Log Book - 6/12 C172 IA24 Local IA24 0 1.2
I had my logbook endorsement from my instructor so this flight really wasn't necessary so I decided that I wanted to get up and do some partial panel work and a couple more unusual attitudes. We took of towards the IOW VOR and I flew to the VOR and did a hold partial panel. On the way back to GCAC I did a couple of unusual attitudes and it was time to head back. Kind of a boring report, but the flight was done for my own piece of mind. 8^)
Sunday, June 20, 2010
IFR Check Ride
Log Book - 6/17 C172 KOTM Local 3 1.5
The day finally arrived and as you can guess I was very nervous. I had been watching the forecast the last few days and noticed that is was supposed to be hot, humid and a strong SE wind. Today arrived and it was just as forecast when I looked out the window at 6:45 this morning. The wind was already swirling and it was already in the 70's. I checked the weather and there was a small disturbance making its way across the midwest part of Iowa. It was scheduled to get here about the time that I was ready to depart at 11:30. I headed out to the airport at 10:45 knowing that I would be the flightline guy and have to fuel the plane. Things weren't looking good for me getting out when I wanted as that small disturbance was making its way towards IA24. I checked radar and called the examiner to tell him that I might be a little late as I might have to wait out the storm. I was able to depart after it passed and actually got there on time. I was going over the notes (my oral cheat sheet) when the DPE arrived. We exchanged pleasantries and he told me to give him a few minutes and he would be ready. He got things ready in the conference room and asked me to come in when I was ready. IACRA info was done and it was time for the oral part of the exam. I was given KOTM-KSUS for a flight to plan and when I was finished we discussed my flight plan. During the discussion we talked about several parts of the flight, including whether an alternate was needed, the different things to look for on the approach plates to determine if it can be used as an alternate, etc. We then spent several minutes going over approach plates. We discussed basic weather briefing and had me read and current METAR and TAF for an airport. After that we got into a discussion of the standard 6-pack of instruments and which ones were powered by the electrical system and by the vacuum system. The pitot and static systems was discussed what you would expect if the pitot tube was blocked or the static system was blocked. We discussed what items were needed for IFR flight above and beyond the minimum VFR instruments. We then took a few minutes discussing regulations and how many approaches, etc needed to be done. After that, we checked the aircraft logs to make sure the altimeter, transponder, static systems and the VOR's had been checked in the last 30 days. The DPE felt that there really wasn't anything that he needed to discuss with me anymore so we started the discussion of what we would do during the flight portion of the exam.
Three approaches were going to be done after we took some time for climbs and descents to heading and unusual attitudes were flown. After that he would give me vectors to the ILS 31 then directly into the LOC/BC 13 to the missed approach hold and follow that up with a partial panel VOR 31 circle to land 13. The winds were horrendous 15014G24 so I knew that there was going to be some definite crabbing to keep aligned with the approaches. That also meant a steeper than normal 400-500fpm descent on the ILS approach and 600-700fpm descent on the non-precision downwind approaches. We took off and when we had climbed through 500' AGL I handed the controls over and put on the Foggles. After getting the controls back I was instructed to turn left to 090 and climb to 2500'. After I was to 2500' and trimmed I was instructed to fly heading 150 and climb to 3000'. Once I was at the heading and altitude it was time to do some unusual attitudes. I was directed to close my eyes and look down while the plane was put into an unusual attitude. After what felt like 30 minutes and being on a roller coaster ride I was told to look up and recover the airplane. I was given a nose high climbing turn to the left. I advanced the throttle and pushed the nose over and maintained wings level. The trim wheel had also been adjusted because it was trimmed nose high so I had to adjust that as well. Once I was back at 3000' and on a HDG of 150 I was directed to see how well I was able to keep the plane level by using my ears only. After about 30 seconds I was able to look at the instruments to see how I did. I was at 2950' and at a HDG of 120. Not too bad that I had only lost 50' and 30 degrees on the heading. After I got back to 3000' I was given vectors for the ILS 31 (Link located below) approach. I was directed to fly HDG 290 and maintain 3000' until established on the LOC and I was cleared for the ILS 31 approach. I was doing real well on the LOC and GS although it was a real steep descent for an ILS to keep the GS needle pegged. I was descending between 700-800 fpm and was getting bounced all over the place with the gusty winds. This approach was flown to minimums and I was instructed to climb to 2500' and start the LOC/DME BC 13 (Link located below) approach. I started climbing to 2500' and twisted the OBS to 132 and waited for the DME to click up to 12.4m. Once I was there, I started the timer and maintained my heading to keep the LOC needle centered. Once 2 minutes arrived on the clock it was time to start the procedure turn. Knowing the wind was going to push me to the north I used 250 as my heading on the outbound leg of the procedure turn. After 1 minute expired it was time to turn inbound on the procedure turn and wait for the LOC to center. This approach was working out good as shortly after I was wings level on the inbound leg, the LOC needle started to center. I gradually turned to a heading of about 150 and looked at the LOC