Log Book - 5/27 C172 IA24 IOW IA24 1 1.3
After completing my IFR x/c I spoke with Dale about being reluctant to set the RPM on approaches and leaving it there. Given that I also wanted to do some more partial panel flight, we decided to spend the session doing just that. The plane once again needed fuel, so after I arrived I headed off to the pump and added about 13 gallons of 100LL. Dale had been there but was talking to a possible new IFR candidate so I went ahead and preflighted the plane and got ready to go. It was warm today, but not as bad as it had been so we decided to contact CID DEP and tell them we would be maneuvering around the IOW VOR at 4000’ and doing the IOW VOR-A (Link located below) approach at the different altitude. It was clear so we decided to depart IA24 and call DEP on our way to the IOW VOR. I was given my squawk code and was cleared to the IOW VOR to 4000’. I donned the Foggles once we were on downwind and headed to IOW. Shortly thereafter, Dale covered the AI (attitude indicator) and the HI (heading indicator). I was now flying partial panel and it still felt like I was cheating looking at the compass and being able to see outside. Oh well, that is what happens when you are flying VFR partial panel with the Foggles on. We were heading for the VOR and Dale asked how I would enter the hold at IOW. Taking a quick glance at the approach plate, a parallel entry would be the correct answer. Once we were over the VOR, I tracked outbound on the 45 for 30 seconds and then turned to the outbound heading which was 197 degrees. After a minute it was a standard rate turn back to right to join the inbound section of the leg. This hold procedure is a non-standard left turn hold. Once I was established on the inbound leg, I waited for the DME to count down to 0 (it actually doesn’t ever get to 0 because of the slant range). Once over the VOR it was time to start the standard rate left turn until we were abeam the VOR to start the timer. Although the wind was light, I still needed to add a little correction. The partial panel was going much better this time and I kind of forgot about me thinking I was cheating. Given there was slight tailwind, I let the timer get to 55 second before I started the standard rate turn back to the inbound leg. My timing was very good as the inbound leg was just a touch over 1 minute in length. We did one more racetrack around the hold and then Dale told me to track the VOR inbound to IOW for 3 miles. Once the DME reached 3.0, he then told me to fly back to the VOR and start the full approach including the procedure turn. I then flew the entire VOR-A approach partial panel but at our new altitude as we didn’t want to disturb the incoming and outgoing traffic at IOW. As we got to the MAP, I removed the Foggles and saw that we were directly over the airport. I put the Foggles back on and started the missed approach procedures which was a climbing left direct to the IOW VOR. After I called missed to CID APP Dale fixed the vacuum pump so I had all of my instruments back. Yeah. We flew back to the VOR climbing to 4000’ and Dale then told me that once we reached the VOR to fly the 240 radial and to descend to 3000’. This was done to once again allow me to set the throttle and for me to leave it alone. 8^) After we descended down and I intercepted the radial, Dale had me call CID APP and tell them we were heading back to IA24. The nice thing about Green Castle is that it is directly southeast of the CID VOR on the 150 radial so I changed the navigation frequencies and I intercepted the radial. Once IA24 was in site Dale gave me vectors to overfly the airport to join the left downwind for RWY 33. I typically would have just entered a left base for 33, but there was other traffic in the pattern so we joined in with them. Once on the ground, we discussed our future plans. Dale informed me that it was time to talk with the examiner and talk about scheduling the checkride. This made me both happy and very nervous. Once I talk with the examiner and verify where the checkride would take place (probably KOTM Ottumwa, IA), we will decide what we will do to finish up. My logbook now shows 32.2 so I still need almost 8 hours before I can take it.
http://flightaware.com/resources/airport/IOW/IAP/VOR-A/pdf
Friday, May 28, 2010
Thursday, May 27, 2010
Lesson #21
Log Book - 5/24 C172 IA24 KUIN KOTM KCID 3 3.2
Today I have my IFR X/country planned. I plan to fly IA24 to Quincy, IL, then over to Ottumwa, IA and finish off with an instrument approach at KCID. Given that we were going to depart early Monday morning, I went out to the airport and filled the tanks on the 172 Sunday evening. When I arrived Monday morning, I got the plane out of the hangar and was starting to pre-flight before Dale arrived. The weather was hot and humid and Dale and I discussed whether he would bring along his Garmin 496 with XM weather. The thought was to throw it in the back seat just in case. I had filed all 3 flights early that morning and the weather was clear so I took off and picked up my clearance airborne. My flight plan was filed as IOW V67 BRL V63 COBOD (flightware.com link located below) which would take us close to the VOR/DME 22 (Link located below) approach into Quincy. Things went well and the weather was much nicer at 5000’ with the temps below 70 and free of the high humidity. The flight went as planned and I wasn’t having any issues along the way. Dale even messed with my iPad and the SkyCharts Pro application that I had running on it. I was passed off to CHI CTR and then KC CTR before we started our approach. I had planned on flying the LOC/DME BC 22 approach but the LOC was NOTAM’d O/S (out of service) so I decided on flying the VOR approach. With the long x/c you need to fly 3 different approaches, so I had to be careful to not fly the same type of approach twice. Several of the runways at Quincy were closed for repair so we decided to do a low approach to the missed and start the next leg of our flight. I cancelled my IFR and told KC CTR that I would like to pick up my next clearance after going missed. They approved and told me to change to advisory. I made my callouts on the CTAF and then did the missed approach. After getting to about 1500’ AGL, I called KC CTR and they gave me my clearance to KOTM. We climbed out and started our trek to LOAMY V52 OTM (flightware.com link located below) to Ottumwa. The reason that I picked that airport is because I will most likely have my flight test done there as that is where the examiner is located. Given we were heading in from the SE, it would be best to ask for the ILS 31 (Link located below) approach as it would be a straight-in approach. The winds were 190/16G23 so the approach would be flown with the circle to land minimums. After being handed off to CHI CTR, I requested the ISL 31 approach and was given vectors for the final approach course. Everything on this flight went well too and I was getting very comfortable in the system. The only thing that I would have liked was for the weather to be actual. Oh well, you cannot have everything. 