4822C Worked Her Magic
The training is a lot of fun, but man is it a lot of work. My brain is fried.
The first approach into Brownwood was a GPS 35 WAAS approach fully coupled with the autopilot. Scott's right, the VOR 17 approach in Brownwood is a tough one for me. The proximity of the VOR to the runway and the 'stability' of signal when maneuvering right on top of a VOR is an extra challenge. The first one wasn't so great due to a miscommunication. My instruction was that we would do one circle in the holding pattern. To me, one circle in the holding pattern was the entry, which is what is shown, and then one full circuit around the pattern. My instructor's interpretation was that one circuit was simply the entry into the holding pattern and straight into the approach. Considering this was our first flight together lost my wonderful instructor due to a cast, it wasn't the end of the world and no safety of flight issues, so we just went back to try it again with both of us on the same page. Much better round 2.
I may be a little less aggressive with the red knob, but I did remember to use a little carb heat to add some turbulence. I was getting 6.8 gph at 130 true, thank you very much.
Dave, to answer the question about a VFR GPS, yes you can use one for situational awareness, but it can't be used as a primary source for navigation. Even the IFR certified GPS notes when loading a non-GPS approach that it is to be used for situational awareness only.
If you are flying with an instructor for the first time, and he comments about how great the airplane is several times, what can you do but go for a little joy-ride after 3 hours of hard work? We had 14 gallons of fuel leaving Georgetown for the joy-ride, so there weren't any fuel worries.