Log Book - 12/17 C172 IA24 CID IA24 3 1.5
The day I have been waiting for since I decided to dive into the IFR training has finally arrived. It was time to fly an ILS approach in a real airplane. I was so juiced; I left work 30 minutes before I needed to just to make sure that the plane was fueled and everything was ready to go. As it turns out, it was perfect timing. By the time I had the plane preflighted and fuel added, Dale was just arriving. We hopped in the plane and discussed what we would do on this flight. We listened to KCID ATIS and found out that they were using RWY 09 visual approaches. Given that we were going to be doing ILS approaches, we pulled out the ILS 09 approach plate (see link below) and Dale and I went the chart, noting altitudes and what frequencies we should have setup in the comm and nav radios. We got things setup accordingly, and decided it was time to fire up the airplane and get started. While taxiing to the runup area, we once again checked ATIS (Information Whiskey) to verify that things hadn’t changed in the last 20 minutes. After a routine take-off I donned the Foggles at 600’ AGL and had Dale give me vectors temporarily. I then tuned CID APP, told them my location and received my squawk code. After verifying my location, the next communication was one that I had been waiting for with baited breath. Approach asked “N7717U, please state intentions”. WooHoo, now the fun begins. I replied multiple vectored ILS 09 approaches. I was told, turn HDG 270, remain VFR at or below 3000’. According to the DME, we were still about 10m from the CID VOR and flying away from the airport. After listening to Approach for a few minutes, I quickly realized that this afternoon wasn’t the best time to be practices approaches at an airport where commercial service was also being served. We finally given a turn right 360 and descend to 2500’. Hoorah, finally being vectored toward the airport. Dale told me that there are several things that should be verified before being vectored for the LOC intercept and the base leg is the best time to do that. We then go though our approach checklist and wait for our next vector. Finally I hear, “N7717U, Turn right HDG 070, maintain 2500’ until established, clear for the ILS 09 approach”. I respond with “Right 070, maintain 2500’ til established, cleared for the ILS 09 approach, 17U”. Shortly after intercepting the LOC, App told me to contact TWR. I changed frequencies and received instructions from TWR “17U, cleared for low approach, after miss, HDG 110 remain VFR at or below 3000’”. I replied and we started down the GS. Things went well for my first ILS approach, but found out that I was over correcting when I saw the LOC needle move even the slightest amount. The GS adjustments came a little easier as I had the proper descent RPM settings for the 172. Once the plane is trimmed for the proper descent, power settings are used for altitude correction on the way down the GS. After we reached 1055’, Dale told me to remove the Foggles and take a look. I couldn’t believe it, right there to the left of me was the runway. I know, I know, it should have been right in front of me, but you do remember me writing that I had issues with over correcting. I wasn’t able to get the needle centered, but I was within 1 dot meaning that it was acceptable. I called the TWR and told them missed, HDG 110 and I then was switched to DEP. I contacted DEP and told them I wanted another ILS approach, so I was given instructions to turn right HDG 270 and maintain VFR at or below 3000’. We then stayed at 270 and flew for several miles. I was then told to turn right HDG 360 and descend to 2500’. Here we go again, base leg here we come. This is when things got interesting. We could hear on the radio that it was starting to get busy, and shortly after that, we were told remain on 360 for landing traffic vectors. We then blew right through the LOC and ended up flying several minutes before getting turned back to the ILS. After travelling back at 180, we were once again told to stay on 180 and back through the LOC again. That was an extra 15 minutes that I wasn’t real happy about. It’s not like the controllers are paying for the plane and instructor. 8^) Dale mentioned to me that while we weren’t flying the actual approach, it was still good practice to maintain an altitude while being vectored all over the place and to also gain experience with ATC communications. Well, we were finally vectored back to the LOC and started our base leg checklist again. We were vectored towards the LOC and started the approach again. This one went much better and I was within a half dot on the entire approach. Once we were down to 1055’ the Foggles were removed to a perfect approach centered right on the runway. After telling DEP that we wanted one more ILS 09 before heading back to IA24, we were once again vectored back to the approach end of the ILS 09. The 3rd approach was the best yet and I was feeling really good at that point. We then were given vectors back towards IA24 and once CID DEP handed us off Dale gave me vectors and altitude callouts to line us up for a left base for RWY 15 at Green Castle. Once at pattern altitude, I removed the Foggles and continued the approach to landing. Being out in the middle of nowhere, we always look for wild animals on the runway as we turn final for landing. While it’s usually deer occupying the runway, several turkeys started to make their way onto the side of the approach end of the runway as we were about the land. Given the fact that there was enough room, I added a little power and flew over the top of them and landed a little long. That was the last thing that I was expecting on this flight. 8^) After getting the 172 and 150 back in the hangar, we went to the office to debrief. Dale mentioned before we took off that he wanted to man the radios until I got the hang of it, but I pleaded with him before we left IA24 that I felt comfortable with the radios and still being able to control the airplane. He told me that my radio skills were great and that ATC communication is one of the main factors that most IFR pilots initially have issues with. We will once again plan on ILS approaches at CID at my next lesson. While there was some wind today, it was mainly straight down the runway and Dale wants me to get used to flying an ILS with a crosswind of some kind. Things are going good and I look forward to my next lesson. I really cannot wait to fly in some actual IMC.
