Lesson #14

Log Book - 3/18 P28R IA24 KCID IA24 4 1.5

I have been wanting for some time to try out the Arrow for my IFR training. The main reason is that the 172 is still under the weather and I was getting frustrated with the crappy radio equipment in the 150’s. I decided that today would be the best as the weather was decent and I had figured out the problem with the radios not displaying the frequencies on the NAV/COMM1 radio. I arrived and pulled the Arrow out of the hangar and up to the fuel pump. Wow, now I realize just how light the 150’s are compared to the Arrow. My preflight was completed and I waited for Michael (Dale was flying a charter flight so I asked one of the other CFII’s to join me). We talked through our plan for the day and decided that we would use this flight for some ILS approached at KCID again. I thought it would be the best to try something familiar beings this was my first flight in the plane under simulated IFR conditions. This plane feels completely different from the DA40 or the 150 that I have been flying. It took some time getting used to the different panel as well. We got the radio configured and called CID APP with our intentions. There was a lot of traffic in the area so we were given vectors around traffic shortly after talking with them. I was given vectors for the ILS27 (Link located below) approach and it was apparent that my earlier time in the Arrow was paying off for me on this flight. I was once again having altitude issues, but once again a new airplane and trying to get power and trim settings set correctly. The approach was good this time but took a little longer than anticipated given the vectors for traffic etc. I was a little busier on this approach as I had to worry about landing gear etc. this time. GUMPS check was done when the GS was 1 dot high. With everything configured and 1 notch of flaps extended, my speed was just above 90 knots, which works out fine. We start the descent and everything is looking good. I have a slight problem with heading corrections again as I am over correcting a little too much. Michael tells me it’s not too bad, but should be corrected before check ride time. Michael teaches me a few more things that I hadn’t learned from Dale. Most of them are items that should be done while enroute on a longer flight, so this helps with my mental preparation for our approach. After going missed, TWR mixes me up a little and has me make a right hand turn to HDG 360 and contact DEP on 134.05. While at most locations it wouldn’t make any difference, CID is different in that there are North APP/DEP and South APP/DEP frequencies. I switch the standby freq to 134.05 and get vectors for another ILS27 approach. This time the traffic is heavy again, and I find out that APP has vectored a Cessna 172 behind me on the ILS 27 approach. While this shouldn’t matter in VFR conditions, we were landing directly into the sun and the Cessna behind me couldn’t see me in front of him. As I was descending down the GS, I was given a “turn right 360 immediately” call from TWR as the Cessna behind me must be getting closer and is unable to see me. I do so and was told to contact DEP. After that we are given vectors back around for another approach. This one again goes well and we decide to call it quits for the day. It is starting to get dark and we aren’t sure if the lights in the plane work. 8^) We are told by DEP to fly HDG 180 and to let them know when IA24 is in sight. We see the airport environment and are told to squawk VFR and switch over to advisory. As I approach Green Castle I notice that I am little high and realize that I am a little rusty with the trusty Arrow. We turn final and are still a little high and past the extended runway centerline. At that point, I decide that a missed approach is called for, so I power up and wait until I get a positive climb before retracting the gear and flaps. The second approach is a little better, and this time I am able to get the plane on the asphalt. It’s a good thing that my son wasn’t taking video on this approach. 8^) We get the Arrow back in the hangar and go back to the office to discuss our flight. Everything was good with the exception of my altitude deviation during the first approach. Michael did notice that I corrected it on the subsequent approaches so he was comfortable with that. I was happy with this flight in the Arrow given that the equipment worked better than the 150 that I was using. I will probably continue to use it until the 172 is back from the shop.

http://flightaware.com/resources/airport/CID/IAP/ILS+OR+LOC+RWY+27/pdf