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
Friday, March 19, 2010
Lesson #13
Log Book - 3/18 DA40 KCID 3 1.0
I wanted to finish my dual checkout in the DA40 and had been fighting bad weather the past few days. After having to cancel due to fog yesterday morning again, I decided to sneak away from work over my lunch hour. I made arrangements with Jim to meet him at the airport at 12:00. I arrived about 11:45, pulled the airplane from the hangar and preflighted it waiting for Jim to arrive. After Jim arrived we discussed our strategy for the day and decided that we would get as many approaches in during the hour that we had decided upon. GND was contacted with our intentions and we received our squawk code and taxi instructions. Runup was completed and we were ready to go. A Northwest CRJ was on a 3 mile final so we were told to expedite our departure or we would be waiting until they landed before we would be able to take off. We took off and I put on the Foggles. We were given vectors for the ILS27 (Link located below) approach. Things went very good this time. I was still a little off keeping my altitude at 2700’ while being vectored, but that will come as I gain more experience with the trim and power settings on the DA40. The first ILS went very good as I kept the needles within 1 dot on each side of center. I looked up at 1100’ and was very happy with where I was and could easily land from there. We then climbed out on RWY HDG per TWR instructions and waited for our call to contact DEP. I wanted to hand fly the GPS 27 (Link located below) approach this time so I entered the approach into the Garmin 530 and was vectored to CIBNO (IAF) and was directed to call when inbound from CIBNO. This was only my second GPS approach with the DA40, so I found out that there are still many things left to learn. The one thing that I was doing wrong was turning to the next waypoint before I was supposed to. The Garmin 530 would warn you of your upcoming turn, and I made the mistake of turning then rather than waiting for the actual “turn to HDG xxx” instruction. Obviously, that wouldn’t happen if I had been using the auto pilot to fly this approach rather than hand flying it. This approach went well and it’s really nice to be able to look at the screen of the 530 to track your progress. Another neat thing is that the HSI needle works similar to if you were flying to a VOR or ILS meaning that you need to correct towards the deviation indicated by the CDI needle. After the missed I decided that I was going to use the AP to fly the final ILS27 approach of the day. I punched in the ILS27 approach into the 530 and set the altitude on the KAP140. I then used the HDG functionality of the AP when given vectors for the approach. My altitude on this approach was near perfect (I wonder why) and as I was given vectors to intercept the LOC, I selected APP on the autopilot. This armed the APP and as the LOC needle started to move, APP took over. As we reached WAVUM (the FAF) the AP took over our pitch command as well. The only thing that I had to do was run the timer and make sure that I stayed at 90 knots. As we reached DH, I clicked the autopilot disconnect on the stick and configured the plane for landing. This might just be me, but with the funky gusty cross wind that we had today, I felt that I had better control of the HDG on my approach than the AP did. We landed and I received taxi instructions back to the hangar. Jim commented that the altitude issue that I had on the first approach was much better and getting more comfortable with the plane will really help with that. He signed me off as being competent to fly the DA40 solo. Not only did I get that, I was able to get some hood time in as well. It was a great flight and I look forward to many more.
http://flightaware.com/resources/airport/CID/IAP/ILS+OR+LOC+RWY+27/pdf
http://flightaware.com/resources/airport/CID/IAP/RNAV+%28GPS%29+RWY+27/pdf
I wanted to finish my dual checkout in the DA40 and had been fighting bad weather the past few days. After having to cancel due to fog yesterday morning again, I decided to sneak away from work over my lunch hour. I made arrangements with Jim to meet him at the airport at 12:00. I arrived about 11:45, pulled the airplane from the hangar and preflighted it waiting for Jim to arrive. After Jim arrived we discussed our strategy for the day and decided that we would get as many approaches in during the hour that we had decided upon. GND was contacted with our intentions and we received our squawk code and taxi instructions. Runup was completed and we were ready to go. A Northwest CRJ was on a 3 mile final so we were told to expedite our departure or we would be waiting until they landed before we would be able to take off. We took off and I put on the Foggles. We were given vectors for the ILS27 (Link located below) approach. Things went very good this time. I was still a little off keeping my altitude at 2700’ while being vectored, but that will come as I gain more experience with the trim and power settings on the DA40. The first ILS went very good as I kept the needles within 1 dot on each side of center. I looked up at 1100’ and was very happy with where I was and could easily land from there. We then climbed out on RWY HDG per TWR instructions and waited for our call to contact DEP. I wanted to hand fly the GPS 27 (Link located below) approach this time so I entered the approach into the Garmin 530 and was vectored to CIBNO (IAF) and was directed to call when inbound from CIBNO. This was only my second GPS approach with the DA40, so I found out that there are still many things left to learn. The one thing that I was doing wrong was turning to the next waypoint before I was supposed to. The Garmin 530 would warn you of your upcoming turn, and I made the mistake of turning then rather than waiting for the actual “turn to HDG xxx” instruction. Obviously, that wouldn’t happen if I had been using the auto pilot to fly this approach rather than hand flying it. This approach went well and it’s really nice to be able to look at the screen of the 530 to track your progress. Another neat thing is that the HSI needle works similar to if you were flying to a VOR or ILS meaning that you need to correct towards the deviation indicated by the CDI needle. After the missed I decided that I was going to use the AP to fly the final ILS27 approach of the day. I punched in the ILS27 approach into the 530 and set the altitude on the KAP140. I then used the HDG functionality of the AP when given vectors for the approach. My altitude on this approach was near perfect (I wonder why) and as I was given vectors to intercept the LOC, I selected APP on the autopilot. This armed the APP and as the LOC needle started to move, APP took over. As we reached WAVUM (the FAF) the AP took over our pitch command as well. The only thing that I had to do was run the timer and make sure that I stayed at 90 knots. As we reached DH, I clicked the autopilot disconnect on the stick and configured the plane for landing. This might just be me, but with the funky gusty cross wind that we had today, I felt that I had better control of the HDG on my approach than the AP did. We landed and I received taxi instructions back to the hangar. Jim commented that the altitude issue that I had on the first approach was much better and getting more comfortable with the plane will really help with that. He signed me off as being competent to fly the DA40 solo. Not only did I get that, I was able to get some hood time in as well. It was a great flight and I look forward to many more.