http://flightaware.com/resources/airport/CID/IAP/ILS+OR+LOC+RWY+09/pdf
Friday, December 18, 2009
Monday, December 14, 2009
Lesson #3
Log Book - 12/12 C172 IA24 IOW IA24 2 1.4
With a fresh snow on the ground, my son Nolan and I spent the morning digging snow out around the hangars so that we could open the door. I braved the cold pulling the 172 out of the hangar and preflighting. Since getting my license, I have always been a fair weather pilot and have never ventured out with it being cold or having any snow on the ground. Well, today changed all of that. We discussed our plan in the office and decided that we would do some more VOR intercepts, holding patterns, the IOW VOR-A approach (see the link below) and the missed approach procedure. I took off, donned the Foggles at 500’AGL and flew direct IOW. As the DME counted down, Dale said that we would fly to the VOR and intercept the outbound radial to the Muscatine VOR (DDD) which is about 20 miles from the IOW VOR. During the time while flying, he explained to me the proper procedures for using the second VOR in the plane and thinking ahead and tuning appropriately. After reaching the VOR, I went through the 5 T’s mnemonic (Turn-Twist-Time-Throttle-Talk), and started flying to the DDD VOR. With the needles correctly centered, we flew a few more miles. I was then asked to head back to the IOW VOR and for me to figure out how to get there. I knew it was behind me so I started my standard rate turn to the left and centered the needle using the OBS. I then flew direct to the VOR and started watching the distance start to wind down on the DME. Our next maneuver was to enter the published holding pattern over the IOW VOR. Dale asked me what the proper procedure to enter the hold at the IOW VOR. Given the direction of our flight, I answered correctly that we should enter the hold with the teardrop entry. Once over the VOR, I turned to a heading of 230 and started the timer. After a 1 minute on that heading, it was time for the left hand standard rate turn. We then proceeded back to the VOR and did one more published hold before starting the VOR-A approach. I flew the entire approach down to minimums (in VFR conditions) and then proceeded with the missed approach. The air was so calm while flying above 2500’, you could certainly tell when I was descending to the airport. The missed approach takes you back to the VOR, where I flew the full approach back to IOW. Dale did most of the communications with CID Approach during the procedures so that I could concentrate on my flying and not worry about the radio. At first I had hoped to do it all, but am happy with his decision to handle part of my tasks. We then departed the IOW area and headed back to IA24. With Green Castle in site, Dale had me remove the Foggles and I contacted CID and was switched over to Unicom. After a successful landing, it was time to get back to the office and discuss out flight. Dale said that things went well and if there was one thing that I needed to work on it was my altitude deviations while make turns. It seems that I am always applying back pressure on the yoke when making turns and need to make sure to lighten the pressure. He said everything went well and that he could tell that I was using Flight Sim in a positive way. We discussed what our next lesson would entail, and that we would spend the time doing ILS approaches at KCID. WooHoo, I cannot wait. The bad thing is that we are expecting several days of bad weather over the next week. Hopefully we can sneak a session in between the snow.
