Today I was planning on a longer cross country trip using just VORs and the instruments in the plane, but NOT the GPS.

I planned on flying from Alton (KALN) to the Troy VOR (TOY) then to the Bible Grove VOR (BIB) and to Flora Municipal Airport at Flora, IL.

At Flora I would do a few Touch and Gos and then fly to Centralia Municipal Airport at Centralia, IL and do some more Touch and Gos and then fly back to Alton.

Original Flight Plan		Modified Flight Plan
Origin	Destination	Direction (Degrees)	Distance (Miles)
Alton, IL	Troy VOR	143	11
Troy VOR	Bible Grove VOR	76	68
Bible Grove VOR	Flora, IL	172	15
Total Distance			94
Flora, IL	Centralia, IL	253	31
Modified Flora, IL	Centralia VOR	246	36
Modified Centralia VOR	Centralia, IL	20	7
Modified Total Distance			43
Centralia, IL	Alton, IL	297	51
Grand Total Distance			176
Modified Grand Total Distance			188

I had been scheduled to fly from 3 till 5, but Lisa called on Monday and asked if I would switch planes. The owner of 5172J wanted to use his plane. I told Lisa that was fine and she switched me to 9577F at 3:30.

Ahead of my flight I figured my headings (degrees) and distances (miles) and had calculated checkpoints about every 10 miles.

For the checkpoints, I used radials off of the Vandalia VOR. By tuning in and setting the OBS, I would know when I reached my checkpoints.

At about 2:15 I called Weather Brief and got a briefing on the weather along my route.

The forecast weather was questionable over the eastern half of Illinois, calling for possible rime ice in clouds and low ceilings. The forecast was for ceiling of only 24-2600 feet at Flora, but when I had checked earlier, the weather reporting station at Flora was showing clear below 12,000 so I wasn't really concerned.

I was concerned by a NOTAM (Notice to Airmen) that stated there was 3/4 inch of ice on the runway at Centralia. I figured if it was still there when I got there, I would just skip the Touch and Gos there.

The briefer also told me to be sure I was familiar with intercept procedures and to monitor 121.5 as that is how the interceptors would communicate with me if needed. I told her I hoped they wouldn't have to and she agreed.

She also asked for any PIREPS (Pilot reports) on the weather.

She asked if I wanted to file my flight plan now and I told her no.

I checked the AOPA website and got a copy of the current Intercept Procedures and a copy of the Skyspotter PIREP form.

I left for the airport at about 2:50. I got there about 3:15.

By the time I got ready and got the book, it was 3:24 when I reached the plane.

I started my preflight checks and saw the plane only had about 3/4 fuel. It probably would have been enough, but since I was guessing I would be out about 2 1/2 to 3 hours, plus my 45 minutes reserve, I would be getting close.

I didn't see any linemen so I walked back inside and Donna paged and told them 77F needed fuel.

While I was walking back to the plane, I saw a lineman head for the fuel truck.

I completed my preflight checks while he was fueling and thanked him when he was done.

He asked if I had seen the 182.

I told him not today and he told me the owner had crashed it. All three blades of the prop were bent back and the wing was all torn up.

It is a brand new 182. It has only been here about a month.

I guess it is just as well I hadn't gotten checked out in it as then I would have known what I was missing.

I got in the plane and did my preflight checks and then tried to start the engine.

It started, but would not stay running.

It took 3 times before it started and kept running. I let it run a little high just to make sure it would stay running.

When I was ready, I pulled out and headed for the taxiway.

I stopped in the middle of the ramp, on the yellow line, and called Ground.

I said, Regional Ground, Cessna 9577F, at Langa, with Hotel, ready to taxi for departure to the Southeast.

I waited and got no response.

It seemed longer but probably after about 30 seconds, I called again and said the same thing.

This time, Ground replied and cleared me to runway 35. I acknowledged and headed out.

I was somewhat surprised, I had figured I would get runway 29 but it didn't really matter.