http://flightaware.com/resources/airport/CID/IAP/ILS+OR+LOC+RWY+27/pdf
http://flightaware.com/resources/airport/CID/IAP/RNAV+%28GPS%29+RWY+27/pdf
Sunday, March 14, 2010
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
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
Friday, March 12, 2010
Lesson #11
Log Book - 3/10 C150 IA24 KCID IA24 5 1.4
The weather has been crappy all day with low ceilings and rain. The TAF’s for CID show that the weather is supposed to improve about an hour before we are scheduled to fly. I call Dale around 11:00 and make sure that everything is set. I get to the airport to find out that once again I need to add fuel. We discuss our plan for the day and I decide I want to get better with the ILS approaches. I feel that my overcorrecting needs to be fixed and that the first thing that I want to do is get it corrected before it starts to diminish my other skills. We depart Green Castle and contact CID APP in hopes of getting vectors for multiple ILS 27 approaches. I get the squawk code and then get vectors for downwind and base for the approach. We do everything to identify the ILS frequency and finally get it. I am given vectors to the FAF and watch the LOC needle swing back and forth. At this point, I start to wonder if the gauge is working correctly and then I get a call from APP letting me know that I have just flown through the LOC. I acknowledge them and let them know that I am correcting. I finally get the TO flag and get the LOC needle centered, waiting for the GS needle. I am getting frustrated as once again I am chasing the needles. Sometime I wonder if some of the problem is me or the crappy equipment that I am using. I get down to the DH and call a missed and get vectors back for another approach. As we make our way back to the FAF, Dale and I discuss the last approach and I explain that some of the reason behind blowing through the LOC was the issue that we are having with the navigational equipment. I tell Dale that if I have the same issues on the next approach that I am calling it quits for the day. We get the call for final approach vectors and wait to see what the instruments tell me. I have the altitude pegged and once again wait for the LOC needle to move. WooHoo, it seems to be working this time. I find myself flying this approach much better. Corrections aren’t over done this time and I am keeping the LOC and GS needles within a bar. I am feeling much better this time, and get down to DH within reach of the runway. 2 more similar approaches and its back to IA24 for the day. When we get back to the office, Dale and I discuss our options for my next lesson Saturday and decide that we will work on longer flights to different airports to get away from the same thing over and over. Plus, it will help me gain some more X/C time to obtain the required 50 hours prior to my check ride. We are also thinking that we will take the Arrow out for a flight on Saturday. The Arrow brings DME to the table where I haven’t used it since the 172 went to the shop.
The weather has been crappy all day with low ceilings and rain. The TAF’s for CID show that the weather is supposed to improve about an hour before we are scheduled to fly. I call Dale around 11:00 and make sure that everything is set. I get to the airport to find out that once again I need to add fuel. We discuss our plan for the day and I decide I want to get better with the ILS approaches. I feel that my overcorrecting needs to be fixed and that the first thing that I want to do is get it corrected before it starts to diminish my other skills. We depart Green Castle and contact CID APP in hopes of getting vectors for multiple ILS 27 approaches. I get the squawk code and then get vectors for downwind and base for the approach. We do everything to identify the ILS frequency and finally get it. I am given vectors to the FAF and watch the LOC needle swing back and forth. At this point, I start to wonder if the gauge is working correctly and then I get a call from APP letting me know that I have just flown through the LOC. I acknowledge them and let them know that I am correcting. I finally get the TO flag and get the LOC needle centered, waiting for the GS needle. I am getting frustrated as once again I am chasing the needles. Sometime I wonder if some of the problem is me or the crappy equipment that I am using. I get down to the DH and call a missed and get vectors back for another approach. As we make our way back to the FAF, Dale and I discuss the last approach and I explain that some of the reason behind blowing through the LOC was the issue that we are having with the navigational equipment. I tell Dale that if I have the same issues on the next approach that I am calling it quits for the day. We get the call for final approach vectors and wait to see what the instruments tell me. I have the altitude pegged and once again wait for the LOC needle to move. WooHoo, it seems to be working this time. I find myself flying this approach much better. Corrections aren’t over done this time and I am keeping the LOC and GS needles within a bar. I am feeling much better this time, and get down to DH within reach of the runway. 2 more similar approaches and its back to IA24 for the day. When we get back to the office, Dale and I discuss our options for my next lesson Saturday and decide that we will work on longer flights to different airports to get away from the same thing over and over. Plus, it will help me gain some more X/C time to obtain the required 50 hours prior to my check ride. We are also thinking that we will take the Arrow out for a flight on Saturday. The Arrow brings DME to the table where I haven’t used it since the 172 went to the shop.
