IFR Long X/C and the Specter of Expectations

Yesterday we finally had a chance to do the long X/C. For those of
you that don't know, I have about 50 hours of dual instrument and I'm
fairly close to the checkride. At least that's what my instructor
proposes. So as you can see my long X/C came later for me than most.
I've also had an instructor and airport change.

The plan was to fly from Caldwell (CDW) to Harrisburg, PA (MDT) to
Lancaster, PA (LNS) and back to Caldwell. It was actually a beautiful
day for flying with light winds at the surface throughout the area and
a fairly smooth ride at altitude. I will admit that I always hoped
that I would have a chance to do my long XC in actual, but that's not
likely around here this time of year and I guess I'll have to settle
for the six hours I already have. On the trip out the first fix was
to be the SBJ VOR, then V30 to Lanna Int, then the ETX VOR. Because
we filed \G, we were given direct to ETX. We use the GPS fairly often
for approaches, but usually choose to fly our entire clearance when
offered to go direct for training. Even then the GPS is typically
used for situational awareness. This time we accepted the clearance
and setup the GPS to go directly to ETX, as the VOR was too far away
to use at the time. As we're tracking to the VOR I'm trying to fill
my time as we're still too far away to pick up the ATIS, so I start to
setup as much as possible for the expected approach. But for some
reason I forgot that we were given direct to ETX and thought that we
were going direct to the Allentown VOR (FJC). That was the first
mistake. Because I had often been offered direct to FJC on other
flights, I somehow forgot where I was headed. This was discovered
when I tried to set up the Number 2 VOR to FJC and realized the course
to FJC wasn't meshing with the GPS course. I knew something was wrong
and around that time my instructor queried me as to what I was
attempting to do. I realized that by paying more attention to the info
shown on the GPS I would have avoided this.

From that point on things seemed to work out. We made it to ETX and I
flew outbound on the correct airway. We were hoping for one of the
ILS approaches into MDT, but because of construction both ILS
approaches were out, although this wasn't mentioned in the NOTAMS we
received about an hour earlier. So we were offered the VOR 31 instead
and fortunately I had the plate nearby. I brief it as we're getting
vectors to the final approach course. Even with the short notice I
managed to get setup and shoot a good approach. Well, with the one
exception that I leveled off at 1400' instead of the MDA of 1140',
which I remedied. On the ground we had lunch and debriefed. My
instructor was pleased with my ability to adjust quickly, although I
didn't think it was a big deal since the approach was fairly easy with
only a couple of step-down fixes.

The next stop was a short hop over to Lancaster. While my instructor
usually prefers to leave some setup to do in the air to make sure I
have a challenge, we figured it would be best to do as much on the
ground since we were so close to the destination.

We departed MDT and received vectors for the ILS Rwy 8 at Lancaster
almost immediately. I briefed the approach on the ground at MDT so I
knew what to expect. We were cleared for the approach to Rwy 8 with
circle to land Rwy 31. However, I had expected to hear circle to Rwy
26 and that's what I repeated to the controller. That was the second
place where expectations bit me in the rear. With some admonishment
from my instructor about listening, I intercepted the localizer,
performed a GUMPS, and performed the 5 T's at the marker. The ILS
wasn't my best but I remained within 1-1.5 dots on both the LOC and
the GS. I was consistently a little high on the GS and in hindsight
realized it was probably due to a slight tailwind. A quick glance at
the GPS would have given me the answer. I also had one notch of flaps
in and probably about 100 rpm too much power. We landed uneventfully
a taxied back to pick up the clearance back to CDW. It would be
direct ETX direct FJC direct STW. Shortly after takeoff we were
cleared direct to FJC then direct to STW. This time I made sure to
rely more on what the GPS was telling me and had no problem
maintaining situational awareness. We performed the GPS-A back into
CDW with only one problem, I briefly went below MDA. Lately I've
erred on being about 30-50' above MDA, but don't know what happened
today.

Although I've done numerous IFR XCs during my training to airports
within 55-80 miles, I really felt like a primary student pilot on my
first dual long XC. We put a total of 3.6 on the Hobbs and I
certainly felt tired afterwards. After I landed my instructor asked
how I felt. I told him that I wasn't that happy with my performance
and didn't think I was ready for the ride. He told me he thought I
had done well and that he has seen students pass their checkrides that
were far less prepared than I was. I guess I expect that going into
the checkride my flying should be flawless and that there should be
minimal to zero errors because the stakes are too high. Before the
checkride he wants to go to Hartford to fly an LDF approach so that I
have the experience, and to take a trip to Millville, NJ to fly an
approach with an NDB feeding an ILS. After that we'll do more partial
panel and it's on to the big show.

Dave