to see if I had selected enough of a crab angle to keep the needle centered. I was doing really good considering that the LOC BC gives you the opposite indication on the needle. Once I was established on the LOC I descended to 2400' and waited for the DME to wind down to 12.4m. Knowing it was a strong headwind, I knew that I didn't have to do the normal dive for the runway which is typical for a non-precision approach. I passed 12.4 and started my normal descent around 500-600fpm. I got down to MDA with a mile to spare before the MAP and held the altitude waiting for the DME to get to 8.4m. Once there, I called missed, started my climb to 2500' and proceeded direct to the OTM VOR which is the actual published missed approach procedure. As I was about 4 miles from the VOR, the DPE asked what type of entry that I was going to use for the hold. I told him that a teardrop entry was best and he agreed. As I approached the VOR and was ready to start the teardrop entry, I hadn't given the wind any thoughts and how it was going to affect the hold. After reaching the VOR, I turned outbound on a heading of 078 (45 degrees from the outbound heading) and started the timer. For starters I should have used an outbound heading of 093 (30 degrees from the outbound heading) instead of the incorrect 45. Once my timer reached 1 minute I started the standard rate turn to the right and waited for the VOR needle to move to get aligned on the 303 radial inbound to the VOR. Well that is when all hell broke loose. My first mistake was the initial outbound turn to start the teardrop entry and the second mistake was not allowing for the strong crosswind drift. As it turned out, my incorrect heading associated with the wind had me outbound perpendicular to the VOR rather than 30 degrees. This is when I started to sweat and had to think in my head that I needed to get back to the VOR and start the hold. Given that I was a little over 1 mile NE of the VOR, I started my standard rate turn to the left and centered the OBS to get back to the VOR. Once I passed the VOR, I used the correct wind drift entered a parallel entry to the hold. You would be amazed when you use the correct drift heading how easy these really are. After getting back into the hold correctly, the DPE had me do a hold and once we were again established inbound and we crossed the VOR he had me fly a heading of 060 and maintain 2800'. We flew for a couple of miles and then I was told that we would do one more unusual attitude. I had my eyes down and the DPE changed the OBS and also put me in a left turning descending spiral. I was given the instructions to correct the problem which I did by pulling back on the throttle, leveling the wings and pulling back on the yoke. After I had leveled back to 3000' I was told to fly direct to the VOR and start the VOR 31 (Link located below) approach. I centered the needle after adjusting the OBS and made my way towards the VOR. When I was about 1 mile from the VOR, my vacuum pump failed. Oh no, I just lost my attitude indicator and heading indicator. No reason to panic, I had just learned a lot from my previous botched hold to know that I needed to correct for wind drift, so this approach wasn't going to give me any problems. This approach was probably one of the best of the day. I felt real comfortable and at about 100' above the MDA I was told to remove the Foggles and prepare for a circle to land approach. I called on the CTAF that I was on the approach end of RWY 31, and that I was going to overfly the airport and enter a left downwind for RWY 13. Things went well as I had the airplane trimmed and the RPM's set for 90 knots and that I couldn't descend below 1260'. I have always maintained a small cushion for my circle to land approaches so I circled at 1300' and waited until I was on final before I descended down to land. Upon landing we taxied back to the FBO.
After shutting down the engine we sat in the plane for a few minutes and we discussed what the DPE liked and didn't like. I will start with the bad first:
• The ILS approach was good but he could tell that I wasn't comfortable with the descent rate at 700-800 fpm. We were 1 dot below (which meant I was too high) on the glideslope the entire approach.
• The wind drift correction that I failed to use on my missed approach hold. I had a moving map GPS that I was allowed to use except for the partial panel work, but my ego got in the way and I decided to remove it from the yoke. After the fact, he mentioned that any device that I can use for situational awareness should be used if you are comfortable using it. I was comfortable with it and will use in for future flights.
• He felt that on my circle to land I should have used the same steps that I always use when setting up for a landing. While I typically will add one notch of flaps on downwind and the 2nd notch on base, I didn’t add any flaps until I was on base leg. I explained that I thought anything extra that I was doing that didn’t need to be done can wait and that I was comfortable landing the airplane with no flaps if needed. I didn’t feel it was necessary to add any more tasks when doing a circle to land approach. His thoughts on this were if I was flying a retractable gear airplane (which I fly the Arrow and he saw that in my logbook) that if I didn’t keep the same steps during downwind, base, etc. that it could be a situation where I might get to complacent and forget the gear.
And now for the good:
• While I mentioned above the non standard descent rate on the ILS approach because of the downwind he said that I did good in mentioning it to myself out loud before I the hit the FAF. (he noted the ground speed during the ILS 31 approach was 115 knots and during the LOC/BC 13 was 67 knots)
• The LOC/BC approach was flown real well as several of his applicants forgets the reverse sensing LOC needle.
• While I really screwed the pooch on the initial hold, I did very good in not allowing it to get to me and that I did good in correcting it the next time.