With a fresh snow on the ground, my son Nolan and I spent the morning digging snow out around the hangars so that we could open the door. I braved the cold pulling the 172 out of the hangar and preflighting. Since getting my license, I have always been a fair weather pilot and have never ventured out with it being cold or having any snow on the ground. Well, today changed all of that. We discussed our plan in the office and decided that we would do some more VOR intercepts, holding patterns, the IOW VOR-A approach (see the link below) and the missed approach procedure. I took off, donned the Foggles at 500’AGL and flew direct IOW. As the DME counted down, Dale said that we would fly to the VOR and intercept the outbound radial to the Muscatine VOR (DDD) which is about 20 miles from the IOW VOR. During the time while flying, he explained to me the proper procedures for using the second VOR in the plane and thinking ahead and tuning appropriately. After reaching the VOR, I went through the 5 T’s mnemonic (Turn-Twist-Time-Throttle-Talk), and started flying to the DDD VOR. With the needles correctly centered, we flew a few more miles. I was then asked to head back to the IOW VOR and for me to figure out how to get there. I knew it was behind me so I started my standard rate turn to the left and centered the needle using the OBS. I then flew direct to the VOR and started watching the distance start to wind down on the DME. Our next maneuver was to enter the published holding pattern over the IOW VOR. Dale asked me what the proper procedure to enter the hold at the IOW VOR. Given the direction of our flight, I answered correctly that we should enter the hold with the teardrop entry. Once over the VOR, I turned to a heading of 230 and started the timer. After a 1 minute on that heading, it was time for the left hand standard rate turn. We then proceeded back to the VOR and did one more published hold before starting the VOR-A approach. I flew the entire approach down to minimums (in VFR conditions) and then proceeded with the missed approach. The air was so calm while flying above 2500’, you could certainly tell when I was descending to the airport. The missed approach takes you back to the VOR, where I flew the full approach back to IOW. Dale did most of the communications with CID Approach during the procedures so that I could concentrate on my flying and not worry about the radio. At first I had hoped to do it all, but am happy with his decision to handle part of my tasks. We then departed the IOW area and headed back to IA24. With Green Castle in site, Dale had me remove the Foggles and I contacted CID and was switched over to Unicom. After a successful landing, it was time to get back to the office and discuss out flight. Dale said that things went well and if there was one thing that I needed to work on it was my altitude deviations while make turns. It seems that I am always applying back pressure on the yoke when making turns and need to make sure to lighten the pressure. He said everything went well and that he could tell that I was using Flight Sim in a positive way. We discussed what our next lesson would entail, and that we would spend the time doing ILS approaches at KCID. WooHoo, I cannot wait. The bad thing is that we are expecting several days of bad weather over the next week. Hopefully we can sneak a session in between the snow.
Lesson #2
Log Book - 12/1 C172 IA24 IOW IA24 1 1.0
The day started with discussion about whether we should go. Dale and I had canceled the previous Sunday because of high winds and gusty conditions and today wasn’t much better. We decided to go, so I preflighted the plane while Dale went to get approaches charts, etc. We discussed what we were going to do while on the ground with the engine stopped. The plan for the day was to work on holds at the IOW VOR. We departed IA24 and I put on the foggles. With the wind gusting out of the SW, I initially had issues with flying the correct heading to intercept the VOR. The initial heading that is usually flow from IA24 to IOW is 150 degrees. I had started flying with a 15 degree correction to 165, but that still wasn’t enough, so I corrected to 180. As we approached the VOR, given the heading in which we would be intercepting the VOR Dale decided that we would go ahead and go outbound, do the procedure turn and then track the VOR inbound. After crossing the VOR, I would then start the hold. After crossing the VOR, that is when the fun began. The hold has an outbound heading of 197, so given the winds I tried a heading of 220. As I turned to 220 and started the clock, I waited the typical 2 minutes had before I started my standard rate turn. Before I got that far, Dale explained to me that given the strong winds, I need to be aware of the winds and what direction that I am flying. With DME (distance measuring equipment) installed in the 172, we should be around 2 miles from the VOR when we start our standard rate turn back to the VOR. Looking at the DME, I see that we are just a little over 1 mile out, so I need to adjust my time given the wind. We then turn back to the VOR and do the VOR-A (see link below for approach plate) into IOW and called missed at the MDA. CID Approach then vectors me back towards IA24. Once Dale has the airport in sight, he has me remove the Foggles and contact Approach to let them know. They switch us over to Unicom and then a normal approach and landing and we are done for the day. We headed back to the office to discuss our flight. While the wind was a major issue, Dale decided that it was best for me to get some experience as one never knows what the weather will bring. Our next lesson will include more holds, VOR interception and maybe an approach.
