Lesson #4

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