Lesson #8

Log Book - 3/3 C150 IA24 KCID KIOW IA24 3 1.5

So I decide that I am going to take off work an hour early on Wednesday’s until I am done with my training. The sun is setting a little later so this should work to get about 1.5 hours before it gets dark. I arrive at the airport and for the first time in quite awhile, the airport is buzzing with activity. The warm temps and melting snow have brought pilots out of the woodwork. The 150 just happened to be parked in front of one of the other planes in the hangar, so it was already sitting out when I arrived. I changed clothes, preflighted the airplane and checked to make sure that I had the ILS 27 charts for KCID handy while I waited for Dale. Once Dale arrived, we crammed our way into the airplane and got ready for departure. We discussed our plan for the day and decided that we would head to KCID to shoot some ILS approaches. This was the first time in the plane, so I took some time getting familiar with the panel, etc. We blasted away at 80 knots and 500 fpm and Dale took the plane while I donned the Foggles. As we climbed I called CID APP and received a squawk code and I requested vectors for multiple ILS 27 approaches (Link located below). As I was being vectored over to WAVUM the IAF, I got the comm and nav frequencies tuned. As I was flying towards WAVUM, I noticed the GS needle hadn’t moved since I tuned the radio to the ILS frequency. I changed the nav frequency again and verified the Morse code. According to my cross checks, it appears that the GS was not working on this airplane. Time to quickly change the approach, so as I reached WAVUM, the clock started and I changed over to the LOC 27, rather than using the ILS. As I arrived at 1300, I slowed my descent and waited for the clock to reach 3:40. At that point, I pulled the Foggles and looked to see where I was. Another perfect approach, yeah whatever. I was very sloppy on this approach as I was very frustrated with the instruments in the plane not working correctly. I didn’t have the CID VOR 27 plates with me, so we decided to request vectors to IOW to practice the IOW VOR-A approach. I flew the VOR-A approach to minimums and flew the missed procedure back to the IOW VOR. Once there, I was told to go ahead and enter the published hold over the VOR. I entered the hold via a teardrop pattern and did 2 circuits in the hold. I wanted to do the 2nd racetrack as I didn’t correct enough for the crosswind and wanted to do it right. After the second loop I once again did the VOR-A approach to minimums and called CID to tell them that it was time to head back to Green Castle IA24. I was given a radial from the IOW VOR that would take us to IA24 so I changed the OBS and intercepted the radial to take us back. The pattern was empty so I did a straight in to RWY 33 and we called it a day. As I was pushing in the plane, one of the other instructors came out to ask how it went. When I told him the GS wasn’t working, he claimed that he knew that as no one ever uses the 150’s for IFR training. Great, now they tell me. 8^) Scratch this plane from the list of planes to use for my training. I found out that of the 3 150’s that the club had, one of them had a working ILS. I have once again adjusted the club’s schedule to incorporate another plane. 8^( Today’s lesson worked out good though as I needed some more work with holding patterns, etc. The new plane also had different power settings so I got accustomed to those as well. Hopefully the weather holds and I get a chance to get back up Saturday morning.

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

http://flightaware.com/resources/airport/IOW/IAP/VOR-A/pdf