8^) The warm weather was wreaking havoc on the approach as we were bouncing all over the place. I have to be more cognizant of trusting the RPM setting and using the elevator trim for minor pitch changes. I was a little up and down on the GS, but the LOC was right on. I flew down to the circle to land minimums (1260’) and circled to RWY 22. It is required of me to land at one of the airports in order to log the time as x/c so we decided to land this time. While we were on the ground, I figured that I would put some fuel in the plane as well. 10 gallons was added as we waited in the FBO. We used the rest room, got something to drink and were ready to roll. I paid for the fuel and we headed out. My only mistake on the flight was my flight plan that I made for the next leg. I had filed RIDCO V294 CID (flightware.com link located below) and after talking about it with Dale, we had no real way of getting to RIDCO without vectors or an IFR certified GPS. The probable route was to fly direct CID which we did after I amended my flight plan with CHI CTR. The flight back to KCID was uneventful and I was given vectors for the LOC 9 (Link located below) approach. This worked out well, as the GS was O/S at CID as well. The winds were 170/17G25 and all of the commercial planes were landing on RWY 13. This setup an interesting scenario on final, as shortly after I contacted TWR I was told that I might have to break off the approach early due to inbound traffic on RWY 13. As I was just about to the LOC MDA (1200’) TWR told me to break off my approach, fly heading 120 and to contact DEP. Oh well, Dale had me take off the Foggles and take a look at where I was. That approach went well even with the extra commotion thrown in. We then flew back to IA24 and landed. After getting back to Green Castle, we discussed the flight and Dale pointed out that I really need to get better at trusting the RPM settings for the different approaches. I seem to keep my hand on the throttle and adjust more than necessary. That will be what I work on as I get ready for the check ride. Today’s flights got my Simulated IFR to 25.1 and Actual IFR to 5.8 for a total of 30.9 hours. I now have less than 10 hours to go before I have the required 40 hours necessary to take the test. I will probably need a few more than that, but time will tell. The landing at Green Castle also marked my 500th day time landing in my flying career. Man I cannot believe that I have landed a plane 500 times during the day. 8^)
http://flightaware.com/live/flight/N7717U/history/20100524/1425Z/IA24/KUIN
http://flightaware.com/resources/airport/UIN/IAP/VOR_DME+RWY+22/pdf
http://flightaware.com/live/flight/N7717U/history/20100524/1555Z/KUIN/KOTM
http://flightaware.com/resources/airport/OTM/IAP/ILS+RWY+31/pdf
http://flightaware.com/live/flight/N7717U/history/20100524/1725Z/KOTM/KCID
http://flightaware.com/resources/airport/CID/IAP/ILS+OR+LOC+RWY+09/pdf
Today I have my IFR X/country planned. I plan to fly IA24 to Quincy, IL, then over to Ottumwa, IA and finish off with an instrument approach at KCID. Given that we were going to depart early Monday morning, I went out to the airport and filled the tanks on the 172 Sunday evening. When I arrived Monday morning, I got the plane out of the hangar and was starting to pre-flight before Dale arrived. The weather was hot and humid and Dale and I discussed whether he would bring along his Garmin 496 with XM weather. The thought was to throw it in the back seat just in case. I had filed all 3 flights early that morning and the weather was clear so I took off and picked up my clearance airborne. My flight plan was filed as IOW V67 BRL V63 COBOD (flightware.com link located below) which would take us close to the VOR/DME 22 (Link located below) approach into Quincy. Things went well and the weather was much nicer at 5000’ with the temps below 70 and free of the high humidity. The flight went as planned and I wasn’t having any issues along the way. Dale even messed with my iPad and the SkyCharts Pro application that I had running on it. I was passed off to CHI CTR and then KC CTR before we started our approach. I had planned on flying the LOC/DME BC 22 approach but the LOC was NOTAM’d O/S (out of service) so I decided on flying the VOR approach. With the long x/c you need to fly 3 different approaches, so I had to be careful to not fly the same type of approach twice. Several of the runways at Quincy were closed for repair so we decided to do a low approach to the missed and start the next leg of our flight. I cancelled my IFR and told KC CTR that I would like to pick up my next clearance after going missed. They approved and told me to change to advisory. I made my callouts on the CTAF and then did the missed approach. After getting to about 1500’ AGL, I called KC CTR and they gave me my clearance to KOTM. We climbed out and started our trek to LOAMY V52 OTM (flightware.com link located below) to Ottumwa. The reason that I picked that airport is because I will most likely have my flight test done there as that is where the examiner is located. Given we were heading in from the SE, it would be best to ask for the ILS 31 (Link located below) approach as it would be a straight-in approach. The winds were 190/16G23 so the approach would be flown with the circle to land minimums. After being handed off to CHI CTR, I requested the ISL 31 approach and was given vectors for the final approach course. Everything on this flight went well too and I was getting very comfortable in the system. The only thing that I would have liked was for the weather to be actual. Oh well, you cannot have everything. 