Monday, March 8, 2010
Lesson #10
Log Book - 3/6 C150 IA24 KCID IA24 3 1.2
Arrived at the airport about 8:20 and pulled N5219Q from the hangar. While I normally pull the plane to the pumps when they need fuel, I felt lazy and decided to taxi the plane to the pumps this morning. After filling the tanks and preflighting, Dale arrived and we climbed in the plane for our training today. Another different airplane that I had never flown, so we had to go through the steps of figuring out radios, etc. We depart and I put on the Foggles and attempt to call CID APP. After the initial call, APP tells me that the radio is unreadable. I level off at 1900’ (below the lower limits of the Class C airspace) to try to figure out what is happening with the radios. We decide that COM1 isn’t the best choice and switch over to the COM2 radios. The COM2 radio is working well, so we get our squawk code and proceed to CID for several ILS 09 approaches. We get final vectors for the ILS 09 approach, so I slow to 90 knots and get ready for the ILS needle to start to move. As I turn towards the runway, the winds are light from 130 so I realize that I will need to approach at a heading of 100 to help correct for the winds. The GS needle comes alive and I wait for the FAF. Once there, I start the descent down to the runway. OK, there are now 2 things that I need to worry about, heading and altitude. I once again am overcorrecting on the heading and getting very frustrated because of it. I eventually get back on course and am still a little high on the GS when I reach decision height. I look up from the Foggles and see that I would be able to get configured and land, so I call missed and wait for my instructions from TWR to contact DEP. I get my assigned heading from DEP and chat with Dale about what I need to do to correct my over correcting. I once again get HDG instructions for the vectors to the FAF and start configuring the airplane for the approach. I once again find myself overcorrecting on the LOC and am hoping that I can figure out what I am doing wrong. I end this approach a little to the left and high, but still manageable. After some more discussion with Dale, he thinks that I should try small rudder corrections in lieu of aileron to correct the LOC errors so I figure it’s worth a try. I once again get vectors for the last ILS approach for the day. As we turn to the FAF, I remind myself repeatedly that I will stay light on the controls and use small heading corrections. The rudder pedals also will hopefully alleviate the errors that I made on the first 2 attempts. Everything this time is going great and I have the needles centered for the majority of this approach. As I follow the GS down, I realize that I am a little low and provide some power to correct the deviation. DAMN, I spent too much time on the VSI and GS needles and realize that I am now way off on heading. I try to get the needles closer to center before reaching DH, but am unable to do so. I look up at DH to see that I am a little right and high, but still close enough to the runway to get down safely. I get vectors and altitude instructions from Dale and he gets me lined up for left base for RWY 15 back at Green Castle. Off go the Foggles and I land the plane and taxi back to the ramp. Once we are finished and back in the office, Dale comments on my last approach and tells me how good I was doing until getting mesmerized on the GS needle and VSI and forgetting my scan. It will take some more time to get the scan down, and wonder how much easier it would be if this were a newer plane with the more popular inverted T 6 pack of gauges, like the DA40 that I fly.