• He said that my partial panel approach was one of the best that he had seen. 8^)
We then headed back into the FBO and he asked me for my logbook and pilot’s certificate. I was hoping that this was good news and it was. He came back and handed me my temporary certificate and told me to check to make sure the address and everything was correct and if so, that I could sign it. I did so and felt a huge relief came over me. I was feeling nervous that I wasn’t ready but my CFII insisted that I was one of his better students and that he was more than comfortable sending me for the checkride. My endorsement from my CFII came as I had 40.0 hours of instrument time. After a 3 day delay, I went with 41.2 hours in my logbook after going up for another training flight.
http://flightaware.com/resources/airport/OTM/IAP/ILS+RWY+31/pdf
http://flightaware.com/resources/airport/OTM/IAP/LOC_DME+BC+RWY+13/pdf
http://flightaware.com/resources/airport/OTM/IAP/VOR+RWY+31/pdf
The day finally arrived and as you can guess I was very nervous. I had been watching the forecast the last few days and noticed that is was supposed to be hot, humid and a strong SE wind. Today arrived and it was just as forecast when I looked out the window at 6:45 this morning. The wind was already swirling and it was already in the 70's. I checked the weather and there was a small disturbance making its way across the midwest part of Iowa. It was scheduled to get here about the time that I was ready to depart at 11:30. I headed out to the airport at 10:45 knowing that I would be the flightline guy and have to fuel the plane. Things weren't looking good for me getting out when I wanted as that small disturbance was making its way towards IA24. I checked radar and called the examiner to tell him that I might be a little late as I might have to wait out the storm. I was able to depart after it passed and actually got there on time. I was going over the notes (my oral cheat sheet) when the DPE arrived. We exchanged pleasantries and he told me to give him a few minutes and he would be ready. He got things ready in the conference room and asked me to come in when I was ready. IACRA info was done and it was time for the oral part of the exam. I was given KOTM-KSUS for a flight to plan and when I was finished we discussed my flight plan. During the discussion we talked about several parts of the flight, including whether an alternate was needed, the different things to look for on the approach plates to determine if it can be used as an alternate, etc. We then spent several minutes going over approach plates. We discussed basic weather briefing and had me read and current METAR and TAF for an airport. After that we got into a discussion of the standard 6-pack of instruments and which ones were powered by the electrical system and by the vacuum system. The pitot and static systems was discussed what you would expect if the pitot tube was blocked or the static system was blocked. We discussed what items were needed for IFR flight above and beyond the minimum VFR instruments. We then took a few minutes discussing regulations and how many approaches, etc needed to be done. After that, we checked the aircraft logs to make sure the altimeter, transponder, static systems and the VOR's had been checked in the last 30 days. The DPE felt that there really wasn't anything that he needed to discuss with me anymore so we started the discussion of what we would do during the flight portion of the exam.
Three approaches were going to be done after we took some time for climbs and descents to heading and unusual attitudes were flown. After that he would give me vectors to the ILS 31 then directly into the LOC/BC 13 to the missed approach hold and follow that up with a partial panel VOR 31 circle to land 13. The winds were horrendous 15014G24 so I knew that there was going to be some definite crabbing to keep aligned with the approaches. That also meant a steeper than normal 400-500fpm descent on the ILS approach and 600-700fpm descent on the non-precision downwind approaches. We took off and when we had climbed through 500' AGL I handed the controls over and put on the Foggles. After getting the controls back I was instructed to turn left to 090 and climb to 2500'. After I was to 2500' and trimmed I was instructed to fly heading 150 and climb to 3000'. Once I was at the heading and altitude it was time to do some unusual attitudes. I was directed to close my eyes and look down while the plane was put into an unusual attitude. After what felt like 30 minutes and being on a roller coaster ride I was told to look up and recover the airplane. I was given a nose high climbing turn to the left. I advanced the throttle and pushed the nose over and maintained wings level. The trim wheel had also been adjusted because it was trimmed nose high so I had to adjust that as well. Once I was back at 3000' and on a HDG of 150 I was directed to see how well I was able to keep the plane level by using my ears only. After about 30 seconds I was able to look at the instruments to see how I did. I was at 2950' and at a HDG of 120. Not too bad that I had only lost 50' and 30 degrees on the heading. After I got back to 3000' I was given vectors for the ILS 31 (Link located below) approach. I was directed to fly HDG 290 and maintain 3000' until established on the LOC and I was cleared for the ILS 31 approach. I was doing real well on the LOC and GS although it was a real steep descent for an ILS to keep the GS needle pegged. I was descending between 700-800 fpm and was getting bounced all over the place with the gusty winds. This approach was flown to minimums and I was instructed to climb to 2500' and start the LOC/DME BC 13 (Link located below) approach. I started climbing to 2500' and twisted the OBS to 132 and waited for the DME to click up to 12.4m. Once I was there, I started the timer and maintained my heading to keep the LOC needle centered. Once 2 minutes arrived on the clock it was time to start the procedure turn. Knowing the wind was going to push me to the north I used 250 as my heading on the outbound leg of the procedure turn. After 1 minute expired it was time to turn inbound on the procedure turn and wait for the LOC