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