Arrived at the airport about 8:20 and pulled N5219Q from the hangar. While I normally pull the plane to the pumps when they need fuel, I felt lazy and decided to taxi the plane to the pumps this morning. After filling the tanks and preflighting, Dale arrived and we climbed in the plane for our training today. Another different airplane that I had never flown, so we had to go through the steps of figuring out radios, etc. We depart and I put on the Foggles and attempt to call CID APP. After the initial call, APP tells me that the radio is unreadable. I level off at 1900’ (below the lower limits of the Class C airspace) to try to figure out what is happening with the radios. We decide that COM1 isn’t the best choice and switch over to the COM2 radios. The COM2 radio is working well, so we get our squawk code and proceed to CID for several ILS 09 approaches. We get final vectors for the ILS 09 approach, so I slow to 90 knots and get ready for the ILS needle to start to move. As I turn towards the runway, the winds are light from 130 so I realize that I will need to approach at a heading of 100 to help correct for the winds. The GS needle comes alive and I wait for the FAF. Once there, I start the descent down to the runway. OK, there are now 2 things that I need to worry about, heading and altitude. I once again am overcorrecting on the heading and getting very frustrated because of it. I eventually get back on course and am still a little high on the GS when I reach decision height. I look up from the Foggles and see that I would be able to get configured and land, so I call missed and wait for my instructions from TWR to contact DEP. I get my assigned heading from DEP and chat with Dale about what I need to do to correct my over correcting. I once again get HDG instructions for the vectors to the FAF and start configuring the airplane for the approach. I once again find myself overcorrecting on the LOC and am hoping that I can figure out what I am doing wrong. I end this approach a little to the left and high, but still manageable. After some more discussion with Dale, he thinks that I should try small rudder corrections in lieu of aileron to correct the LOC errors so I figure it’s worth a try. I once again get vectors for the last ILS approach for the day. As we turn to the FAF, I remind myself repeatedly that I will stay light on the controls and use small heading corrections. The rudder pedals also will hopefully alleviate the errors that I made on the first 2 attempts. Everything this time is going great and I have the needles centered for the majority of this approach. As I follow the GS down, I realize that I am a little low and provide some power to correct the deviation. DAMN, I spent too much time on the VSI and GS needles and realize that I am now way off on heading. I try to get the needles closer to center before reaching DH, but am unable to do so. I look up at DH to see that I am a little right and high, but still close enough to the runway to get down safely. I get vectors and altitude instructions from Dale and he gets me lined up for left base for RWY 15 back at Green Castle. Off go the Foggles and I land the plane and taxi back to the ramp. Once we are finished and back in the office, Dale comments on my last approach and tells me how good I was doing until getting mesmerized on the GS needle and VSI and forgetting my scan. It will take some more time to get the scan down, and wonder how much easier it would be if this were a newer plane with the more popular inverted T 6 pack of gauges, like the DA40 that I fly.
Friday, March 5, 2010
Lesson #9
Log Book - 3/5 DA40 KCID 5 1.5
I knew yesterday afternoon that I would have a chance to get away from work for a couple of hours today, so I emailed Jim to see if he would be available for some more dual instruction in the DA40. Given that I have already been checked out in the DA40, the remaining dual time that I needed to pacify the insurance would be flown under the hood. I finally got my security card and hangar key from airport security, so I was able to get there a little early and get the plane pulled from the hangar and preflighted. As I was finishing up, Jim arrived and we discussed our options for today. I had mentioned in an email last night that I wanted some hood time and Jim agreed with my request. I called up GND and requested vectors for multiple ILS 09 approaches (Link located below). We then proceeded to taxi out to RWY 13 and Jim asked if I was up for a no vis take-off with the Foggles on. As much as I wanted to, I thought it would be in my best interest to get a little more comfortable with the plane. Maybe our next flight I will take advantage of his request. We departed RWY 13 and I donned the Foggles. I was given vectors for the ILS 09. I found out today that I REALLY need to pay attention to my altitude with the DA40. It is so aerodynamic that it climbs in a hurry and I soon find myself well above my planned altitude of 2500’. I then find myself chasing the altimeter with the electric trim. Well, as I am flying what is considered my base leg, I start configuring the plane for approach. I finally get vectored to the FAF and I wait for the needle to move. As I turn and start my approach, I find myself over correcting on runway heading and I think that I am starting to lull Jim to sleep. This has been a concern of mine as I find myself watching the CDI and trying to correct, rather than watching the Attitude Indicator and scanning the other instruments. I make my way down the ILS and look up at 1100’, pretty close to the centerline and well within my reach of getting to the runway. After the missed, I fly runway heading and wait for the handoff to DEP. I hear the call from TWR and I call DEP for further heading and altitude instructions. After obtaining a heading, I decided that I want to try my hand at having the Auto Pilot handle the tasks for me. I turn on the AP and set the HDG and ALT assigned by ATC. About 2 minutes after getting everything set, I get a trim warning from the AP so I switch off the AP using the button on the control stick. I then use the heading bug alone on the AP and hand fly the altitude and speed. I get vectors to proceed on the ILS 09 approach and once again see that I am overcorrecting everything. DAMN!!! I am staying within one bar on the LOC and GS, but the constant weaving back and forth is putting Jim to sleep. I pull the Foggles at 1100’ and see that I dead on the centerline but still a little high. I contact TWR and tell them missed and await the call to contact DEP. I get the call and get my HDG and ALT requirements. Once I have the heading and altitude set, Jim informs me that he is going to try to fix the electric trim by cycling the power to the avionics. He flips the “Avionics Master” switch and we wait for the Garmins and AP to go through their self test. Once they are done, I then set the HDG and ALT in the AP and program the Garmin 530 for the ILS 09. Everything seems to be working better now and the electric trim is once again doing what it is supposed to. Once on base, I configure the plane for landing and switch the APP button on the AP. This should keep my heading bug active and ARM the AP to start the approach when the LOC needle comes alive. This should be an easy approach, as all I have to worry about is the speed. A perfect approach is flown and I pat the KAP140 to show it my appreciation in having it in the plane with me. That is how an approach should be flown. 8^) I then wanted to hand fly the final approach so I shut off the AP and tried my very best to maintain HDG and ALT that was assigned my ATC. I am doing a very good job of keeping my altitude and heading this time, but I let the airplane get ahead of me before reaching the FAF. I blow right through the FAF, where I should have started my 500fpm descent and started the clock. I didn’t so I was pretty much screwed on that approach. I had the LOC needle centered, but ended up not getting the GS needle back. I called missed and we decided to stay VFR and circle to land. I pulled off the Foggles and Jim asked if I knew what had happened. Of course I did, I didn’t start my descent and the timer at the FAF. I have to admit that I am so used to seeing the needle on a normal GS that the HIS threw me off when I didn’t see it. I need to learn how to read the new technology. 8^) We circled to the downwind and requested permission to land long on RWY 09. The plane is hangared in the East T’s and it doesn’t make sense to land on the numbers and taxi the entire length of the runway. After arriving back at the hangar, Jim endorsed my logbook and he needed to run so I pushed the plane in the hangar and closed things up for the day. I am now just 0.4 hours from satisfying the insurance company and cannot wait to take my wife and kids up in the Diamond. It is a joy to fly and the opportunity Jim has given me will never be forgotten.