From 29 it is 147 degrees to my planned heading and from 35 it is 153 degrees.

I taxied down to the runup area and turned into the wind and did my final checks. Everything was good and I pulled up to the hold short line.

I called Tower and said, Regional Tower, Cessna 9577F, at 35, ready to depart.

Tower replied, 77F, cleared for 35, continue on desired heading.

I acknowledge, rolled onto the runway and got lined up.

I did my last minute checks of; flaps, fuel, and trim. Applied full power and I was soon in the air.

I cllimbed up to 1,000 feet and turned right, continuing to climb as I turned to my heading of 143 degrees. I flew past the end of 29 and headed for Troy.

The ATIS had said the visibility was better than "5000 and 5" meaning clear below 5,000 feet and at least 5 miles visiblity. It was, but there was a lot of haze, especially at the horizon.

I flew over Edwardsville. Here are a couple pictures of Dunlap Lake.

The Troy VOR (TOY) is easy for me as a checkpoint since I know where it is on the ground; just outside Troy on Highway 162.

I was a little off to the left as I approached it, but when the indicator on my radio navigation instrument showed passing over, I turned to my new heading of 76 degrees.

This was actually a designated airway, V12. It goes from Troy VOR (TOY) to Bible Grove VOR (BIB).

Using my sectional chart and my previously determined checkpoints, I followed my course and was right were I expected, when I was expected.

My first checkpoint was just at the edge of Silver Lake outside of Highland and I reached it at 4:04.

I flew a little South of Greenville and took these pictures of the Prison there. It looks interesting in the snow.

A ways past Carlyle Lake, there is a Tank Farm off to the South of my path. There really isn't any town around it so I don't know why it is there but here are some pictures.

I continued on my course, reaching all of my checkpoints.

I checked the weather for Flora and it was reporting winds from 230 degrees at 4 knots, visibility of 10 miles, clear below 12,000 feet.

About 20 miles from Bible Grove, the sky was clear and the air smooth and I thought I would call and make my first PIREP.

My form showed Flight Watch's frequency as 122.0. I dialed it in and called, Flight Watch, this is Cessna 9577F. I got no response. I waited and still nothing. After I thought about it, I decided I should have reported my position so they knew where to call me back. Instead I just decided not to file.

I need to get more comfortable doing this. I like PIREPs so I know other people would also.

When I was approaching the Bible Grove VOR (BIB), I got distracted and when I looked at my instruments I thought I had passed over the VOR. I turned to my heading of 172 and then dialed it in and my instruments were showing I wasn't headed for Flora. I tried just turning to the indicated heading but wasn't sure so I cheated and dialed in BIB on the GPS.

It was showing the VOR was behind me to the left. I had turned South too soon.

I adjusted my heading and got back on course and headed for Flora.

Since the wind was from 230, I figured I would use runway 21.

When I was about 7 miles out, I reported, Flora Traffic, Cessna 9577F, 7 miles to the North, inbound for Touch and Go on 21, Flora Traffic.

At about 3 miles I reported, Flora Traffic, Cessna 9577F, 3 miles to the North, will be passing over mid-field at 2,300 feet to enter a left downwind for touch and go on 21, Flora Traffic.

Here are some pictures of the airport as I approached.

When I passed over the airport, I flew out about a mile and then turned right and did a 270 degree turn to enter my downwind.

Since I was starting at 2,300 feet, I was high so I reduced power and pushed the nose over as I went through my turn and by the time I was on my downwind, the plane had decended almost to pattern altitude.

I reported, Flora Traffic, Cessna 9577F, on left downwind for 21, Flora Traffic.

I set the throttle to 2,000 RPMs and trimmed for level flight.

When I was even with the end of the runway, I reduced power to 1500 RPMs, put in some more trim and held the nose steady.

I reported my turn to base and put in 10 degrees of flaps.

I always have to watch it when I turn to base because I don't like to let the nose drop and I end up being high on final. I started to hold it up but caught myself and pushed the nose over.

