Preparing for the approach I slow down and get the approach flaps out and the props forward (usually I don’t put the props forward until just inside the final approach fix) while being vectored on the left downwind leg for the ILS 34 at AVL. There is a bug in the damage model that Aeroworx is aware of and plans to fix in release #2. Normally approach flaps can be extended at speeds below 200 knots (the white triangle on the airspeed indicator) but the Aeroworx B200 reports this as damage to the flaps which will require you to use the maintenance module on the ground to repair the flaps. Holding off on extension of approach flaps until you are under 160 knots (near the full flap limiting speed) prevents the damage from occurring.
After configuring the airplane for the terminal area I brief the approach plate and start entering frequencies into the radios and adjusting the course selector and EFIS tubes to give me all the data I’ll need on the approach.
The plan is to come in on the left downwind, make two left turns to put me on a course to intercept the localizer well outside of Broad River (NDB). Initial approach altitude is 4400 (when cleared to descend to that by ATC) and decision altitude will be at 2340′ MSL for a standard ILS decision height of 200′. The ILS will be in the #1 and #2 NAV, the DH is set on the EADI and the NDB bearing pointer is brought up on the EADI to give me an idea of my position relative the initial approach fix (Broad River).
So the autopilot is on, power is set to keep me on a stable airspeed, the flight director is on heading mode (HDG) and the approach mode is armed (APPR) to capture the ILS once the course comes alive.
After several minutes on the final intercept heading the CDI needle starts to move off the right side of the display and the autopilot captures and tracks the course inbound. After passing Broad River the glide-slope comes alive and when the needle is one dot above the landing gear comes out.
The autopilot flies the aircraft smoothly down the ILS while I back off the power slightly to keep the airspeed at around 135 knots. Once the airfield is in sight I’ll put in full flaps, kick the autopilot and yaw-damper off and commit to landing. The fog occasionally parts giving me intermittent glimpses of the ground and the high terrain all around. Asheville is no place to clown around in the clouds.
I have a saying: “As long as you stay on the black lines on the chart, you won’t hit anything!” Whenever I’m in mountainous terrain I chuckle to myself when I think of the Gary Larson “Far Side” cartoon where the pilots are looking out the window and one asks the other: “Say, what’s a mountain goat doing way up here in a cloud bank!??”
At 400′ above DH (600′ AGL) I catch sight of the lead-in lights and put in full flaps and disengage the autopilot.
Crossing the airport boundary I recite my personal mantra: “Three in the green, full flaps, props, yaw-damper, cleared to land.”