http://flightaware.com/resources/airport/CID/IAP/ILS+OR+LOC+RWY+09/pdf
I knew yesterday afternoon that I would have a chance to get away from work for a couple of hours today, so I emailed Jim to see if he would be available for some more dual instruction in the DA40. Given that I have already been checked out in the DA40, the remaining dual time that I needed to pacify the insurance would be flown under the hood. I finally got my security card and hangar key from airport security, so I was able to get there a little early and get the plane pulled from the hangar and preflighted. As I was finishing up, Jim arrived and we discussed our options for today. I had mentioned in an email last night that I wanted some hood time and Jim agreed with my request. I called up GND and requested vectors for multiple ILS 09 approaches (Link located below). We then proceeded to taxi out to RWY 13 and Jim asked if I was up for a no vis take-off with the Foggles on. As much as I wanted to, I thought it would be in my best interest to get a little more comfortable with the plane. Maybe our next flight I will take advantage of his request. We departed RWY 13 and I donned the Foggles. I was given vectors for the ILS 09. I found out today that I REALLY need to pay attention to my altitude with the DA40. It is so aerodynamic that it climbs in a hurry and I soon find myself well above my planned altitude of 2500’. I then find myself chasing the altimeter with the electric trim. Well, as I am flying what is considered my base leg, I start configuring the plane for approach. I finally get vectored to the FAF and I wait for the needle to move. As I turn and start my approach, I find myself over correcting on runway heading and I think that I am starting to lull Jim to sleep. This has been a concern of mine as I find myself watching the CDI and trying to correct, rather than watching the Attitude Indicator and scanning the other instruments. I make my way down the ILS and look up at 1100’, pretty close to the centerline and well within my reach of getting to the runway. After the missed, I fly runway heading and wait for the handoff to DEP. I hear the call from TWR and I call DEP for further heading and altitude instructions. After obtaining a heading, I decided that I want to try my hand at having the Auto Pilot handle the tasks for me. I turn on the AP and set the HDG and ALT assigned by ATC. About 2 minutes after getting everything set, I get a trim warning from the AP so I switch off the AP using the button on the control stick. I then use the heading bug alone on the AP and hand fly the altitude and speed. I get vectors to proceed on the ILS 09 approach and once again see that I am overcorrecting everything. DAMN!!! I am staying within one bar on the LOC and GS, but the constant weaving back and forth is putting Jim to sleep. I pull the Foggles at 1100’ and see that I dead on the centerline but still a little high. I contact TWR and tell them missed and await the call to contact DEP. I get the call and get my HDG and ALT requirements. Once I have the heading and altitude set, Jim informs me that he is going to try to fix the electric trim by cycling the power to the avionics. He flips the “Avionics Master” switch and we wait for the Garmins and AP to go through their self test. Once they are done, I then set the HDG and ALT in the AP and program the Garmin 530 for the ILS 09. Everything seems to be working better now and the electric trim is once again doing what it is supposed to. Once on base, I configure the plane for landing and switch the APP button on the AP. This should keep my heading bug active and ARM the AP to start the approach when the LOC needle comes alive. This should be an easy approach, as all I have to worry about is the speed. A perfect approach is flown and I pat the KAP140 to show it my appreciation in having it in the plane with me. That is how an approach should be flown. 8^) I then wanted to hand fly the final approach so I shut off the AP and tried my very best to maintain HDG and ALT that was assigned my ATC. I am doing a very good job of keeping my altitude and heading this time, but I let the airplane get ahead of me before reaching the FAF. I blow right through the FAF, where I should have started my 500fpm descent and started the clock. I didn’t so I was pretty much screwed on that approach. I had the LOC needle centered, but ended up not getting the GS needle back. I called missed and we decided to stay VFR and circle to land. I pulled off the Foggles and Jim asked if I knew what had happened. Of course I did, I didn’t start my descent and the timer at the FAF. I have to admit that I am so used to seeing the needle on a normal GS that the HIS threw me off when I didn’t see it. I need to learn how to read the new technology. 8^) We circled to the downwind and requested permission to land long on RWY 09. The plane is hangared in the East T’s and it doesn’t make sense to land on the numbers and taxi the entire length of the runway. After arriving back at the hangar, Jim endorsed my logbook and he needed to run so I pushed the plane in the hangar and closed things up for the day. I am now just 0.4 hours from satisfying the insurance company and cannot wait to take my wife and kids up in the Diamond. It is a joy to fly and the opportunity Jim has given me will never be forgotten.
