The Importance of Having a Back-up and Using It....

By Rayvon Williams, Redtail 3

10/23/05

Redtails....here's an interesting perspective I'd like to share.

Last week, at the now infamous Fresno meeting, there was a brief discussion regarding the utility of the instrument ticket, especially how it provides the ability to get into and out of the airport environs.  We spoke about the rating, although a challenge to earn, literally "pays for itself" in terms of time saved, missions completed and the sense of satisfaction.

I noted it is "getting in and out" that has proven most beneficial to me.  I'm still a rookie relative to many Redtails in terms of total time and I mentioned most of my actual time continues to be on the approach, flying a SID and a few times a STAR.  Yeah, enroute I've been in and out of clouds and on a few Angel Flights have been in the soup, but those are the odd ones.  The standard fare is the approach...and that's where things got interesting yesterday.

Had promised my wife that every few months we would get away for a short trip to a B&B.  Real simple, find a B&B near an airport, make reservation, check wx, complete a flight plan, file, kiss the boys goodbye and go.

Friday's destination was the Bath Street Inn in Santa Barbara (nice place).  WX for SoCal for the week was marine layer/fog burning off afternoon, sometimes lingering.  I figured it would be clear by the 1600 ETA.

Friday morning wx at SBA was 300 and 3, ugly but not impossible...the ILS is 200 and 1/2, besides it was sure to improve.  We had wheels up at 1400 and SBA was now 700 and 6 with mist...better, and better get there fast before conditions deteriorate.  Decided not to get the clearance just took off in VFR from WVI for the 1:15 flight. 

Flight was uneventful until we got to Morrow Bay. It was obvious this would be an approach into SBA with ceiling down to 500 and viz 4. Again, no problem, as a matter of fact the instrument rated Redtails would be licking their chops to fly an ILS!

I'm sure many have their methods for flying the approach.  I fly what I teach instrument students (B-A-R-M-A-T-H).  BRIEF the plate, ATIS - get it, RADIOS -select/tune/ID, MISSED - review it, ALTITUDE - DH or MDA?, TIME - required? and HEADING - inbound direction?.

So with the plane set up , the plate in the holder and a long way out I ask center if they can send me to SBA approach cause I gotta fly the approach.  They give me the freq.  I contact approach control.  SBA Approach gives me a clnc, a new squawk and says get ready for vectors to ILS 07.  All is good. (See the ILS 07 Appch Plate)  NOTE: Approach plate is not to be used for navigation!

Next I hear the magic words "...43mike turn right to heading 090, maintain 3500 til established cleared for the ILS 07...".

Again, all is good, we turn, see the needles begin to align and everything is working.....well not quite everything.

I knew I was flying an ILS and was surprised that I was not seeing the glideslope come in.  I even said out loud "I have no glideslope!"  That was not a smart thing to say as my wife asked me a question I could not answer.  Why don't you have a glideslope? 

I did not know.  And I knew, that not knowing is not good.

I knew the freq was correct, HSI, DME and GPS was telling me I was heading in the right direction.  Descent was good and I was not yet at GS intercept, but I did'nt see my indicators! 

Would you believe I even tapped the HSI?  (In hindsight that wasn't smart as my pax now was wondering what was going on with my preoccupation about the missing glide slope).

Pre-occupation became ommission, then fixation, then a scan that was non-existent. All because I would not believe I had no glideslope.  The siren song of the ILS and it's accuracy had lulled me into a false sense of security. 

It wasn't until 1000 feet, in the soup, on the LOC that I finally admitted either my GS recvr was gone or SBA's GS was out...either way it was time for the back-up....and I found my self talking out loud..."NO glideslope we will fly the localizer."  And we did, breaking out at 500 ft to an
uneventful landing.  Even after landing, I was bold enough to ask SBA tower if their GS signal was working since I did not pick up one.  They said I was the first to report it and before I could get to Signature FBO, Ground Control was telling me incoming traffic was picking up a strong GS
signal.  Guess that means Four-Three-Mike has an appointment at the avionics shop.

Why share this brief story? 

First, I'd like to encourage those who don't have the instrument ticket to seriously consider it.  As a CFII I can tell you most of my instrument students agree it is the most difficult rating, but by far the most useful. 

Second to the instrument rated Redtails make it a point to practice, practice and practice....and include the fact that instruments do fail and you should not be tapping an HSI cause you can't believe the GS is out.....you should be flying the plane and looking for the next logical action.  Not like me, taking valuable time in denial as opposed to staying ahead of the airplane.  No glideslope?  No problem, go to the LOC approach...don't wait.

Rayvon
#3