to center. This approach was working out good as shortly after I was wings level on the inbound leg, the LOC needle started to center. I gradually turned to a heading of about 150 and looked at the LOC to see if I had selected enough of a crab angle to keep the needle centered. I was doing really good considering that the LOC BC gives you the opposite indication on the needle. Once I was established on the LOC I descended to 2400' and waited for the DME to wind down to 12.4m. Knowing it was a strong headwind, I knew that I didn't have to do the normal dive for the runway which is typical for a non-precision approach. I passed 12.4 and started my normal descent around 500-600fpm. I got down to MDA with a mile to spare before the MAP and held the altitude waiting for the DME to get to 8.4m. Once there, I called missed, started my climb to 2500' and proceeded direct to the OTM VOR which is the actual published missed approach procedure. As I was about 4 miles from the VOR, the DPE asked what type of entry that I was going to use for the hold. I told him that a teardrop entry was best and he agreed. As I approached the VOR and was ready to start the teardrop entry, I hadn't given the wind any thoughts and how it was going to affect the hold. After reaching the VOR, I turned outbound on a heading of 078 (45 degrees from the outbound heading) and started the timer. For starters I should have used an outbound heading of 093 (30 degrees from the outbound heading) instead of the incorrect 45. Once my timer reached 1 minute I started the standard rate turn to the right and waited for the VOR needle to move to get aligned on the 303 radial inbound to the VOR. Well that is when all hell broke loose. My first mistake was the initial outbound turn to start the teardrop entry and the second mistake was not allowing for the strong crosswind drift. As it turned out, my incorrect heading associated with the wind had me outbound perpendicular to the VOR rather than 30 degrees. This is when I started to sweat and had to think in my head that I needed to get back to the VOR and start the hold. Given that I was a little over 1 mile NE of the VOR, I started my standard rate turn to the left and centered the OBS to get back to the VOR. Once I passed the VOR, I used the correct wind drift entered a parallel entry to the hold. You would be amazed when you use the correct drift heading how easy these really are. After getting back into the hold correctly, the DPE had me do a hold and once we were again established inbound and we crossed the VOR he had me fly a heading of 060 and maintain 2800'. We flew for a couple of miles and then I was told that we would do one more unusual attitude. I had my eyes down and the DPE changed the OBS and also put me in a left turning descending spiral. I was given the instructions to correct the problem which I did by pulling back on the throttle, leveling the wings and pulling back on the yoke. After I had leveled back to 3000' I was told to fly direct to the VOR and start the VOR 31 (Link located below) approach. I centered the needle after adjusting the OBS and made my way towards the VOR. When I was about 1 mile from the VOR, my vacuum pump failed. Oh no, I just lost my attitude indicator and heading indicator. No reason to panic, I had just learned a lot from my previous botched hold to know that I needed to correct for wind drift, so this approach wasn't going to give me any problems. This approach was probably one of the best of the day. I felt real comfortable and at about 100' above the MDA I was told to remove the Foggles and prepare for a circle to land approach. I called on the CTAF that I was on the approach end of RWY 31, and that I was going to overfly the airport and enter a left downwind for RWY 13. Things went well as I had the airplane trimmed and the RPM's set for 90 knots and that I couldn't descend below 1260'. I have always maintained a small cushion for my circle to land approaches so I circled at 1300' and waited until I was on final before I descended down to land. Upon landing we taxied back to the FBO.
After shutting down the engine we sat in the plane for a few minutes and we discussed what the DPE liked and didn't like. I will start with the bad first:
• The ILS approach was good but he could tell that I wasn't comfortable with the descent rate at 700-800 fpm. We were 1 dot below (which meant I was too high) on the glideslope the entire approach.
• The wind drift correction that I failed to use on my missed approach hold. I had a moving map GPS that I was allowed to use except for the partial panel work, but my ego got in the way and I decided to remove it from the yoke. After the fact, he mentioned that any device that I can use for situational awareness should be used if you are comfortable using it. I was comfortable with it and will use in for future flights.
• He felt that on my circle to land I should have used the same steps that I always use when setting up for a landing. While I typically will add one notch of flaps on downwind and the 2nd notch on base, I didn’t add any flaps until I was on base leg. I explained that I thought anything extra that I was doing that didn’t need to be done can wait and that I was comfortable landing the airplane with no flaps if needed. I didn’t feel it was necessary to add any more tasks when doing a circle to land approach. His thoughts on this were if I was flying a retractable gear airplane (which I fly the Arrow and he saw that in my logbook) that if I didn’t keep the same steps during downwind, base, etc. that it could be a situation where I might get to complacent and forget the gear.
And now for the good:
• While I mentioned above the non standard descent rate on the ILS approach because of the downwind he said that I did good in mentioning it to myself out loud before I the hit the FAF. (he noted the ground speed during the ILS 31 approach was 115 knots and during the LOC/BC 13 was 67 knots)
• The LOC/BC approach was flown real well as several of his applicants forgets the reverse sensing LOC needle.
• While I really screwed the pooch on the initial hold, I did very good in not allowing it to get to me and that I did good in correcting it the next time.