http://flightaware.com/resources/airport/CID/IAP/ILS+OR+LOC+RWY+09/pdf
Thursday, March 4, 2010
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
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
Tuesday, March 2, 2010
Lesson #7
Log Book - 3/1 C150 4K6 OTM IA24 0 0.9
I preflighted the C150 for the flight home. This will be the first time that I have flown in a C150, so this could be an interesting trip. I am 6’-2” and I was concerned with how much room there was in the cockpit given the non-adjustable front seats. Another reason that I wanted Dale to come along is that this plane might be my new instrument training plane while the 172 was down, so I needed to see if we would both fit in the plane. After we crammed ourselves in, we talked about what we would do on the flight back to IA24. As much as I wanted to do a couple of approaches on the way home, it was well after noon and I needed to get back to work. We figured the best thing to do was to fly to the OTM VOR and then direct to the CID VOR. This would take us right over IA24, so that is what we did. After take-off, I donned the Foggles and received heading instruction from Dale waiting for the VOR signal. After we climbed to about 2500’, we got the needle to move and received the ident code. I then proceeded to fly direct OTM and then to the CID VOR. As we arrived closer to IA24, Dale then gave me heading and altitude callouts and set me up for base to RWY 33 at Green Castle. I must say that I was real happy with my first landing in the C150. It was a squeaker and right in the center of the 26’ wide runway. After landing, Dale and I discussed my upcoming flight schedule and what plane I wanted to use while the 172 was in the shop. I felt comfortable enough in the 150 to continue to use it as long as the temperatures remained low. I am guessing our weight won’t be our friend when density altitude is added to the training equation. We will try a few flights in the 150 and if things don’t work out I can always transition over to the Piper Arrow that the club has in its fleet of rental aircraft. While it would cost more for training, it is still available if need be. We then discussed my training schedule and how the absence of the 172 (possible 6-8 weeks at the shop) might affect my upcoming check ride. I told him about my share in the DA40 and he mentioned the possibility of using that for my check ride. After discussing that at length, I decided that it is my best option. I figure that I will get approx. 7 hours of hood time in the DA40 while finishing my required dual instruction to pacify the insurance company. I will keep flying the 150 until I get close to my ride. Once my check ride is within reach, I will then use the DA40 for the final few hours of my training.
I preflighted the C150 for the flight home. This will be the first time that I have flown in a C150, so this could be an interesting trip. I am 6’-2” and I was concerned with how much room there was in the cockpit given the non-adjustable front seats. Another reason that I wanted Dale to come along is that this plane might be my new instrument training plane while the 172 was down, so I needed to see if we would both fit in the plane. After we crammed ourselves in, we talked about what we would do on the flight back to IA24. As much as I wanted to do a couple of approaches on the way home, it was well after noon and I needed to get back to work. We figured the best thing to do was to fly to the OTM VOR and then direct to the CID VOR. This would take us right over IA24, so that is what we did. After take-off, I donned the Foggles and received heading instruction from Dale waiting for the VOR signal. After we climbed to about 2500’, we got the needle to move and received the ident code. I then proceeded to fly direct OTM and then to the CID VOR. As we arrived closer to IA24, Dale then gave me heading and altitude callouts and set me up for base to RWY 33 at Green Castle. I must say that I was real happy with my first landing in the C150. It was a squeaker and right in the center of the 26’ wide runway. After landing, Dale and I discussed my upcoming flight schedule and what plane I wanted to use while the 172 was in the shop. I felt comfortable enough in the 150 to continue to use it as long as the temperatures remained low. I am guessing our weight won’t be our friend when density altitude is added to the training equation. We will try a few flights in the 150 and if things don’t work out I can always transition over to the Piper Arrow that the club has in its fleet of rental aircraft. While it would cost more for training, it is still available if need be. We then discussed my training schedule and how the absence of the 172 (possible 6-8 weeks at the shop) might affect my upcoming check ride. I told him about my share in the DA40 and he mentioned the possibility of using that for my check ride. After discussing that at length, I decided that it is my best option. I figure that I will get approx. 7 hours of hood time in the DA40 while finishing my required dual instruction to pacify the insurance company. I will keep flying the 150 until I get close to my ride. Once my check ride is within reach, I will then use the DA40 for the final few hours of my training.
