Lesson #15

Log Book - 4/24 P28R-180 IA24 KICD IA24 1 0.7

It has been over a month since my last training flight. I have been very busy with my kid’s baseball and softball schedules. I finally got my schedule setup for the rest of April and May hoping that I can finish in late May or early June. I am still waiting for the return of the 172, so we decided to take the Arrow up for another spin. The weather was definitely IFR so I expected some actual. 8^) I have cut and pasted the conditions at CID at the time of departure: KCID 241935Z 07012G17KT 2SM -RA BR OVC007
Dale was running a little late so I got the plane filled and preflighted. Once Dale arrived, a call was made to the CID TWR to inform them of our intentions. We did our pre takeoff IFR planning and made sure charts were available for the expected runway. Dale brought his Garmin 496 with XM weather so we could keep up to date on the weather approaching from the South. We departed IA24 and once we were at pattern altitude I contacted CID APP and received my squawk code. At around 1400’ MSL we started entering the base of the clouds. I brought my son along on this flight so that he could have some backseat time in actual conditions. I was given vectors for the ILS 09 (Link located below) approach. Once we were vectored onto base, we heard a regional jet being vectored to land behind us. As we were turned to intercept the LOC, I was also told to keep my speed up for the approaching regional jet. We intercepted the LOC and maintained 2500’ until intercepting the GS. When we were 1 dot above the GS, I threw out the landing gear and added a notch of flaps. I added a little power as the gear created more drag. As we started down the GS, I realized that my initial power setting wasn’t keeping us on the GS and I needed to add a little more power. We broke out at 1200’ which is still a little more than 100’ above the DH, so we called missed. We got a better glimpse of the conditions and decided that it would be best to call it a day and head back to Green Castle. The weather seemed to be deteriorating and we didn’t want to get stuck having to call my wife to pick us up at CID, so we requested a Special VFR clearance back to IA24. We stayed at 1300’ and made our way back. Once the airport was in sight, CID DEP told us to squawk VFR and change to advisory frequency. Once back on the ground, Dale and I discussed the flight. He made a reference that this time in actual was much better, and I felt much more comfortable. The one thing that I noticed was that I needed to add a little more power once on the glide slope and make sure that I kept making sure that the heading indicator is corrected with the wet compass.

http://flightaware.com/resources/airport/CID/IAP/ILS+OR+LOC+RWY+09/pdf