8^) The warm weather was wreaking havoc on the approach as we were bouncing all over the place. I have to be more cognizant of trusting the RPM setting and using the elevator trim for minor pitch changes. I was a little up and down on the GS, but the LOC was right on. I flew down to the circle to land minimums (1260’) and circled to RWY 22. It is required of me to land at one of the airports in order to log the time as x/c so we decided to land this time. While we were on the ground, I figured that I would put some fuel in the plane as well. 10 gallons was added as we waited in the FBO. We used the rest room, got something to drink and were ready to roll. I paid for the fuel and we headed out. My only mistake on the flight was my flight plan that I made for the next leg. I had filed RIDCO V294 CID (flightware.com link located below) and after talking about it with Dale, we had no real way of getting to RIDCO without vectors or an IFR certified GPS. The probable route was to fly direct CID which we did after I amended my flight plan with CHI CTR. The flight back to KCID was uneventful and I was given vectors for the LOC 9 (Link located below) approach. This worked out well, as the GS was O/S at CID as well. The winds were 170/17G25 and all of the commercial planes were landing on RWY 13. This setup an interesting scenario on final, as shortly after I contacted TWR I was told that I might have to break off the approach early due to inbound traffic on RWY 13. As I was just about to the LOC MDA (1200’) TWR told me to break off my approach, fly heading 120 and to contact DEP. Oh well, Dale had me take off the Foggles and take a look at where I was. That approach went well even with the extra commotion thrown in. We then flew back to IA24 and landed. After getting back to Green Castle, we discussed the flight and Dale pointed out that I really need to get better at trusting the RPM settings for the different approaches. I seem to keep my hand on the throttle and adjust more than necessary. That will be what I work on as I get ready for the check ride. Today’s flights got my Simulated IFR to 25.1 and Actual IFR to 5.8 for a total of 30.9 hours. I now have less than 10 hours to go before I have the required 40 hours necessary to take the test. I will probably need a few more than that, but time will tell. The landing at Green Castle also marked my 500th day time landing in my flying career. Man I cannot believe that I have landed a plane 500 times during the day. 8^)
http://flightaware.com/live/flight/N7717U/history/20100524/1425Z/IA24/KUIN
http://flightaware.com/resources/airport/UIN/IAP/VOR_DME+RWY+22/pdf
http://flightaware.com/live/flight/N7717U/history/20100524/1555Z/KUIN/KOTM
http://flightaware.com/resources/airport/OTM/IAP/ILS+RWY+31/pdf
http://flightaware.com/live/flight/N7717U/history/20100524/1725Z/KOTM/KCID
http://flightaware.com/resources/airport/CID/IAP/ILS+OR+LOC+RWY+09/pdf
Monday, May 17, 2010
Lesson #20
Log Book - 5/13 C172 IA24 KAWG KIOW IA24 2 1.3
The day started off cloudy and rainy, a perfect IFR training day. I called Dale to ask about a possible change in our plans for today. We had talked about spending today doing partial panel work. While I know that I still need some work on that, I felt that was something that I could do on my long x/c that is scheduled in the next couple of weeks. With the low clouds that I saw this morning and were forecast for this afternoon, I figured it would be a splendid day to saddle up the Cessna and head down to Washington, IA (KAWG) to work on DME arc approaches. I filed the flight plan in the morning for a 5:15pm CDT departure. Our route would take us over the IOW VOR and then outbound on the R-142 to start the DME Arc. I arrived at the airport about 4:45 CDT and pulled the plane from the hangar. After filling the tanks and pre-flighting Dale and I were ready for departure. Unfortunately the weather had deteriorated to VFR, so obtaining my clearance on the ground before departure wasn’t necessary. 8^( After takeoff and turning our crosswind leg, I called CID DEP and picked up my clearance. I was cleared to IA24 via IOW KAWG IOW with approaches at both KAWG and KIOW. I donned the Foggles and started the trek. As we were flying towards IOW Dale and I discussed the procedure for flying the KAWG VOR/DME (Link located below) approach that includes a DME arc. At 26 miles, it is one of the widest DME arcs that I have ever seen. This makes for a good introductory to them as things won’t be moving as fast as they would on a shorter arc. We decided to do the R-142 as we were already on a heading of 150 to get to IOW VOR from GCAC. As we approached 25.5 miles on the DME, I had calculated the new heading that I would need to turn to and start the 5T acronym (turn-time-twist-throttle-talk). After the initial 90 degree turn and the twist of the OBS, the CDI centers it was again time to turn and twist. The strong wind out of the west really slowed down this approach which also made it easier as the workload wasn’t as fast. Using the turn and twist method kept me within a half mile of the 26 mile arc, well within standards, so I felt pretty good about the approach. After getting to the inbound portion of the approach, I started my descent and waited for the DME to count down to 15.3, which was the MAP. I called missed on the CTAF and started my climb back to the IOW VOR. After contacting CID APP I was given vectors for the KIOW VOR-A (Link located below) approach. I have done this approach several times and felt real comfortable with it. We contacted APP after executing the missed and Dale gave me vectors back to GCAC. Coming in from the southeast and given the fact that there weren’t any planes in the pattern, I did a straight in to RWY 33. The strong crosswinds gusts did their best to keep me from doing a great landing, but I did it anyway. 8^) We went back to the office and discussed the flight and what our next step will be. I have my written planned for the following Friday and Dale had planned to visit his daughter next week, so we decided that whatever time that I could be flying would be better spent hitting the books. My x/c country is planned for 5/24, so that might be my next session. I am hoping for crappy weather so that I can get some actual.