Lesson #6
Log Book - 3/1 C172 IA24 IOW OTM 4K6 1 1.6
The Cessna 172 that I fly needed to be delivered to our A&P so that it could get a required engine overhaul. The club had a Cessna 150 sitting waiting to be returned from its annual. I thought what a perfect way to get some hood time in without paying for the planes and helping out the club, so I volunteered to fly the 172 to Bloomfield, IA (4K6) and pick up the 150, so I scheduled my CFII to fly with me as well. After talking to Dale Sunday afternoon, I decided to go ahead and file an IFR flight plan so that I would get used to the filing process and also the different ways to pick up a clearance either at IA24 or in the air. I filed Sunday night IA24-IOW-OTM-4K6 at 4000’ and departing at 1515z on Monday. I knew that I had 2 hours after our planned departure time so I felt safe filing for the time that I did. I arrived at the airport, fueled and preflighted and waited for Dale. After Dale arrived, we talked about the different ways to go about getting our clearance. I decided that I wanted to get our clearance on the ground at IA24 rather than picking it up in the air after departure. I found out after the fact, that it was a mistake. I ended up having to sit on the ground at IA24 for 5 minutes waiting for my departure slot (I thought that only happened at big airports). After take-off I contacted CID DEP and received my direct IOW proceed own nav on the trip. I flew to IOW and then started my turn outbound to OTM. I was getting back to having the needles almost centered. While doing my normal instrument scan, I noticed both VOR needles showed that I was right of course so I proceeded to correct my heading to the left waiting for the CDI to center. After several minutes with no CDI movement, I turned the OBS knob on both VOR’s trying to center the CDI to find out what was happening. Oh crap, they were now showing that I was way left of course. You can see my flightaware.com track on the link below. This old plane and its crappy equipment is really starting to piss me off at this point. During this tracking issue, I had been told to contact Chicago Center. I had my Fujitsu tablet PC with moving map software and I should have used that to cross reference my position. Given the fact that was the first time that I had it in an airplane, I hadn’t included it in my normal instrument scan. After recognizing the error with the instruments, I validated the problem after thinking about the GPS that I had attached to the yoke. I immediately started my correction back to being on the correct course. As I was correcting back, I called CHI CTR to request vectors for the OTM VOR DME 13 (Link located below) approach. I received the vectors and was told to descend to 3000’. After passing through 3400’ I was told by CHI CTR that radar contact was lost and to climb back up to 4000’. I received several more vectors before being told to fly HDG 150 and cleared for the VOR DME 13 approach. At that point I cancelled my IFR flight plan and flew the approach. At 1150’ I pulled the Foggles and found the runway directly in front of me. I then went missed and proceeded direct to the OTM VOR as described in the missed approach procedure. After arriving there, we turned to the south and followed the 189 degree radial down to 4K6 per the Bloomfield AF/D. Dale gave me vectors and altitude instructions to get me lined up for downwind for RWY 36. We landed and I taxied the airplane to the waiting A&P that would be tearing it down within hours of its arrival.
http://flightaware.com/live/flight/N7717U/history/20100301/1525Z/IA24/4K6
http://flightaware.com/resources/airport/OTM/IAP/VOR_DME+RWY+13/pdf
The Cessna 172 that I fly needed to be delivered to our A&P so that it could get a required engine overhaul. The club had a Cessna 150 sitting waiting to be returned from its annual. I thought what a perfect way to get some hood time in without paying for the planes and helping out the club, so I volunteered to fly the 172 to Bloomfield, IA (4K6) and pick up the 150, so I scheduled my CFII to fly with me as well. After talking to Dale Sunday afternoon, I decided to go ahead and file an IFR flight plan so that I would get used to the filing process and also the different ways to pick up a clearance either at IA24 or in the air. I filed Sunday night IA24-IOW-OTM-4K6 at 4000’ and departing at 1515z on Monday. I knew that I had 2 hours after our planned departure time so I felt safe filing for the time that I did. I arrived at the airport, fueled and preflighted and waited for Dale. After Dale arrived, we talked about the different ways to go about getting our clearance. I decided that I wanted to get our clearance on the ground at IA24 rather than picking it up in the air after departure. I found out after the fact, that it was a mistake. I ended up having to sit on the ground at IA24 for 5 minutes waiting for my departure slot (I thought that only happened at big airports). After take-off I contacted CID DEP and received my direct IOW proceed own nav on the trip. I flew to IOW and then started my turn outbound to OTM. I was getting back to having the needles almost centered. While doing my normal instrument scan, I noticed both VOR needles showed that I was right of course so I proceeded to correct my heading to the left waiting for the CDI to center. After several minutes with no CDI movement, I turned the OBS knob on both VOR’s trying to center the CDI to find out what was happening. Oh crap, they were now showing that I was way left of course. You can see my flightaware.com track on the link below. This old plane and its crappy equipment is really starting to piss me off at this point. During this tracking issue, I had been told to contact Chicago Center. I had my Fujitsu tablet PC with moving map software and I should have used that to cross reference my position. Given the fact that was the first time that I had it in an airplane, I hadn’t included it in my normal instrument scan. After recognizing the error with the instruments, I validated the problem after thinking about the GPS that I had attached to the yoke. I immediately started my correction back to being on the correct course. As I was correcting back, I called CHI CTR to request vectors for the OTM VOR DME 13 (Link located below) approach. I received the vectors and was told to descend to 3000’. After passing through 3400’ I was told by CHI CTR that radar contact was lost and to climb back up to 4000’. I received several more vectors before being told to fly HDG 150 and cleared for the VOR DME 13 approach. At that point I cancelled my IFR flight plan and flew the approach. At 1150’ I pulled the Foggles and found the runway directly in front of me. I then went missed and proceeded direct to the OTM VOR as described in the missed approach procedure. After arriving there, we turned to the south and followed the 189 degree radial down to 4K6 per the Bloomfield AF/D. Dale gave me vectors and altitude instructions to get me lined up for downwind for RWY 36. We landed and I taxied the airplane to the waiting A&P that would be tearing it down within hours of its arrival.
