IFR Training : Final Check on the simulator

The final check on the simulator is the second of the 3 assesments scheduled by the school for the IFR training. The goal is to assess the level of the student, particularly on the operational and safety scale. In general, the examination is done by the chief flight instructor, and I won't be the exception...

The flight scheduled is a ELLX/Luxembourg to EHRD-Rotterdam. After a brief analysis of the route, I decide to first go the Bruxelles VOR and after set course to the first VOR of my arrival segment in Rotterdam. The check isn't suppose to last more than 1h30, I am expecting then to divert to 3airports : Liège & Charleroi, which are located on the right and left side of my route, and Maastricht that have a NDB approach available. I am trying to see what the instructor will ask me...Sadly, I forgot one option.

Route selected with in red squares EBCI-EBLG-EHBK

The Chief Flight asked me to choose one of the two meteorogical conditions of the last two days. I chose the one from wenesday that should be easier to explain. Indeed, we must be able to explain what conditions will affect the flight and extrapolated slightly on what can be expected in the next few hours.

By noon, I was ready for the check scheduled at 2pm. The instructor arrived, he was in a very good mood, joking about the weather of the day ; a good sign I guess ! I'm sitting in the simulator, preparing the aircraft for the flight. I am a bit nervous, reviewing mentally all the departure procedure. A final check of my settings, and I am calling the ground to receive my departure clearance.

""Luxembourg Tower, good afternoon, OO-GSM calling from the general aviation apron. Request start up and IFR Clearance, IFR from Luxembourg to Rotterdam, information Echo onboard."

The instructor responds, taking the role of the atc. Now, I am alone in the aircraft and take all my decisions alone. The instructor is here to see how I am handling the aircraft and the flight in general, he sure won't help me or give any advice. I set all the frequencies and heading in the radio panels and instruments, a quick check of all my settings and I am ready to brief the meteorogical conditions, notam, fuel and so on...

A few minutes later, after a short taxi, the control tower clears me for take-off. I push the trust lever forward, runway axis well insight. A few routine calls to check the engine's parameters, rotation speed, a slight impulsion on the control lever and we take off from the virtual runway. Positive rate of climb, gear is retracted and we are off for an hour and a half of examination.

I'm using the DIK2X till the VOR of DIekirch, the initial point of my enroute phase. The control allow me to climb directly to FL070, or 7000feets on standard setting. That's nice, I'll proceed for a continuous climb without leveling off, it gives me time to think about my briefing for the arrival at destination. I'm now expecting a diversion for any reason after passing the VOR, but not before that.

The instructor hasn't the same plan.

" OO-GSM, the operation of your company wants you to go back to Luxembourg."

I am just a few nautical miles from the VOR, steady at FL070. I am quickly thinking and take the decision to enter the holding overhead Diekirch to prepare for an approach in ELLX and brief it.

The ATC approve my request to enter the hold, but for only one turn representing approximately 6minutes of flight time with the entry procedures. One turn only, otherwise I'll have to wait 2hours to land, unthinkable ! I'm doing a short briefing, setting the aircraft as fast as I can and monitoring my descend at the same time. I don't have much time to brief and descent, I must descend at nearly 1000ft per minutes to reach 3000ft and start the approach ! The instructor, seeing that I'm not doing bad but my holding is looking like a strange patato, allowed me to do one more hold : Hourray...

This one is not perfect either and I am beginning the approach. I intercept the final axis for a localiser runway24, so without glideslope information. I start the descend upon passing my final approach point-FAP. Everything was going pretty well till I passed 2000ft on the approach. The wind suddenly back to the left, blowing me out of the axis till the autorised limit, or half scale deflection on the HSI. I know that the instructor saw it behind me, so I am simply calling "Half Scale deflection, go around."

A good decision, but I forgot to prepare the missed approach. Absorbed by the approach itself, I forgot to prepare myself for the missed approach case. Even if it is quiet easy, climb straight till 3000ft then turn right upon passing the NDB, I know I am in a hurry and request, just in case, a vectoring for another approach. The instructor accepted and gave me a first vectoring to clear the axis. I am breathing again and focus on the new attempt.

HSI Classique. La petite barre jaune représente la déviation
par rapport à l'axe de piste. Une fois établit, une déviation de
plus de moitié signifie une remise des gazs. 

Sadly, I get surprised once again by the wind. It varies of almost 90° on maybe 100ft, blowing me again to the left. I was able to take a late correction to counteract this effect and get back on the axis to continue the approach. A pretty close call, but I am finally reaching the minima and the runway is insight. I'm getting ready to either land or go around, knowing that the test might not be finished yet. A good feeling ; just a few feet above the runway, the ATC request a go around. Full throttle, gear up again for the 3th time today ! Another vectoring for a full ILS this time, what a luxury ! The instructor set a very difficult meteorogical setting, with gusts and turbulence to see how I'am doing at the end of the test. I following this ILS pretty well and reach the minima perfectly on the glide. Once the aircraft on the ground, I sit back in the seat with a mitiged sentiment. That wasn't really bad, but I used to fly better than that...

After leaving the simulator, the chief flight instructor asked me a lot of theoretical questions. I was able to respond to most of them, but not enough for him. I'll have to review that for the examination on the aircraft. Otherwise, the check is passed and I am released on the aircraft to continue the training!

Cessna182RG.