http://flightaware.com/resources/airport/IOW/IAP/VOR-A/pdf
The day started with discussion about whether we should go. Dale and I had canceled the previous Sunday because of high winds and gusty conditions and today wasn’t much better. We decided to go, so I preflighted the plane while Dale went to get approaches charts, etc. We discussed what we were going to do while on the ground with the engine stopped. The plan for the day was to work on holds at the IOW VOR. We departed IA24 and I put on the foggles. With the wind gusting out of the SW, I initially had issues with flying the correct heading to intercept the VOR. The initial heading that is usually flow from IA24 to IOW is 150 degrees. I had started flying with a 15 degree correction to 165, but that still wasn’t enough, so I corrected to 180. As we approached the VOR, given the heading in which we would be intercepting the VOR Dale decided that we would go ahead and go outbound, do the procedure turn and then track the VOR inbound. After crossing the VOR, I would then start the hold. After crossing the VOR, that is when the fun began. The hold has an outbound heading of 197, so given the winds I tried a heading of 220. As I turned to 220 and started the clock, I waited the typical 2 minutes had before I started my standard rate turn. Before I got that far, Dale explained to me that given the strong winds, I need to be aware of the winds and what direction that I am flying. With DME (distance measuring equipment) installed in the 172, we should be around 2 miles from the VOR when we start our standard rate turn back to the VOR. Looking at the DME, I see that we are just a little over 1 mile out, so I need to adjust my time given the wind. We then turn back to the VOR and do the VOR-A (see link below for approach plate) into IOW and called missed at the MDA. CID Approach then vectors me back towards IA24. Once Dale has the airport in sight, he has me remove the Foggles and contact Approach to let them know. They switch us over to Unicom and then a normal approach and landing and we are done for the day. We headed back to the office to discuss our flight. While the wind was a major issue, Dale decided that it was best for me to get some experience as one never knows what the weather will bring. Our next lesson will include more holds, VOR interception and maybe an approach.
http://flightaware.com/resources/airport/IOW/IAP/VOR-A/pdf
Lesson #1
Back in 1993 when I got my PPSEL, I figured that I would never consider getting my instrument rating as I didn’t really see a need for it. Having to cancel 3 flights over the summer it got me thinking that maybe I should put the IFR rating on my priority list. I figured not only will it allow me to fly when conditions are marginal; it will also make me a better pilot. I started chatting with my instructor while I was getting instruction for my tailwheel endorsement and we both decided that it might be a good idea to go up for a couple of hours to see how comfortable I felt with the Foggles on to see if it was something that interested me. Well, my schedule allowed me to take some time away from work yesterday, so off into the blue sky we wondered.
I have decided to jot down my lesson highlights for those that are interested. I have also included each lesson’s log book entry. This shows the date, aircraft type, where we flew, number of approaches & time logged:
Log Book - 11/23 C172 IA24 IOW IA24 0 1.2
We sat in the 172 for about 10 minutes and discussed the primary and secondary instruments for IFR flights and went over what instruments are powered by the vacuum and electrical system. Given Green Castle (IA24) is a private air field; we have no ATC, so we always tune to KCID ATIS while in the run up area. After receiving the ATIS and setting the altimeter and associated radios, we taxi to RWY 15. As we are back taxiing to 15, I turn the nose back and forth to make sure the compass, turn coordinator and heading indicator were working correctly. Shortly after takeoff I don the Foggles and am told to turn to 180 and climb to 2500. I was then told that we would use CID departure for traffic advisories, but I would be getting heading and altitude direction from Dale, my instructor. I was then instructed to get CID departure on the radio and inform them that we would be at the practice area 2500’ or greater. After receiving a squawk code, we then leveled off at 2500’ on a heading of 180. We then took some time to verify the power settings that I had written down for level flight, a 500 fpm descent and climb at 90 knots. After those were verified, it was show time. I then went through several standard rate turns at level flight, climbing and descending while turning both right and left. After Dale was happy with those, he asked how to go about flying to the IOW VOR. I tuned the radio, checked the Morse code identifier to make sure I had the correct frequency and then twisted the OBS to get the correct inbound heading. As the DME ticked down, we then went over the correct procedures for intersecting a different radial other than a direct line towards the VOR. Once that was complete, we turned back towards the IOW VOR and proceeded to fly the VOR-A (see link below) approach into KIOW. We didn’t do the full approach with procedure turn or descend per the approach plate, but just flew to the 017 radial from the IOW VOR to the airport while at 2000’. Once we were directly over the airport, Dale explained the missed approach procedure and we then flew the missed back to the VOR. We didn’t do the hold, although Dale asked if I wanted to. While I haven’t had much experience with holds in Flight Sim or my instrument DVD’s, I figured that I would much rather have a better understanding of them before I try to fly one. Plus, the clock in the airplane was acting funny so we wouldn’t be able to time the legs anyway. After overflying the VOR, I was instructed to fly direct to the CID VOR (which would take us directly back to IA24). I already had the CID VOR tuned to the 2nd VOR, so I turned the OBS until it was centered and then turned to a HDG of 330 direct CID. As we approached IA24 I removed the foggles and called CID approach to let them know that IA24 was in sight. I then squawked 1200 and changed to the advisory frequency. After landing back at IA24, we went to the office to discuss our flight. Dale knew of my flight simulator experience and said that he could tell by the way I was able to track VOR’s, etc. He could also sense my ability to not get confused with ATC instructions and read backs. He felt things went well and that we could start doing holds (if the clock gets fixed) in the next lesson.