http://flightaware.com/live/flight/N7717U/history/20100301/1525Z/IA24/4K6
http://flightaware.com/resources/airport/OTM/IAP/VOR_DME+RWY+13/pdf
Lesson #5
Log Book - 2/27 DA40 CID IOW CID 2 0.6
As you can see it’s been over 2 months since I had any IFR time, so I was ready to get back up in the plane and fly under the hood. As you may have noticed from the plane type, I changed planes for this flight. I have been getting checked out in a Diamond DA40 and we figured now that I was almost competent to fly the airplane except for x-wind landings, we may as well use some of the extra dual time required by the insurance company to fly simulated instruments. We had just finished up steep turns, power on and power off stalls at the SW practice area which is just west of KIOW. After we were done, we decided to go ahead and do a touch and go in Iowa City (KIOW). Before we started our turn to IOW, Jim asked me to find your way to IOW using the instruments that are available to you. By the way, did I mention the plane is equipped with a Garmin 430/530 radio stack and a Bendix/King KAP140 Auto Pilot with altitude preselect. Well, that is another story. So, I go to the 530 and select direct IOW so it shows the magenta line to IOW. As we start our turn, Jim asks if I want to have a go at flying the IOW GPS 30 (Link located below) approach into IOW. What do you think I would say, no? 8^) So using my knowledge of the 530 (which appropriately enough was obtained using it in FS9 & FSX) I was able to plug in the GPS 30 approach into the 530 and started my approach using OCUCI as my IAF. This approach did not require a procedure turn which made it a little easier. I didn’t use the auto pilot for any of this approach as I wanted to hand fly the approach. The Garmin 530 does an excellent job of pointing me in the correct direction. It also alerts you to when to start your next turn prior to reaching the waypoint, which is really nice. While the 530 does an excellent job of heading input, it doesn’t do anything for altitude on anything other than ILS approaches, so I am still required to make sure that altitude is within the approach requirements. The KAP140 will make that a snap if and when I would ever use the AP for an approach. After the touch and go, we then headed back north to Cedar Rapids (KCID). I hadn’t done any x-wind landings in the plane yet, so we figured this would be a good time to do that. Winds were 310/16G24 so this was a perfect day for x-wind landings. After contacting Approach Control, I asked for vectors for the ILS 27 approach, which was granted. “N316LV, fly heading 070, maintain 3000’.” I responded and went to work configuring the Garmin 530 for Vector for ILS 27 (Link located below). While waiting, Jim told me some interesting features of the 530 once the approach is set. The unit will auto tune the ILS frequency and alert the pilot of the correct OBS setting for the HSI. I could really get used to flying this plane in IFR conditions. 8^) After getting some more vectors, we finally received “6LV, fly heading 290, descend to 2700’, maintain 2700’ til established, cleared for the ILS 27 approach. Contact TWR 118.7”. After contacting TWR, it was time to get ready for the approach. GMPS is my acronym for the DA40 (Gas Mixture Prop Switches) and I then slowed to 90 knots and 1 notch of flaps prior to reaching the FAF. Given the stiff x-wind, my heading on the ILS varied from 290-300 while descending down the glide slope. Nolan asked after the fact why I was swinging the nose back and forth rather than just keeping it at the same spot. I told him that I was making small corrections via the instruments, rather than having a visual aspect of the approach. After reaching 1100’, I took off the Foggles and there was the runway. I added the 2nd notch of flaps and did a touch and go as Jim wanted me to do several more x-wind touch and goes. After a couple more on RWY 27, we then decided to switch over the RWY 31. On base leg of the approach and cleared for the touch and go, Jim cut the power and I then called TWR to say simulated engine out. The planes glides better than anything that I have ever flow. The only thing that I can do now is trim for best glide speed and wait. As I approached the numbers and I knew I had the runway made, I extended the flaps and did another touch and go. Once more loop around the pattern and we called it a day.
http://flightaware.com/resources/airport/IOW/IAP/RNAV+%28GPS%29+RWY+30/pdf
http://flightaware.com/resources/airport/CID/IAP/ILS+OR+LOC+RWY+27/pdf
Subscribe to:
Posts (Atom)
