Well what’s happened this last week then? Didn’t fly on Friday 27th July or Monday 30th July. I was starting to worry that too many people were using the aeroplane so putting me back a bit, but I need not have really worried.

After questioning the DA42’s stability I thought I had better the standard 6 gauge instrument scan into terms I could apply for the G1000. Last Saturday was a lovely day so I spent a good few hours reading in the back garden with my feet up and a copy of the FAA Instrument Flying Handbook (a full manual available for free and online). Chapters 4 and 5 are the helpful ones if anyone is interested. I had read parts of this before but now seeking a solution much more sank in.

It was interesting to note two methods for instrument flying, the Performance and Control Method, which is the one my FI seems to prefer, but also the Primary and Supporting Method, which I think you instinctively use anyway to assess.

Two tips mentioned in the Handbook that are handy. First is to make smaller and smaller attitude corrections so as to learn what effect that has, also a small corrections will show up better (less lag) on the VSI. Secondly, part of the Perf and Control method, though this is largely ingrained, remember ETCA – Evaluate, Trim, Cross-check then Adjust. Repeat repeatedly and this works for most flight manoeuvres.

So how to crack the scan and hopefully fix the silly altitude excursions? The G1000 scan itself is simple when you realise the sequence. Up then down via the attitude indicator. Then return the attitude indicator, go left, attitude indicator right, right then return. With the some part so the scan you have to unlike a standard scan evaluate more than one thing. For example for the Up scan you will have to look at the bank attitude pointer and also the slip indicator. Likewise Right, both the altitude and the VSI.

One problem commonly raised about the G1000 is the lack of pointers. With conventional instrumentation, you can assess any deviancy of a pointer in relation to a desired graduation. If that pointer is moving when you don’t want it to, regardless of its value, you need to do something about it. With the G1000 you have to assess if the moving numbers are what you require then think about doing something. Effectively you have to insert imaginary pointers.

Day 21
Tuesday 31st July

A late session and the Gloucester route again threatened. I elected due to time and also wanting to test out the scan technique to do the local dummy route off WBA then toward SWB. It seems to work.

Altitude and heading are better. I mentally set myself the task of maintaining +/- 50 feet where the test tolerances are twice that. If I do go outside 50 feet, I will at least be reacting but not busting the tolerance levels. I am minded that the weather is rather good and not very turbulent. I trim and manage to get the aircraft to fly level for a change!

Day 22
Wednesday 1st August

The Gloucester route again. London Info were very busy but I seemed to jump the queue when calling for an airways join clearance. We use a trick with Bristol stating our ETA for Gloucester and requesting a level for a hold. This prompts them to call Gloucester and co-ordinate, unlike last time where we were passed over to Filton before Gloucester.

Not to bad overall, but note that at Glos and back at the Green I was far too high on the descent profile.

Day 23
Thursday 2nd August

First ILS in the DA42. Booked a slot at Filton where we routed direct from the Green. Hold, procedural ILS, go-around from decision, engine-failure which is not restored, radar vectored back onto the ILS, go-around whilst having a quick look at the A380 about to do visual circuits then back home.

I forgot to pre-tune the Tower frequency for the first approach, which while on the glidepath puts the workload up and can ruin your day. Fortunately FI helps out. I think I also need to get a feel for when to deploy gear and flap before hitting the FAP/FAF descent point. 0.5nm seems to work well for single-engine. You do have to be careful with the Diamond’s approach flap ballooning you upward which doesn’t help with your descent because you have to lose it all again!

I apparently have about 9 hours to go and am down on the standby test list in 10 days time, which will be conducted from Bristol. Eeek!