February is the time we have kept those resolutions we feel we can maintain, and maybe ditched those that we know we can’t. Now that I don’t fly for a living, I seem to resolve to not only fly more each year but to be safer and more proficient while doing so. I’m fortunate to be a member of the Rockwell Flying Club in Dallas at Addison Airport. Members have access to a very well-maintained F33 Bonanza (with air conditioning), a Cirrus SR22, and multiple single-engine Pipers. Last year, my schedule filled up quickly, and every time I thought I could get back into the air, something got in the way.
In 2026, I have resolved, once again, to be more proficient and to fly more. As a former Beech employee, I prefer to fly the club’s Bonanza. It has the capability and is certified to operate in the IFR environment, but I wouldn’t want to fly it in IMC. The autopilot wanders, and the cockpit instrumentation and lighting are pure vintage 1980s. There’s no problem, though, filing IFR in VFR conditions. The plane performs perfectly.
My instructor and check pilot in the club is a high-altitude center controller in Dallas. He is a demanding instructor and fair evaluator, and we’re lucky to have his experience in our club. When I moved back to Dallas a couple of years ago, I soon joined the club and got checked out in the Bonanza. We accomplished our VFR maneuvers and IFR procedures at other airports in the area because the airspace around Addison, Love Field, and DFW is so saturated. So, I never made any instrument approaches into Addison, the club’s home field. Well, that’s kind of an issue. Here’s why. The local approach controllers in the area know this particular Bonanza as a KADS-based club airplane. But what they don’t know is that some pilots flying it may not be completely familiar with the Addison arrivals and approaches. I was on an IFR flight plan in day VFR conditions on arrival to Addison when I was given a direct to BONOO instruction by approach control. Well, I was being given vectors and expecting vectors to a visual approach. I was using ForeFlight and had all the arrival and approach plates available in the app, along with the IFR low-altitude chart. I hadn’t studied the approach plates because I was being given vectors to a visual approach. So, when given a direct-to-fix instruction, I started initially looking at the low-altitude chart and FINGR ONE arrival. There was BONHAM VORTAC on the arrival, but it was behind me. Just as I found the BONOO intersection on the RWY 16 ILS plate, the controller asked me why I hadn’t turned yet. It was busy that day, so I couldn’t really articulate the situation over the frequency. I told him that I was turning to BONOO, and nothing was said further.
I never have any issues communicating with controllers, and if I am confused about something, I don’t have any problems asking ATC for clarification. But this was a great wake-up call to improve a part of my proficiency. I will always expect the unexpected and review all arrivals, approaches, and other charts, especially when unfamiliar. I will also ask immediately for clarification when unsure about something.
Be safe out there.