• He said that my partial panel approach was one of the best that he had seen. 8^)
We then headed back into the FBO and he asked me for my logbook and pilot’s certificate. I was hoping that this was good news and it was. He came back and handed me my temporary certificate and told me to check to make sure the address and everything was correct and if so, that I could sign it. I did so and felt a huge relief came over me. I was feeling nervous that I wasn’t ready but my CFII insisted that I was one of his better students and that he was more than comfortable sending me for the checkride. My endorsement from my CFII came as I had 40.0 hours of instrument time. After a 3 day delay, I went with 41.2 hours in my logbook after going up for another training flight.
http://flightaware.com/resources/airport/OTM/IAP/ILS+RWY+31/pdf
http://flightaware.com/resources/airport/OTM/IAP/LOC_DME+BC+RWY+13/pdf
http://flightaware.com/resources/airport/OTM/IAP/VOR+RWY+31/pdf
Tuesday, June 15, 2010
Lesson #27
Log Book - 6/6 C172 IA24 KMUT IA24 2 2.0
I needed to get some more time as I was at 38.0 hours and the FAA requires 40. Given that KCID is under a major renovation (runways 09/27 and associated precision approach equipment being replaced) I wanted to do some ILS approaches. We decided to head down to KMUT (Muscatine, IA) and do some ILS 24 (Link located below) approaches. I filed for IA24 IOW KMUT IOW IA24 (Link located below) late morning once again hoping for some actual. I was again saddened to have the conditions improve enough that Foggles were required. 8^( We departed and I called for my clearance when airborne. I received my clearance and squawk code and off we went. Things were typical and Dale and I were able to chat about my upcoming check ride. We went over possible oral exam questions and just things that I needed to be aware of during the check ride. CID APP handed me off to Quad Cities APP and the controller asked what my intentions were at KMUT. I said that I would like a couple of vectors to the ILS 24 approaches. I was given heading instructions and started the approach. Things went well but I ended up a little high, but given that I wanted to build time, I decided to do another approach. This one went better and after going missed, we headed back to IA24. We arrived back at GCAC and Dale and I discussed some more about the check ride and about me getting my IACRA application sent to him so that he could approve it.
http://flightaware.com/resources/airport/MUT/IAP/ILS+OR+LOC+RWY+24/pdf
http://flightaware.com/live/flight/N7717U/history/20100612/2025Z/IA24/IA24
I needed to get some more time as I was at 38.0 hours and the FAA requires 40. Given that KCID is under a major renovation (runways 09/27 and associated precision approach equipment being replaced) I wanted to do some ILS approaches. We decided to head down to KMUT (Muscatine, IA) and do some ILS 24 (Link located below) approaches. I filed for IA24 IOW KMUT IOW IA24 (Link located below) late morning once again hoping for some actual. I was again saddened to have the conditions improve enough that Foggles were required. 8^( We departed and I called for my clearance when airborne. I received my clearance and squawk code and off we went. Things were typical and Dale and I were able to chat about my upcoming check ride. We went over possible oral exam questions and just things that I needed to be aware of during the check ride. CID APP handed me off to Quad Cities APP and the controller asked what my intentions were at KMUT. I said that I would like a couple of vectors to the ILS 24 approaches. I was given heading instructions and started the approach. Things went well but I ended up a little high, but given that I wanted to build time, I decided to do another approach. This one went better and after going missed, we headed back to IA24. We arrived back at GCAC and Dale and I discussed some more about the check ride and about me getting my IACRA application sent to him so that he could approve it.
http://flightaware.com/resources/airport/MUT/IAP/ILS+OR+LOC+RWY+24/pdf
http://flightaware.com/live/flight/N7717U/history/20100612/2025Z/IA24/IA24
Tuesday, June 8, 2010
Lesson #26
Log Book - 6/4 C172 IA24 IOW IA24 1 1.5
I arrived and the plane was sitting next to the fuel pump and ready for fuel. I added the 100LL and pre-flighted while Dale finished up with his IFR student who had just finished. As we sat there, we discussed what we should do today. I wanted as many OTM approaches that I could get without travelling to KOTM, so we used the IOW VOR to fly the OTM 31 (Link located below) approach. Dale has used that in the past and it provides ample altitude to do the approach down to MDA. He also wanted me to fly the approach partial panel to get used to what might be expected of me on my check ride. It was VFR so after departure I called CID APP to let them know that we would be maneuvering within 10 miles of the IOW VOR at or below 3000’. I received my squawk code and proceeded to IOW. About 5 miles from the VOR Dale covered the AI and HI to simulate a vacuum pump failure. I flew the full approach using the IOW VOR down to minimums and then we decided to do unusual attitudes and steep turns on the way back to IA24. We climbed back up to 3000’ and back to the VOR. We stayed at 3000’ and Dale had me remove my hands from the yoke and that he had the airplane. I sat with my eyes closed and waited for Dale to say it was my plane. He at first gave me a climbing left turn which I was able to recover from. He also messed with the trim wheel which through me for a loop. The second one was a descending turn to the left. This was an easy recovery as well. One thing to remember is whenever you are in a descent, you must first level the wings and power off before messing with the elevator. You can actually accentuate the spiral by pulling up on the yoke when you are in a descent. After I was done with that Dale asked if my stomach was OK for a +45* steep spiral to see what it looked like and for me to correct for it. I did a 45* steep turn to the right and then one back to the left. Dale felt I was comfortable doing those so we headed back to GCAC. When we arrived back, we got our schedule set for out last couple of flights and to make sure that we took some time with some ground instruction to get me ready for the oral part of the exam.