http://flightaware.com/resources/airport/AWG/IAP/VOR_DME+RWY+36/pdf
http://flightaware.com/resources/airport/IOW/IAP/VOR-A/pdf
The day started off cloudy and rainy, a perfect IFR training day. I called Dale to ask about a possible change in our plans for today. We had talked about spending today doing partial panel work. While I know that I still need some work on that, I felt that was something that I could do on my long x/c that is scheduled in the next couple of weeks. With the low clouds that I saw this morning and were forecast for this afternoon, I figured it would be a splendid day to saddle up the Cessna and head down to Washington, IA (KAWG) to work on DME arc approaches. I filed the flight plan in the morning for a 5:15pm CDT departure. Our route would take us over the IOW VOR and then outbound on the R-142 to start the DME Arc. I arrived at the airport about 4:45 CDT and pulled the plane from the hangar. After filling the tanks and pre-flighting Dale and I were ready for departure. Unfortunately the weather had deteriorated to VFR, so obtaining my clearance on the ground before departure wasn’t necessary. 8^( After takeoff and turning our crosswind leg, I called CID DEP and picked up my clearance. I was cleared to IA24 via IOW KAWG IOW with approaches at both KAWG and KIOW. I donned the Foggles and started the trek. As we were flying towards IOW Dale and I discussed the procedure for flying the KAWG VOR/DME (Link located below) approach that includes a DME arc. At 26 miles, it is one of the widest DME arcs that I have ever seen. This makes for a good introductory to them as things won’t be moving as fast as they would on a shorter arc. We decided to do the R-142 as we were already on a heading of 150 to get to IOW VOR from GCAC. As we approached 25.5 miles on the DME, I had calculated the new heading that I would need to turn to and start the 5T acronym (turn-time-twist-throttle-talk). After the initial 90 degree turn and the twist of the OBS, the CDI centers it was again time to turn and twist. The strong wind out of the west really slowed down this approach which also made it easier as the workload wasn’t as fast. Using the turn and twist method kept me within a half mile of the 26 mile arc, well within standards, so I felt pretty good about the approach. After getting to the inbound portion of the approach, I started my descent and waited for the DME to count down to 15.3, which was the MAP. I called missed on the CTAF and started my climb back to the IOW VOR. After contacting CID APP I was given vectors for the KIOW VOR-A (Link located below) approach. I have done this approach several times and felt real comfortable with it. We contacted APP after executing the missed and Dale gave me vectors back to GCAC. Coming in from the southeast and given the fact that there weren’t any planes in the pattern, I did a straight in to RWY 33. The strong crosswinds gusts did their best to keep me from doing a great landing, but I did it anyway. 8^) We went back to the office and discussed the flight and what our next step will be. I have my written planned for the following Friday and Dale had planned to visit his daughter next week, so we decided that whatever time that I could be flying would be better spent hitting the books. My x/c country is planned for 5/24, so that might be my next session. I am hoping for crappy weather so that I can get some actual.
http://flightaware.com/resources/airport/AWG/IAP/VOR_DME+RWY+36/pdf
http://flightaware.com/resources/airport/IOW/IAP/VOR-A/pdf
Wednesday, May 12, 2010
Lesson #19
Log Book - 5/11 C172 IA24 KALO KCID IA24 2 1.5
When the day started I wasn’t sure that I would be able to fly tonight. The weather was calling for scattered thunderstorms in the area and that is something that I didn’t want to be a part of. As the day progressed things were looking much better and at the time when we were going to depart, CID was showing a light wind from the NW and an overcast base at 1500’. Another great day for flying in actual instrument conditions. As I mentioned in an earlier blog, I would like as much of my training in actual conditions. From the first flight in actual conditions, there is no comparison between actual and simulated. We got the plane pulled out of the hangar and over to the fuel pump. 13.6 gallons of 100LL and we were ready to go. The conditions were VFR at IA24, so I was able to get my earlier filed flight plan once we were airborne. After checking all of the radios, etc after runup we taxied to RWY 33 and departed. Shortly after getting airborne I called CID APP for my clearance instructions and squawk code. After getting that, I was vectored over the CID airport for incoming and outgoing traffic. I was in and out of the clouds around 2000’ and had filed for 4000’ so I knew that the majority of the flight would be done in actual and wouldn’t need the Foggles. Once vectored around, I was given proceed own nav on V67 to ALO. Soon I was handed off the ALO APP and given an assignment to descend to 3000’. In doing so, I had descended out of the clouds and back into VFR, so I donned the Foggles. I asked for the LOC/BC 30 (Link located below) approach. This was the first time that I have tried a Back Course approach. For those not knowing what that is, you are using the localizer from the runway on the opposite side (ie, RWY 12 at ALO has an ILS RWY 12 approach). Given that, the LOC needle works in reverse. You need to make sure that you remember this or when you think you are correcting to fix a moving CDI, you are actually going farther away than you wanted. This worked very well for me and I didn’t have any issues with this at all. Once I reached the DH, I took off the Foggles and proceeded to do a touch and go (required to log the flight as a x/c flight). I once again received my clearance while airborne for the trip back to CID and received altitude and heading instructions from ALO DEP. Once I was clear of their airspace I was given a vector to proceed back to CID on the V67 airway. I had filed for 3000’ and we were in and out of the clouds, so I figured it would be wise to keep the Foggles on. Shortly after getting on the airway, I was given an altitude assignment of 4000’ from ALO DEP. That worked well for me as the extra altitude put us back in the clouds. I was given vectors for the ILS 27 (Link located below) approach. The approach went well with the exception of I was a little high. As I glanced over to the tach, I was able to see why. I was about 1500 rpm above my usual ILS descent of 2200 RPM. Once that was corrected the approach was flown to DH and a missed was announced to TWR. We made our way back to IA24 under the cloud deck and I made one of my better landings on the narrow 27’ wide asphalt strip. Dale and I then discussed the next couple of training sessions and what we would work on. One session will be more partial panel work, a session doing a DME ARC approach at a local airport and then some VOR and airway hold patterns. I have my x/c schedule and am still working on a route that Dale and I will be comfortable with.
