight and speed are also the big factors.

[Johnny Olson]

Well, I've had exactly two flights in PE, both VFR in the A2A Piper Cherokee, the most realistic trainer aircraft model I've ever found in FS. I would like to preface this story by declaring my complete unfamiliarity with socal airspace, and busy airspace in general. I earned my private pilot's license in Grand Forks, ND, and never had to deal with anything above class D. I've also had a considerable amount of FSEconomy driven VFR flying on VATSIM in the pacific northwest, which is commonly slow and uncontrolled. Anyway, enough excuses

My first flight was a few touch and goes at Van Nuys, which I arbitrarily chose due the IMC on the coast the last bunch of days. I have an aunt in Santa Monica, so I think I'll base from there eventually, but for now I had to pick somewhere else to start. I remember old scenarios at Van Nuys from FS for Win98, so I loaded up the sim, called up ground and did a bit of pattern work, and was highly impressed with the whole PE system. Kudos to the controller that night. That dude was busy.

For my second flight I decided to fire up the FSEconomy and find a PA28/A nearby. I found one at Palm Springs, and there happened to be a few passengers looking to go from Banning Muni (KBNG, about 18nm west of KPSP) to KVNY. I planned my first socal xcountry with active sky next weather forecasts, and planned the route -- KBNG RAL V186 KVNY. The flight planned showed 64 minutes enroute, and the weather for the whole route looked good. I first requested traffic advisories at KPSP to KBNG and moved the aircraft to Banning.

Once at Banning, I filed a new VFR flight plan and ran to the store for a redbull. When I got back I gassed up about 3 1/2 hours of fuel and took off from Banning Muni among a small army of twin prop drone arrivals. Climbing straight out of the traffic pattern I honed in on and flew direct the Riverside VOR. Once established I switched to the Homeland VOR (HDF) to get a DME readout as I planned to call Socal Approach and request traffic advisories. For some reason the DME wasn't displaying anything so I called up and gave my estimated position from HDF. Socal made radar contact with my target and I continued on course.

At cruise altitude of 6500 my DME was still not registering any data, and I began to wonder what was up. I checked several different VOR's in the area -- same results. So google was my next choice. The A2A PA28 apparently has some weird bug that causes the DME to stop working for no good reason and I began to troubleshoot it and became increasingly nervous that I would screw everything up once I neared Van Nuys. During the troubleshooting I moved away from my cruise altitude several times +/- 500ft. I was glad the controller was busy and was probably paying no attention to me at all. I thought about calling approach to amend my flight plan to change my equipment suffix. Finally I found a away around the DME issue after about 30nm of cruise. I was now about 30nm from Van Nuys and began to wonder exactly how the whole class C transition through Burbank works..... Because I had no idea...

Slight to moderate panic began to set in as traffic in the area increased and I was completely unsure if I was supposed to call Burbank and request a transition through their airspace on my way to Van Nuys, or call Van Nuys and tell them I was inbound, or just stay with Socal approach and await instructions. I was losing all hope in my radio skills around 22nm and approach still hadn't said a peep to me. I was nearing Burbank class C, although I was above it, I needed to descend through it on my way to Van Nuys. Then Socal called, had me switch frequencies, which I did and was instructed to remain south of Burbank until the tower advised me otherwise. I read back the instruction and turned southwest to stay south of the field and started my descent. But now I wasn't sure if that meant I could enter the class C or not.... I was recording the flight with FRAPS, and at this point I said out loud, "God, I'm really bad at this.. I don't know how to fly in the big city."

At about 12nm, and passing Burbank I was now unsure if I was supposed to wait for a handoff or just contact the tower. I knew I definitely did not want to enter the class D without calling the tower and at about 11nm I switched frequencies and called the tower, reported my position and landing intentions. Local control gave me a pattern entry and I turned 45 into the downwind 16L and continued my decent. I figured I must be on the right track, although it didn't occur to me until a few moments later that I had called in VFR looking to land (Class D transition), but was still squawking a Socal radar squawk code. As I pondered that for a moment the tower called me and told me that he had just spoken to approach. Apparently approach wasn't very thrilled that I had jumped frequencies without being radar terminated. I apologized and slunk into my computer chair. Derp.

Anyway, I landed, taxied, and then wrote this. My inexperience with class C airspace, radar serviced VFR flight and a malfunctioning DME all lead to a bit of CRM issues for me and a healthy dose of embarrassment. I'm not sure how many times I had to answer the mode C + two-way radio communication question while I was a student pilot, but apparently in practice I still didn't get it. I suppose in the end it wasn't that big of a mistake, but it still made me realize I have quite a bit of radio practice to work on, and has made me more excited to keep flying in PE. That simple xcountry was one of the most immersive flights I think I've ever had in 18 years of flight simming. Thanks to the controllers for being understanding and may I be a bit more prepared for my next flight.

Oh, and my three passengers didn't seem to notice and/or mind and still forked over the $2400 they owed me for the flight

[stealthbob]

I feel you pain about the freq change thing, made the exact mistake myself more than once...

Twice after hearing "resume own navigation" :facepalm:

If I can recommend, the ratings tests really help...they are also a lot of fun.

http://training.pilotedge.net/page/ratings

[n75611]

A little embarrassing, yesterday on PE I landed on the wrong runway at John Wayne.
Couldn't see well on the base to final turn, overshot 20L and landed on 20R.
I was having a great time listening to other pilots making mistakes. How's that for Karma. Ha!

[mmerelles]

A little embarrassing, yesterday on PE I landed on the wrong runway at John Wayne.
Couldn't see well on the base to final turn, overshot 20L and landed on 20R.
I was having a great time listening to other pilots making mistakes. How's that for Karma. Ha!

I almost landed on the wrong airport if that makes you feel better jajajajaa

i was flying the 737-200 from KLAS to KBUR, closing to KBUR approach tells me: airport 10 miles 11 o clock, report insight. I confirm. Controller says: cleared runway 15 visual approach. I do reduce speeds, flaps, landing gear, speed brakes armed, pretty smooth and stable approach, MDA alarm comes in and i see runway 16 on the pavement WTF? full power, up into the air and contact approach, i was landing at Van News. Received vectors for a right downwind into 15 KBUR and landed safely.

note: KVNY is 6 miles out of KBUR, from my approach position KVNY was 12 o clok and KBUR was 11 o clock. Familiarization with the area is quite important

[Nelson L.]

I've landed in El Mirage going into Victorville.... I've also lined up at Van Nuys going into Burbank... I've gotten into a habit of triple checking my final APP course with the runway heading...

[Donovan]

After completing a flight from KVCV to KLGB this afternoon, I just remembered WHY I stray away from KLGB.

I just wandered my way out out (again) of Taxi Way Purgatory. Even with the Airport map, blown up to full size legal paper, I manage to get almost completely disoriented EVERY TIME I land and taxi there.
My brain turns to spaghetti, and my taxi route looks it. Where's the boy-scout to help me cross the street safely ???!!! Total airtime 0:27. Taxi time at KLGB 0:12 minutes with a few rescues by ATC.

Apologies!

Even WITH detailed taxi instructions I manage to muff it EVERY time. OMG.