http://flightaware.com/resources/airport/OTM/IAP/VOR+RWY+31/pdf
I arrived and the plane was sitting next to the fuel pump and ready for fuel. I added the 100LL and pre-flighted while Dale finished up with his IFR student who had just finished. As we sat there, we discussed what we should do today. I wanted as many OTM approaches that I could get without travelling to KOTM, so we used the IOW VOR to fly the OTM 31 (Link located below) approach. Dale has used that in the past and it provides ample altitude to do the approach down to MDA. He also wanted me to fly the approach partial panel to get used to what might be expected of me on my check ride. It was VFR so after departure I called CID APP to let them know that we would be maneuvering within 10 miles of the IOW VOR at or below 3000’. I received my squawk code and proceeded to IOW. About 5 miles from the VOR Dale covered the AI and HI to simulate a vacuum pump failure. I flew the full approach using the IOW VOR down to minimums and then we decided to do unusual attitudes and steep turns on the way back to IA24. We climbed back up to 3000’ and back to the VOR. We stayed at 3000’ and Dale had me remove my hands from the yoke and that he had the airplane. I sat with my eyes closed and waited for Dale to say it was my plane. He at first gave me a climbing left turn which I was able to recover from. He also messed with the trim wheel which through me for a loop. The second one was a descending turn to the left. This was an easy recovery as well. One thing to remember is whenever you are in a descent, you must first level the wings and power off before messing with the elevator. You can actually accentuate the spiral by pulling up on the yoke when you are in a descent. After I was done with that Dale asked if my stomach was OK for a +45* steep spiral to see what it looked like and for me to correct for it. I did a 45* steep turn to the right and then one back to the left. Dale felt I was comfortable doing those so we headed back to GCAC. When we arrived back, we got our schedule set for out last couple of flights and to make sure that we took some time with some ground instruction to get me ready for the oral part of the exam.
http://flightaware.com/resources/airport/OTM/IAP/VOR+RWY+31/pdf
Friday, June 4, 2010
Lesson #25
Log Book - 6/2 C172 IA24 KOTM IA24 2 1.8
I arrived a little early today as I was able to sneak out of work early. It was all for not as the plane wasn’t back from an earlier lesson. Oh well, Dale and I were able to work on polishing my knowledge for the oral part of my exam. Once the plane arrived, I went out and topped off the tanks as we had planned our journey to KOTM again. I filed a flight plan as conditions were supposed to be OVC at 4000’, but that didn’t happen and the weather turned out better than forecast. 8^( I had flown the ILS 31 and VOR/DME 13 approaches into KOTM several times, so we thought it would be best to work on flying the LOC/BC 13 and VOR 31. We departed and I picked up my clearance airborne. I was cleared as filed to KOTM direct IOW and as filed at 4000’. This part of the trip was getting boring as I had done it several times in the past few months. I was handed off to CHI CTR and he was once again unable to find me on radar. As we progressed towards Ottumwa he asked what approach I wanted. I responded with LOC/DME BC 13 and then the VOR 31 (Links located below) approaches. He gave me vectors and then asked how far from the FAF I wanted to start the approach. I told him 3 miles, but wished that I would have said farther. The reason is that in order for him to have me on radar I needed to stay at 4000’ as long as I could and that ended up proving to be a problem as I started my published descent. As I started there was no way that I was going to get down in time without hitting about 1200 FPM. I tried my best and was able to get there, but then the plane was ahead of me and that is a situation that asks for trouble. I was a little behind on the LOC and given the altitude that I had to bleed off along with the added distraction I also forgot that the BC gives a backwards indication. After realizing my errors, I finally corrected and was only 1 dot off the LOC at MDA. I flew the missed, which was direct to the OTM VOR and called CHI CTR. I told him that I wanted to fly to the VOR, enter the hold and then fly the VOR 31 approach. He gave me the instructions and it was then that I finally was able to collect my thoughts after the previous approach. Once I arrived at the VOR, I executed a teardrop entry into the hold and finished the racetrack, only to be lined up for the next approach. This was good practice as I am pretty sure my flight exam will be similar in the fact that it will go from one right into the other. Once I was at the FAF, I started my descent down to the runway. Without the distractions of the high approach, things went much better on this approach and once at MDA, I pulled off the Foggles and did a touch and go (need those x/c hours). After climbing out to pattern altitude I called CHI CTR to get my clearance back to IA24. I had originally filed IOW CID but once I started receiving the CID VOR I asked for clearance direct CID. I filed for 5000’ hoping that I would get into the clouds on the trip back. There were some scattered cumulus clouds with bases around 4500’ that I passed through, but that was it. As we approached IA24, I cancelled my IFR plan and then switched to UNICOM for an uneventful landing.