http://flightaware.com/live/flight/N7717U/history/20100511/2130Z/IA24/KALO (1st Leg)
http://flightaware.com/resources/airport/ALO/IAP/LOC+BC+RWY+30/pdf
http://flightaware.com/live/flight/N7717U/history/20100511/2225Z/KALO/KCID (2nd Leg)
http://flightaware.com/resources/airport/CID/IAP/ILS+OR+LOC+RWY+27/pdf
When the day started I wasn’t sure that I would be able to fly tonight. The weather was calling for scattered thunderstorms in the area and that is something that I didn’t want to be a part of. As the day progressed things were looking much better and at the time when we were going to depart, CID was showing a light wind from the NW and an overcast base at 1500’. Another great day for flying in actual instrument conditions. As I mentioned in an earlier blog, I would like as much of my training in actual conditions. From the first flight in actual conditions, there is no comparison between actual and simulated. We got the plane pulled out of the hangar and over to the fuel pump. 13.6 gallons of 100LL and we were ready to go. The conditions were VFR at IA24, so I was able to get my earlier filed flight plan once we were airborne. After checking all of the radios, etc after runup we taxied to RWY 33 and departed. Shortly after getting airborne I called CID APP for my clearance instructions and squawk code. After getting that, I was vectored over the CID airport for incoming and outgoing traffic. I was in and out of the clouds around 2000’ and had filed for 4000’ so I knew that the majority of the flight would be done in actual and wouldn’t need the Foggles. Once vectored around, I was given proceed own nav on V67 to ALO. Soon I was handed off the ALO APP and given an assignment to descend to 3000’. In doing so, I had descended out of the clouds and back into VFR, so I donned the Foggles. I asked for the LOC/BC 30 (Link located below) approach. This was the first time that I have tried a Back Course approach. For those not knowing what that is, you are using the localizer from the runway on the opposite side (ie, RWY 12 at ALO has an ILS RWY 12 approach). Given that, the LOC needle works in reverse. You need to make sure that you remember this or when you think you are correcting to fix a moving CDI, you are actually going farther away than you wanted. This worked very well for me and I didn’t have any issues with this at all. Once I reached the DH, I took off the Foggles and proceeded to do a touch and go (required to log the flight as a x/c flight). I once again received my clearance while airborne for the trip back to CID and received altitude and heading instructions from ALO DEP. Once I was clear of their airspace I was given a vector to proceed back to CID on the V67 airway. I had filed for 3000’ and we were in and out of the clouds, so I figured it would be wise to keep the Foggles on. Shortly after getting on the airway, I was given an altitude assignment of 4000’ from ALO DEP. That worked well for me as the extra altitude put us back in the clouds. I was given vectors for the ILS 27 (Link located below) approach. The approach went well with the exception of I was a little high. As I glanced over to the tach, I was able to see why. I was about 1500 rpm above my usual ILS descent of 2200 RPM. Once that was corrected the approach was flown to DH and a missed was announced to TWR. We made our way back to IA24 under the cloud deck and I made one of my better landings on the narrow 27’ wide asphalt strip. Dale and I then discussed the next couple of training sessions and what we would work on. One session will be more partial panel work, a session doing a DME ARC approach at a local airport and then some VOR and airway hold patterns. I have my x/c schedule and am still working on a route that Dale and I will be comfortable with.