http://flightaware.com/resources/airport/IOW/IAP/VOR-A/pdf
I have decided to jot down my lesson highlights for those that are interested. I have also included each lesson’s log book entry. This shows the date, aircraft type, where we flew, number of approaches & time logged:
Log Book - 11/23 C172 IA24 IOW IA24 0 1.2
We sat in the 172 for about 10 minutes and discussed the primary and secondary instruments for IFR flights and went over what instruments are powered by the vacuum and electrical system. Given Green Castle (IA24) is a private air field; we have no ATC, so we always tune to KCID ATIS while in the run up area. After receiving the ATIS and setting the altimeter and associated radios, we taxi to RWY 15. As we are back taxiing to 15, I turn the nose back and forth to make sure the compass, turn coordinator and heading indicator were working correctly. Shortly after takeoff I don the Foggles and am told to turn to 180 and climb to 2500. I was then told that we would use CID departure for traffic advisories, but I would be getting heading and altitude direction from Dale, my instructor. I was then instructed to get CID departure on the radio and inform them that we would be at the practice area 2500’ or greater. After receiving a squawk code, we then leveled off at 2500’ on a heading of 180. We then took some time to verify the power settings that I had written down for level flight, a 500 fpm descent and climb at 90 knots. After those were verified, it was show time. I then went through several standard rate turns at level flight, climbing and descending while turning both right and left. After Dale was happy with those, he asked how to go about flying to the IOW VOR. I tuned the radio, checked the Morse code identifier to make sure I had the correct frequency and then twisted the OBS to get the correct inbound heading. As the DME ticked down, we then went over the correct procedures for intersecting a different radial other than a direct line towards the VOR. Once that was complete, we turned back towards the IOW VOR and proceeded to fly the VOR-A (see link below) approach into KIOW. We didn’t do the full approach with procedure turn or descend per the approach plate, but just flew to the 017 radial from the IOW VOR to the airport while at 2000’. Once we were directly over the airport, Dale explained the missed approach procedure and we then flew the missed back to the VOR. We didn’t do the hold, although Dale asked if I wanted to. While I haven’t had much experience with holds in Flight Sim or my instrument DVD’s, I figured that I would much rather have a better understanding of them before I try to fly one. Plus, the clock in the airplane was acting funny so we wouldn’t be able to time the legs anyway. After overflying the VOR, I was instructed to fly direct to the CID VOR (which would take us directly back to IA24). I already had the CID VOR tuned to the 2nd VOR, so I turned the OBS until it was centered and then turned to a HDG of 330 direct CID. As we approached IA24 I removed the foggles and called CID approach to let them know that IA24 was in sight. I then squawked 1200 and changed to the advisory frequency. After landing back at IA24, we went to the office to discuss our flight. Dale knew of my flight simulator experience and said that he could tell by the way I was able to track VOR’s, etc. He could also sense my ability to not get confused with ATC instructions and read backs. He felt things went well and that we could start doing holds (if the clock gets fixed) in the next lesson.
http://flightaware.com/resources/airport/IOW/IAP/VOR-A/pdf
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