Lesson #12

Log Book - 3/13 C150 IA24 8C4 KDVN KCID IA24 3 2.3

I woke up about 5:30am and couldn’t sleep; knowing that today was probably going to be my first flight in actual instrument conditions since the early 1990’s. We had originally planned for a 9:15am departure, but decided to delay 90 minutes as the weather was 500’ OVC at KCID. The TAF’s showed things to be much better in a few hours, so Dale and I planned to meet at Green Castle about 10:30 to start our journey. I have included the TAF’s for KCID and KMLI, which is about 10 miles SE of our arrival airport:

KCID 131335Z 1314/1412 01019G25KT 2SM -RA BR OVC005
FM131700 02014G23KT 6SM -RA BR OVC012
FM132000 36012G20KT 6SM BR OVC020
FM140500 36014KT 5SM BR OVC015

KMLI 131121Z 1312/1412 02012G18KT 4SM RA BR OVC010
TEMPO 1312/1316 2SM RA BR OVC006
FM131600 01015G23KT 4SM -RA BR OVC012
FM132000 03014G20KT 5SM BR OVC020
FM140500 01012KT 4SM BR OVC015

As you can see, the ceilings would improve if we could delay our departure. I arrived and started preflighting the plane in the hangar as it was raining lightly. I finished up about the time Dale arrived, so we pushed the plane to the fuel pumps and I filled the plane. I called for departure and was granted release and to call after departing IA24. We finally get airborne and contact CID APP. I was given my altitude restriction and resume own nav. Given that I had planned the VOR 11 at 8C4 on the way to KDVN, I had planned the intersections on the VOR approach as my waypoints. OOPS, I forgot to mention that I was in actual IFR once we were about 800’ AGL. Oh my god, what a difference between actual and simulated. I truly didn’t think that there would be that much difference as it had been so long since I had flown in it, but I quickly learned that I was wrong. After getting disoriented a few times because I sensed a feeling of a steady left turn, I slowly got used to trusting the gauges and things went better. As we were getting closer to our first waypoint, I asked APP for vectors to the FAF for the VOR 11 (Link located below) approach into 8C4 (Vinton Memorial Airport). As we reached JAMMS, I started my final descent and started the timer. 3:24 needed to elapse and I could descend down to 1300’. I proceeded down to 1300’ and waited for the clock to get to 3:24. Mistake number 1 on this approach was that I needed to realize that the time was associated with ground speed and not indicated airspeed. I got to 3:24 and still couldn’t see the runway. Well, I wonder why given the groundspeed that we were seeing with a quartering headwind gusting to 23 knots. I should have used 5:06 for the timer given our 65 knot GS on approach and finally saw the airport environment about 4:00 into the approach. I called UNICOM and called low approach and started my missed approach per ATC to fly HDG 090 and climbing to 3000’. I tuned to the CVA VOR and notice that I am not getting an identifier. At that point, CID APP hands me off the Quad Cities APP so I call them and ask for vectors for the ILS 15 approach (Link located below). I get vectors for the approach and get my radios tuned for the ILS. I finally get vectors and notice that what was given isn’t getting the needle to move, so I request a bigger turn to the east. I get that and finally start to see the LOC needle move. I wait for the GS and start my descent. I break out of the clouds at 1500’ and circle to land on RWY 03. What a flight, but I feel that I have so much to learn. We land and I taxi to the FBO for Dale and I to take a break. While taxiing, I call CLNC DEL to cancel my flight plan, and decide to open the new one knowing that we wouldn’t be on the ground long. We sit on the ramp at the FBO and discuss the flight. Things went well and I am certainly happy that I was able to get some actual in today. I found little things with the airplane that I certainly wouldn’t have been noticeable, and I file them into my brain for future flights. We figure it’s time to get going, so I get the engine started and configure the radios while taxiing to the runway. We depart RWY 03 and start to fly towards our first intersection. I call Quad Cities DEP and get for vectors to BILOX and instruction to climb to 4000’. The needles start to come alive on V294 and we proceed towards KCID. After hand off to CID APP, we ask for the VOR 27 approach into KCID. The only reason that we require the approach is to get down below the overcast to make our way to Green Castle. We are instructed by APP to fly HDG 290 vectors for the VOR 27 approach. As we are making out way to the FAF, we are told that there are a few departures heading out RWY 09 and that we cannot continue the VOR 27 approach. I let them know that the ILS 09 works and then I get vectors for the approach. I finally get vectors for the final approach course and wait for the LOC to come alive. Once I see some movement on the needle, I start a turn to what I think will be close to the final heading for the LOC. I get the LOC needle centered and wait for the GS needle to come alive. I start down the GS and am very happy with this approach. This has to be the best ILS approach that I have had and we break out of the clouds at 1500’. I call TWR and ask for SVFR back to Green Castle. It is approved and I am told to contact DEP. We are at 1500’ just below the clouds and are tracking towards IA24. We finally get the airport in sight and are switched over to UNICOM. This was the first time that I had ever requested SVFR and at one point in my flying career was afraid of it. I always figured that SVFR was when you were in trouble and needed to find a place to land. 8^) We landed after a low approach and made our way back to the hangar. As much as our flight was different for me, I started to feel comfortable in the actual IFR environment and can’t wait for the next time that I can fly in it. My flights are shown below in the flightaware.com link.

http://flightaware.com/live/flight/N5219Q
http://flightaware.com/resources/airport/8C4/IAP/VOR+RWY+11/pdf
http://flightaware.com/resources/airport/DVN/IAP/ILS+RWY+15/pdf