http://flightaware.com/live/flight/N7717U/history/20100511/2130Z/IA24/KALO (1st Leg)
http://flightaware.com/resources/airport/ALO/IAP/LOC+BC+RWY+30/pdf
http://flightaware.com/live/flight/N7717U/history/20100511/2225Z/KALO/KCID (2nd Leg)
http://flightaware.com/resources/airport/CID/IAP/ILS+OR+LOC+RWY+27/pdf
Monday, May 10, 2010
Lesson #18
Log Book - 5/7 C172 IA24 KCID IA24 2 1.0
I had the day off from work today as my daughter’s were supposed to have track and field day at school. It was cancelled due to rain, which meant a perfect day for IFR flying if Dale didn’t have anything going. I gave Dale a call mid-morning to see if he was available for an afternoon flight. He was and we decided to do a flight from IA24 to KALO which is over 50 nm and I can use it for a X/C flight for my logbook. As I was planning and checking weather, there was a NOTAM that the ILS at ALO was OTS. Well, that ruins that. I called Dale back and informed him of the bad news. He still wanted to fly given the conditions, so we decided to go to CID and do some ILS approaches. I arrived and got the airplane pulled out before Dale arrived. We decided to top the tanks before departure. I did the pre-flight and got everything ready for the flight. After starting the engine, I called CID APP and asked for clearance for multiple vectors for the ILS 27 approach. I waited for my readback and squawk code. Once that was received I was told to wait for release. I called them after the runup and before I back taxied RWY 33. I was given my clearance departure slot and told to call them on departure. As I was climbing through 600’ AGL, I contacted APP and was given vectors for the ILS 27 approach (Link located below). The winds were strong out of the NW and it showed on the DME (67 knots) as we were approaching the LOC. Things went well for the first ILS approach in the 172 in a couple of months. At the MAP I called missed and we were given vectors for another. The ceilings were right around 800’ AGL so most of the approaches had been done in the clouds. 8^) As I was on the second approach, we decided that 2 was enough for the day and asked for SVFR back to IA24. The TWR controller said that conditions were VFR and that I didn’t need the SVFR clearance back to Green Castle. After the missed, I contacted DEP and flew back to IA24. When we returned Dale and I talked about what else that I need to do before I am ready to take my test. As I am still 8 hours short of the x/c hours mandated by the FAA, we plan to do our next flight to a location that is greater than 50nm from IA24.
http://flightaware.com/resources/airport/CID/IAP/ILS+OR+LOC+RWY+27/pdf
I had the day off from work today as my daughter’s were supposed to have track and field day at school. It was cancelled due to rain, which meant a perfect day for IFR flying if Dale didn’t have anything going. I gave Dale a call mid-morning to see if he was available for an afternoon flight. He was and we decided to do a flight from IA24 to KALO which is over 50 nm and I can use it for a X/C flight for my logbook. As I was planning and checking weather, there was a NOTAM that the ILS at ALO was OTS. Well, that ruins that. I called Dale back and informed him of the bad news. He still wanted to fly given the conditions, so we decided to go to CID and do some ILS approaches. I arrived and got the airplane pulled out before Dale arrived. We decided to top the tanks before departure. I did the pre-flight and got everything ready for the flight. After starting the engine, I called CID APP and asked for clearance for multiple vectors for the ILS 27 approach. I waited for my readback and squawk code. Once that was received I was told to wait for release. I called them after the runup and before I back taxied RWY 33. I was given my clearance departure slot and told to call them on departure. As I was climbing through 600’ AGL, I contacted APP and was given vectors for the ILS 27 approach (Link located below). The winds were strong out of the NW and it showed on the DME (67 knots) as we were approaching the LOC. Things went well for the first ILS approach in the 172 in a couple of months. At the MAP I called missed and we were given vectors for another. The ceilings were right around 800’ AGL so most of the approaches had been done in the clouds. 8^) As I was on the second approach, we decided that 2 was enough for the day and asked for SVFR back to IA24. The TWR controller said that conditions were VFR and that I didn’t need the SVFR clearance back to Green Castle. After the missed, I contacted DEP and flew back to IA24. When we returned Dale and I talked about what else that I need to do before I am ready to take my test. As I am still 8 hours short of the x/c hours mandated by the FAA, we plan to do our next flight to a location that is greater than 50nm from IA24.
http://flightaware.com/resources/airport/CID/IAP/ILS+OR+LOC+RWY+27/pdf
Lesson #17
Log Book - 5/6 C172 IA24 KIOW IA24 2 1.1
As you can see by my notation listed above, the Cessna 172 has finally arrived back from its engine overhaul. It had been 2 months and 6 days since I delivered it to our A&P to have the engine done. While this is an extraordinary amount of time for an overhaul, it is also the way the GCAC needs to do it so that it keeps our costs down. After the last lesson, Dale and I decided that I would do some partial panel work this lesson. The 172 was sitting out as it was being used for an IFR training flight prior to mine. There was plenty of fuel in it, so it was just a matter of doing the typical preflight. The weather was VFR so there was no need to call CID APP before departure. I got the radios set, checked the instruments to make sure the compass, heading indicator and turn coordinator were OK while taxiing for departure. Once airborne and climbing through 1500’ I called CID DEP and requested a couple of KIOW VOR-A (link located below) approaches at KCID. Partial panel in an IFR environment means that you have lost your attitude indicator and heading indicator. You must rely on your turn coordinator and the compass for your heading and attitude. The 172 has an older turn coordinator which took some getting used to. The first approach was questionable as I was felt I was cheating looking at the compass although that is one of the instruments that you need to rely on when in actual conditions. While it’s not technically cheating, I felt that looking out at the clear VFR day with the Foggles on while checking my heading on the compass was cheating. After descending to the DH, I waited while the DME clicked up to the MAP distance. I started the missed approach procedure and contacted CID APP. They gave me instructions to fly the VOR-A again and contact them when inbound on the procedure turn. This approach went a lot better as I was able to get over my “cheating” complex. After reaching the MAP again, Dale instructed me to twist the ODB to the IOW R-330, which should take us right back to IA24. I intercepted the radial and made by way back to land. The second approach went real well and I was feeling more comfortable with partial panel approaches. We will spend some more time with partial panel on my X/C flight which should be coming up soon.