http://flightaware.com/resources/airport/OTM/IAP/VOR+RWY+31/pdf
http://flightaware.com/resources/airport/OTM/IAP/LOC_DME+BC+RWY+13/pdf
I arrived a little early today as I was able to sneak out of work early. It was all for not as the plane wasn’t back from an earlier lesson. Oh well, Dale and I were able to work on polishing my knowledge for the oral part of my exam. Once the plane arrived, I went out and topped off the tanks as we had planned our journey to KOTM again. I filed a flight plan as conditions were supposed to be OVC at 4000’, but that didn’t happen and the weather turned out better than forecast. 8^( I had flown the ILS 31 and VOR/DME 13 approaches into KOTM several times, so we thought it would be best to work on flying the LOC/BC 13 and VOR 31. We departed and I picked up my clearance airborne. I was cleared as filed to KOTM direct IOW and as filed at 4000’. This part of the trip was getting boring as I had done it several times in the past few months. I was handed off to CHI CTR and he was once again unable to find me on radar. As we progressed towards Ottumwa he asked what approach I wanted. I responded with LOC/DME BC 13 and then the VOR 31 (Links located below) approaches. He gave me vectors and then asked how far from the FAF I wanted to start the approach. I told him 3 miles, but wished that I would have said farther. The reason is that in order for him to have me on radar I needed to stay at 4000’ as long as I could and that ended up proving to be a problem as I started my published descent. As I started there was no way that I was going to get down in time without hitting about 1200 FPM. I tried my best and was able to get there, but then the plane was ahead of me and that is a situation that asks for trouble. I was a little behind on the LOC and given the altitude that I had to bleed off along with the added distraction I also forgot that the BC gives a backwards indication. After realizing my errors, I finally corrected and was only 1 dot off the LOC at MDA. I flew the missed, which was direct to the OTM VOR and called CHI CTR. I told him that I wanted to fly to the VOR, enter the hold and then fly the VOR 31 approach. He gave me the instructions and it was then that I finally was able to collect my thoughts after the previous approach. Once I arrived at the VOR, I executed a teardrop entry into the hold and finished the racetrack, only to be lined up for the next approach. This was good practice as I am pretty sure my flight exam will be similar in the fact that it will go from one right into the other. Once I was at the FAF, I started my descent down to the runway. Without the distractions of the high approach, things went much better on this approach and once at MDA, I pulled off the Foggles and did a touch and go (need those x/c hours). After climbing out to pattern altitude I called CHI CTR to get my clearance back to IA24. I had originally filed IOW CID but once I started receiving the CID VOR I asked for clearance direct CID. I filed for 5000’ hoping that I would get into the clouds on the trip back. There were some scattered cumulus clouds with bases around 4500’ that I passed through, but that was it. As we approached IA24, I cancelled my IFR plan and then switched to UNICOM for an uneventful landing.
http://flightaware.com/resources/airport/OTM/IAP/VOR+RWY+31/pdf
http://flightaware.com/resources/airport/OTM/IAP/LOC_DME+BC+RWY+13/pdf
Tuesday, June 1, 2010
Lesson #24
Log Book - 5/30 C172 IA24 KCID IA24 2 0.8
I arrived at the airport and found the plane sitting next to the fuel pumps almost full of fuel. Finally I thought to myself. I cannot remember the last time that I flew without filling up first. As I mentioned earlier we were going to go to KCID and do a couple of ILS approaches. The winds were 190/14 so there would be a sufficient crosswind to deal with on the ILS 27 (Link located below) approach. We departed on the SE runway at GCAC and I contacted CID APP for my request and was given a squawk code. I was then vectored to the ILS 27 approach. The approach went real good again and the only thing that I was having issues with was the GS with the bouncing that we were experiencing. I arrived at the DH and was lined up with the runway and went missed. I had requested a full stop landing on the second approach so that I could ground test the VOR. I called DEP after the missed and was given vectors for another approach. Given the closed taxiways at CID, they wanted me to circle to land on RWY 13. I descended down to the circle to land minimums and turned to intercept a left downwind for RWY 13. After landing, we taxied over to the VOR ground check located and checked both VOR’s. They were within limits, so I noted the amount of error and wrote up a note to put in the logs. We were given instructions to back taxi RWY 13 to depart, which we did. While we were climbing out I received my clearance back to GCAC at or below 3000’. Dale gave me vectors to a left base on RWY 15. We landed and met in the office. We discussed out next flight and decided that we would fly back down to KOTM and have me fly all 4 approaches. This would allow me to be familiar with all of them which I also plan to do on FlightSim as well.