I put in more flaps and when almost to the end of the runway, I reported, Flora Traffic, Cessna 9577F, turning final for touch and go on 21, Flora Traffic.

I was at about 1,200 feet when I straightened out on final, but the bigger problem was I was closer than I liked.

I ended up landing nicely, but I was way down the runway. I like to land just past the numbers, but this time I was past the numbers, the terminal, the first, second, and even third turn off.

When I started my flare, I floated a bit and by the time the wheels touched down, I was way long. The landing was nice and smooth, just not very precise.

Flaps out, lined up, power in and I was climbing back up.

I reported, Flora Traffic, Cessna 9577F, Airborne off 21, staying in the pattern, left traffic, Flora Traffic.

At 1,000 feet I turned left and went around the pattern.

This time I wanted to take some pictures on final so I held my downwind a little longer and when I turned to base and then final I had time to take these.

This time my landing was much better, and I touched down about even with the terminal buildings.

Flaps, power and I was back up again.

I reported airborne again, staying in the pattern.

For my third landing, I figured this would be my last so I wanted it to be perfect.

I reported as I went around and this time nailed 1,000 feet as I turned to final. I reduced power more and started my flare just as I passed over the end of the runway, and touched down just past the numbers, right where I had been aiming.

Flaps, and power and I was on my way.

This time I reported, Flora Traffic, Cessna 9577F, Airborne off 21, Departing the area to the Southwest, Flora Traffic.

When I reached 1,000 feet I turned right and set up a heading of 253 degrees.

It was later than I had planned and was starting to get dark. While I had been doing the touch and gos, I had seen the sun go down, then up, then down again as I went down then up then down again.

Now it was below the horizon, even when I was in the air.

Rather than aim straight for Centralia Municipal Airport, I figured I would head for the Centralia VOR (ENL) and then fly from there to the airport.

I looked at my sectional and adjusted my heading to 246 degrees. The VOR is about 6 miles Southwest of the airport.

I continued to reach my checkpoints and listened to the radio. There were a few other planes in the area of Centralia. I tried looking for them but never saw them.

When I was about 10 miles out, one plane departed the area and the other landed at Centralia.

I swung a little wide just so I wouldn't get too close to the airport as I headed for the VOR.

When I was almost over the VOR, the VOLTS indicator on my annunciator panel came on.

I looked at my ammeter and it showed discharging. I turned off my landing and taxi lights to reduce the power drain and decided I would just go land.

I had been planning on doing touch and gos, but power was more important.

I reported, Centralia Traffic, Cessna 9577F, 6 miles to the Southwest, inbound for landing, Centralia Traffic.

The Unicom operator reported back that the wind was from 280 degrees at 3 knots and recomended using runway 36. He also said the runway was clear of ice. I acknowledged.

Previously, I had been planning on using runway 18, but that had been before when I was comming directly from Flora.

Since I was Southwest of the airport, I could almost have made an angled straight in final, but instead aimed for parrallel to the airport and then reported turning to left base for 36.

I had been at about 2,500 feet when I was at the VOR so I had to loose 1,500 feet between there and final. Flaps, power and distance got me down.

When I turned to final, I was at 1,000 feet.

I lined up with the runway and executed another nice landing.

As I was rolling I kept crunching over snow and ice. There were spots of it all over. Most of the runway was clear.

I slowed and pulled off at to the taxiway, reporting clear of the runway.

As I was taxiing in, Unicomm asked if I needed fuel or anything and I said, only a bathroom and a phone. He said they had both of those.

I taxied in to the ramp, crunching over more snow and ice and parked in front of the terminal. I was the only plane there.

I had forgotten but my cell phone (Sprint PCS) does not work at the Centralia airport so after I shut down I headed inside.

When I walked in the door, the person belonging to the voice I had heard on the unicomm directed me to the bathroom and then the telephone.

They don't have a public phone so I had to use the desk phone.

I called back to Langa so see what I should do.

For rest of trip, read Flight Log 03 Jan 03b.