http://flightaware.com/resources/airport/IOW/IAP/VOR-A/pdf
As you can see by my notation listed above, the Cessna 172 has finally arrived back from its engine overhaul. It had been 2 months and 6 days since I delivered it to our A&P to have the engine done. While this is an extraordinary amount of time for an overhaul, it is also the way the GCAC needs to do it so that it keeps our costs down. After the last lesson, Dale and I decided that I would do some partial panel work this lesson. The 172 was sitting out as it was being used for an IFR training flight prior to mine. There was plenty of fuel in it, so it was just a matter of doing the typical preflight. The weather was VFR so there was no need to call CID APP before departure. I got the radios set, checked the instruments to make sure the compass, heading indicator and turn coordinator were OK while taxiing for departure. Once airborne and climbing through 1500’ I called CID DEP and requested a couple of KIOW VOR-A (link located below) approaches at KCID. Partial panel in an IFR environment means that you have lost your attitude indicator and heading indicator. You must rely on your turn coordinator and the compass for your heading and attitude. The 172 has an older turn coordinator which took some getting used to. The first approach was questionable as I was felt I was cheating looking at the compass although that is one of the instruments that you need to rely on when in actual conditions. While it’s not technically cheating, I felt that looking out at the clear VFR day with the Foggles on while checking my heading on the compass was cheating. After descending to the DH, I waited while the DME clicked up to the MAP distance. I started the missed approach procedure and contacted CID APP. They gave me instructions to fly the VOR-A again and contact them when inbound on the procedure turn. This approach went a lot better as I was able to get over my “cheating” complex. After reaching the MAP again, Dale instructed me to twist the ODB to the IOW R-330, which should take us right back to IA24. I intercepted the radial and made by way back to land. The second approach went real well and I was feeling more comfortable with partial panel approaches. We will spend some more time with partial panel on my X/C flight which should be coming up soon.
http://flightaware.com/resources/airport/IOW/IAP/VOR-A/pdf
Monday, May 3, 2010
Lesson #16
Log Book - 5/1 P28R-180 IA24 KOTM IA24 1 1.4
I had to cancel on Thursday due to expected strong winds (18023G35KT), so I was hoping that my session scheduled for today was still on. The winds were stronger (23016G24KT) than normal, but not so bad that we had to cancel for the day. Given that I will be taking my exam at KOTM (Ottumwa, IA) and I still needed some more x/c hours, we decided to head down to KOTM to do an approach and work on partial panel on the way back. The Cessna 172 is expected back any day, but still wasn’t here so I decided to take the Arrow rather than trying to wedge ourselves into one of the Cessna 150’s. I filed for the IFR flight earlier that morning, so there were just the normal preparations for the flight. I arrived about 15 minutes before Dale and got the plane out of the hangar and started the preflight. The tanks were filled to the tabs, which meant that we had 36 gallons of fuel available to us. After verifying that I had all the necessary charts, etc. we proceeded with startup and taxi. After all of the necessary instrument checks, we taxi out to RWY 15 for departure. The day was gorgeous with the exception of the wind, so I was able to take-off from IA24 and pick up my clearance when airborne. I don the Foggles and call CID DEP. (Flight plan link can be viewed below) After getting our clearance, altitude and squawk code we proceed direct to the IOW VOR up to 4000’. After turning outbound from the VOR, we get turned over to CHI CTR. The last time I flew this route, there was no radar coverage from CTR, so I had to give DME reporting points along the way. The same thing could be said for today’s flight. As I was approaching about 15m DME from the OTM VOR, CTR asked what type of approach that I wanted at KOTM and to let him know when I had the weather. I tuned to the ASOS and replied that I wanted the ILS 31 (Link located below). Knowing that it wasn’t the best choice given the wind, I figured this way I could circle to land on runway 22. All of my approaches so far haven’t included circle to land procedures, so this was a good thing. Plus, I also need to land in order to pacify the FAA to log this as a cross country flight. I started getting vectors about 10 miles out from the VOR. That worked good as I could get the NAV1 tuned to the ILS freq, verify the identifier and get the OBS set for the approach. I was finally given vectors to intercept the LOC, but was still at 4000’ to make sure that I was still on radar for the CTR controller. This was the first time that I had been given this type of approach and I have to admit that it threw me for a loop. It was strange because the typical altitude for this approach is 2800’ so on I was being vectored 1200’ higher than I expected. Once I was established on the LOC, I called CTR to cancel my IFR and was told to squawk 1200 and to change to advisory. This was one of the most difficult approaches I have done to date. Once established, not only was I changing the transponder, COM1 radio frequencies and calling CTAF of my intentions, I also had to descend at a higher than normal rate (1000’ fpm) to establish myself on the GS. Not only that, but a gusty crosswind was also aiding in my difficulties. The circle to land minimums are 1260-1 so at 1300’ MSL, I added power to stop my descent and took of the Foggles. Normal traffic pattern for RWY 22 was left hand so I announced on the CTAF and continued on my runway heading. Once past the airport boundaries, I started a turn to the left at 1300’ to enter into a left downwind. I maintained 1300’ and made sure that the airport environment was in my sight the entire time. Once on final, I put out the extra notch of flaps and landed. Once we landed and we were taxiing back to the departure end of RWY 22, Dale mentioned something that could have been done to help with the more than expected descent was to extend the landing gear. The landing gear extension speed on the Arrow is well above our approach speed, so that is an option for the future if this were to happen again. We waited for a few minutes before departing back to IA24 as we discussed what we would plan for the trip home. Given that Dale needed to be back, we decided to fly direct to the CID VOR partial panel, which would take us directly to Green Castle. Once we were airborne and receiving the CID VOR, Dale proceeded to cover the Attitude Indicator and Directional Gyro and had me fly back to CID simulating a vacuum pump failure. This was a fairly easy assignment on this trip, but as Dale explained, this will get us ready to do several VOR approaches into KIOW partial panel in our next lesson. We got back and we debriefed in the office afterwards. We discussed things from today and we scheduled our time for our next lesson. He then told me to start thinking about my IFR cross country and to be thinking about potential destination airports. I will spend the next few days using Flight Sim to work on my partial panel skills. While the sim is not the same as real world flying, it does wonder with the instrument scan.