http://flightaware.com/resources/airport/CID/IAP/ILS+OR+LOC+RWY+27/pdf
I arrived at the airport and found the plane sitting next to the fuel pumps almost full of fuel. Finally I thought to myself. I cannot remember the last time that I flew without filling up first. As I mentioned earlier we were going to go to KCID and do a couple of ILS approaches. The winds were 190/14 so there would be a sufficient crosswind to deal with on the ILS 27 (Link located below) approach. We departed on the SE runway at GCAC and I contacted CID APP for my request and was given a squawk code. I was then vectored to the ILS 27 approach. The approach went real good again and the only thing that I was having issues with was the GS with the bouncing that we were experiencing. I arrived at the DH and was lined up with the runway and went missed. I had requested a full stop landing on the second approach so that I could ground test the VOR. I called DEP after the missed and was given vectors for another approach. Given the closed taxiways at CID, they wanted me to circle to land on RWY 13. I descended down to the circle to land minimums and turned to intercept a left downwind for RWY 13. After landing, we taxied over to the VOR ground check located and checked both VOR’s. They were within limits, so I noted the amount of error and wrote up a note to put in the logs. We were given instructions to back taxi RWY 13 to depart, which we did. While we were climbing out I received my clearance back to GCAC at or below 3000’. Dale gave me vectors to a left base on RWY 15. We landed and met in the office. We discussed out next flight and decided that we would fly back down to KOTM and have me fly all 4 approaches. This would allow me to be familiar with all of them which I also plan to do on FlightSim as well.
http://flightaware.com/resources/airport/CID/IAP/ILS+OR+LOC+RWY+27/pdf
Lesson #23
Log Book - 5/29 C172 IA24 KOTM KIOW IA24 1 1.5
I now have an appointment setup with the examiner for June 14, at 8:30am. Given that and the fact that I will be doing the test at KOTM (Ottumwa, IA) we decided to fly down and do an approach there. It also is helping to pad my x/c flight hours as well. We didn’t file a flight plan as it was great weather. There were some CB clouds in the area so it was a little bouncy and warm. We climbed to 4500’ to make the trek to KOTM and because it would also be a little cooler. We planned doing the VOR/DME RWY 13 (Link located below) approach and Dale was just going to give me vectors for the approach. We needed to stay outside of 12.4 DME as that is where the FAF is located on the approach. As we reached 20m from the VOR, I started the VOR 20m DME arc until arriving on the inbound course of 124. I followed the inbound course and used the DME for my stepdown fixes. We were in VFR conditions and there was another plane in the pattern which made it an interesting approach. The approach went well and when I arrived at the MAP and looked up under the Foggles, we were a little to the left of the runway. A quick call to CTAF and we did a quick turn to final and did a touch and go. After the touch and go, we climbed out on the left crosswind and started out flight to KIOW. I checked the low altitude chart and dialed in the VOR to follow V216 to the IOW VOR. From there, I would then be able to do the IOW VOR-A (Link located below) approach. As we were flying Dale had me identify the MEA & MOCA altitudes on the chart. As we were approaching the VOR, Dale asked me what would happen if ATC would have asked me to enter a hold on the airway at a given DME. I recited what information I needed and he agreed with my response. I flew the approach (which I have done more times that I can count) and then went missed after reaching 7.7 DME from the VOR. I was then given vectors back to IA24. After landing, we discussed what our plan would be for the next flight. We decided to do some ILS approaches up at KCID. At that time, I would also land and we could do a ground VOR check.
http://flightaware.com/resources/airport/OTM/IAP/VOR_DME+RWY+13/pdf
http://flightaware.com/resources/airport/IOW/IAP/VOR-A/pdf
I now have an appointment setup with the examiner for June 14, at 8:30am. Given that and the fact that I will be doing the test at KOTM (Ottumwa, IA) we decided to fly down and do an approach there. It also is helping to pad my x/c flight hours as well. We didn’t file a flight plan as it was great weather. There were some CB clouds in the area so it was a little bouncy and warm. We climbed to 4500’ to make the trek to KOTM and because it would also be a little cooler. We planned doing the VOR/DME RWY 13 (Link located below) approach and Dale was just going to give me vectors for the approach. We needed to stay outside of 12.4 DME as that is where the FAF is located on the approach. As we reached 20m from the VOR, I started the VOR 20m DME arc until arriving on the inbound course of 124. I followed the inbound course and used the DME for my stepdown fixes. We were in VFR conditions and there was another plane in the pattern which made it an interesting approach. The approach went well and when I arrived at the MAP and looked up under the Foggles, we were a little to the left of the runway. A quick call to CTAF and we did a quick turn to final and did a touch and go. After the touch and go, we climbed out on the left crosswind and started out flight to KIOW. I checked the low altitude chart and dialed in the VOR to follow V216 to the IOW VOR. From there, I would then be able to do the IOW VOR-A (Link located below) approach. As we were flying Dale had me identify the MEA & MOCA altitudes on the chart. As we were approaching the VOR, Dale asked me what would happen if ATC would have asked me to enter a hold on the airway at a given DME. I recited what information I needed and he agreed with my response. I flew the approach (which I have done more times that I can count) and then went missed after reaching 7.7 DME from the VOR. I was then given vectors back to IA24. After landing, we discussed what our plan would be for the next flight. We decided to do some ILS approaches up at KCID. At that time, I would also land and we could do a ground VOR check.
http://flightaware.com/resources/airport/OTM/IAP/VOR_DME+RWY+13/pdf
http://flightaware.com/resources/airport/IOW/IAP/VOR-A/pdf
Subscribe to:
Posts (Atom)
