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immediately flying the procedure is a very high workload event – and it was my first flight in several days. I decided to stack the deck in my favor.
First, I filed an IFR flight plan from my destination airport to a fix about nine miles due north. From there, my flight plan went northeast about 15 miles to LASKI, another charted waypoint designed to give me plenty of time to turn around and head to the IAF for the approach. Since my destination is nontowered this should moot the ATC question, “Which ap- proach do you request?” The entire route was about 73 nautical miles, and the flight would take 29 min- utes, which seems excessive to move five miles laterally. But it saved the rapid-fire transition from takeoff to approach that would test me even if it wasn’t the first flight I’d made in several days.
Next, I did not make the hop first thing in the morning. I waited un- til about noon to see if conditions
might improve and also to see if any PIREPs for low-level turbulence were issued. Surface winds were in the high 20s, not unusual for Kansas but on the threshold of releasing moder- ate or greater turbulence close to the ground. A little delay also let me bet- ter evaluate whether I was up to the flight. I’d had a bad cold about a week before, and I didn’t want any relapse to dizziness to show up in the air.
Before starting the engine, I thor- oughly briefed the approach, includ- ing marking up the approach chart and making a “cheat sheet” of the items I needed to know from the final approach fix inbound and sticking it to my control wheel. I telephoned the ASOS at destination and got the air- port information. Before takeoff, I up- loaded my route, loaded the approach into the GPS, and set the minimums bug on the glass cockpit display. I preloaded the approach chart in the multifunction display and had it overlaid on the chart on my iPad.
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18 • TWIN & TURBINE / July 2022