http://flightaware.com/live/flight/N3936T
http://flightaware.com/resources/airport/OTM/IAP/ILS+RWY+31/pdf
I had to cancel on Thursday due to expected strong winds (18023G35KT), so I was hoping that my session scheduled for today was still on. The winds were stronger (23016G24KT) than normal, but not so bad that we had to cancel for the day. Given that I will be taking my exam at KOTM (Ottumwa, IA) and I still needed some more x/c hours, we decided to head down to KOTM to do an approach and work on partial panel on the way back. The Cessna 172 is expected back any day, but still wasn’t here so I decided to take the Arrow rather than trying to wedge ourselves into one of the Cessna 150’s. I filed for the IFR flight earlier that morning, so there were just the normal preparations for the flight. I arrived about 15 minutes before Dale and got the plane out of the hangar and started the preflight. The tanks were filled to the tabs, which meant that we had 36 gallons of fuel available to us. After verifying that I had all the necessary charts, etc. we proceeded with startup and taxi. After all of the necessary instrument checks, we taxi out to RWY 15 for departure. The day was gorgeous with the exception of the wind, so I was able to take-off from IA24 and pick up my clearance when airborne. I don the Foggles and call CID DEP. (Flight plan link can be viewed below) After getting our clearance, altitude and squawk code we proceed direct to the IOW VOR up to 4000’. After turning outbound from the VOR, we get turned over to CHI CTR. The last time I flew this route, there was no radar coverage from CTR, so I had to give DME reporting points along the way. The same thing could be said for today’s flight. As I was approaching about 15m DME from the OTM VOR, CTR asked what type of approach that I wanted at KOTM and to let him know when I had the weather. I tuned to the ASOS and replied that I wanted the ILS 31 (Link located below). Knowing that it wasn’t the best choice given the wind, I figured this way I could circle to land on runway 22. All of my approaches so far haven’t included circle to land procedures, so this was a good thing. Plus, I also need to land in order to pacify the FAA to log this as a cross country flight. I started getting vectors about 10 miles out from the VOR. That worked good as I could get the NAV1 tuned to the ILS freq, verify the identifier and get the OBS set for the approach. I was finally given vectors to intercept the LOC, but was still at 4000’ to make sure that I was still on radar for the CTR controller. This was the first time that I had been given this type of approach and I have to admit that it threw me for a loop. It was strange because the typical altitude for this approach is 2800’ so on I was being vectored 1200’ higher than I expected. Once I was established on the LOC, I called CTR to cancel my IFR and was told to squawk 1200 and to change to advisory. This was one of the most difficult approaches I have done to date. Once established, not only was I changing the transponder, COM1 radio frequencies and calling CTAF of my intentions, I also had to descend at a higher than normal rate (1000’ fpm) to establish myself on the GS. Not only that, but a gusty crosswind was also aiding in my difficulties. The circle to land minimums are 1260-1 so at 1300’ MSL, I added power to stop my descent and took of the Foggles. Normal traffic pattern for RWY 22 was left hand so I announced on the CTAF and continued on my runway heading. Once past the airport boundaries, I started a turn to the left at 1300’ to enter into a left downwind. I maintained 1300’ and made sure that the airport environment was in my sight the entire time. Once on final, I put out the extra notch of flaps and landed. Once we landed and we were taxiing back to the departure end of RWY 22, Dale mentioned something that could have been done to help with the more than expected descent was to extend the landing gear. The landing gear extension speed on the Arrow is well above our approach speed, so that is an option for the future if this were to happen again. We waited for a few minutes before departing back to IA24 as we discussed what we would plan for the trip home. Given that Dale needed to be back, we decided to fly direct to the CID VOR partial panel, which would take us directly to Green Castle. Once we were airborne and receiving the CID VOR, Dale proceeded to cover the Attitude Indicator and Directional Gyro and had me fly back to CID simulating a vacuum pump failure. This was a fairly easy assignment on this trip, but as Dale explained, this will get us ready to do several VOR approaches into KIOW partial panel in our next lesson. We got back and we debriefed in the office afterwards. We discussed things from today and we scheduled our time for our next lesson. He then told me to start thinking about my IFR cross country and to be thinking about potential destination airports. I will spend the next few days using Flight Sim to work on my partial panel skills. While the sim is not the same as real world flying, it does wonder with the instrument scan.
http://flightaware.com/live/flight/N3936T
http://flightaware.com/resources/airport/OTM/IAP/ILS+RWY+31/pdf
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