Approaches on my own..... wooo hooo

Monday, June 2nd was the first time experiencing practice approaches without an instructor!!! (no foggles used, of course) I considered it a big milestone for me to set my instruments, communicate with Air Traffic Control (ATC) and fly 3 different types of approaches without any assistance. If I didn't understand any part of ATC's directions, I knew to repeat what I understood and to say "say again altitude" (for example) if I needed to. I didn't need any directions repeated though.... I felt good about that..... It also helped me to talk out loud when getting weather, checking frequencies, briefing the approaches, watching the needles come in, etc. or making any type of corrections during the approaches.

I took off from 3SQ, intercepted the 031 radial remaining under Class B airspace at the altitude 1500 ft. The weather "Lima" was obtained from ATIS at 128.0, then St. Louis Approach contacted on 124.2 as I flew over KSET and then the Mississippi River seen in the picture. At that point I ascended to ~2300 feet which still kept me under the Class B airspace surrounding KSTL (St. Louis International Airport).

My request was to practice the BC LOC 11 (back course localizer) and the ILS 29 (instrument landing system) at KALN (Alton, Illinois or St. Louis Regional Airport). The BC LOC 11 is tricky because the LOC needle moves in the opposite direction (opposite of ILS 29 using the same frequency and runway just opposite ends, thus, back course). So, when the needle moved to my right, I had to make corrections to my left to pull the needle to the center. When the needle moved to my left, I had to make corrections to my right to pull the needle to the center.

Next, I was vectored to the opposite end of 11 which was the ILS 29. The localizer frequency I-ALN 108.5 was the same, however, a completely different approach plate was used called ILS or LOC RWY 29. It is a precision approach meaning the glide slope is available giving not only vertical guidance, but, horizontal guidance as well.

Now with the ILS 29, when the needle moved to the right, I had to make corrections to the right as if I was trying to "get back to the road". When the needle moved to the left, I had to make corrections to the left. At the same time I had to follow the horizontal needle (glide slope which gives the vertical guidance). If it moved up above center, I had to make corrections by lifting the nose a tad or discontinuing the descent for a bit until it centered. Or, when the needle moved below center, I had to make corrections by lowering the nose a tad or increasing my descent.

As you can see in the picture, I was just above the glide slope that was leading me vertically to the runway. My adjustments at that time was to lower the nose slightly which centered the needle.

Last, I received vectors to KSET (St. Charles County Airport) to complete the VOR RWY 18 which was back over the Mississippi. Flying a VOR approach is similar to flying to a VOR, but, you descend to the runway while keeping the VOR needle centered. Picture the instrument above without the glide slope. (horizontal needle which gave the vertical guidance). Once the approach was completed, it was time to head back to "home sweet home", 3SQ.

After all of my flights I jot down things I need to work on. Identifying NAVAIDS is one very important item sometimes missed. Also, I use my checklist for pre-flight, run-up and taking off..... but then I slip it under my leg and it's not referred to until after I land to "clean up". And last, GMC or Gas on/Mixture rich/Carb Heat on is missed during approaches, but, used when I actually land somewhere.

In summary, I practiced approaches on my own!!!!....... wooo hoooooooo