Today I thought I would do some simulated instrument work.

I planned to fly from Alton to Vandalia to Salem and back to Alton using airways and using my foggles to restrict my vision.
I can see the instruments, but not outside.

It didn't work out that way.

I called flight service and got my VFR flight briefing.

Weather Brief

I had planned on flying from ALtoN to Vandalia and Salem then back to ALtoN using airways and foggles but it didn't work out that way.

The forecast was for partly cloudy. It turned out it was mostly cloudy with scattered clouds starting at 3,200 feet.

In talking with Flight Service, they were not recomending VFR flight to Vandalia. There were thunderstorms in the area.

I had planned this flight for last week, but was clouded out then as well.

When I got to the airport, the Seminole, 212CK, was parked near the building. I got the book, updated my notes with tach and hobbs and headed out to do my pre-flight checks.

While I was getting in, Aaron walked by and asked where we were headed today. I said not to Vandalia because of storms. He said there were some popping up to the south as well so suggested maybe to the northwest, Quincy area.

I finished up my checks and all was good except the left engine was a little low on oil. It was showing 4 quarts while the right engine was showing a little over 5.

The linemen were over at the other hanger so I walked over and asked if I could get some oil in the left engine. They said sure and one of the headed off to the fuel truck to get it.

While he did that, I finished up my checks, thanked him for the oil and checked the engine again.

It is hard to tell right after oil is added as it tends to coat the dip stick, but I could tell there was more now than before so I headed inside.

Aaron wasn't in the waiting area and Adam Campbell told me Aaron had taken his stuff and gone outside.

I thanked him and turned around and went back out.

Aaron was just comming out of the Maintenance Office. We walked out to the plane talking about what we were going to do today.

I told him what I had planned but with the weather decided that was a bad idea.

He suggested we fly to the northwest and I said that was fine.

We got in and did the final checks then I called Ground and said I was at Langa with information Quebec, ready to taxi for departure to the northwest.

Ground cleared me to runway 11. I acknowledged and pulled out.

I taxied down, turned a little into the wind and did my final checks.

When I straightened out and pulled up to the hold short line, I called Tower and said I was at 11, ready to depart. Tower told me I was cleared for 11, make right turn out. I acknowledged and started my roll.

Aaron was surprised by the right turn and called Tower and asked about it. Tower said there was another plane inbound for left base that hadn't reported yet and the right turn out was to keep us apart. We both agreed that was a good idea.

I took off and started my climb.

When I had a positive rate of climb and not enough runway left to land on, I put up the landing gear and at 1,000 feet started my turn to the right.

From a runway heading of 11, or 110 degrees, it is a long way around to get to 315 degrees.

I keep from interfering, I actually flew a heading of about 300 for a bit till I was past the airport.

Another Citation reported in, 6 west of the airport. We didn't see it, but it had been talking to Approach so we figured we were safe and it was probably behind us.

I adjusted my heading to 315 degrees and climbed up to 2,000 feet. We were still under the Class B airspace of Lambert so I didn't want to get in their way.

When we were clear of their airspace, as shown on the GPS, I told Aaron I was going to fly out to the bluff just before the river and then would start my climb up to about 4,500 feet. He said that was a good idea as he wasn't sure how accurate the GPS was.

That is silly since we use it to find airports and at some locations, even for landing approaches but I did what I said and when I was over the bluffs, started my climb.

Looking around it was REALLY HAZY. Probably less that 4 miles visiblity up here. We could still see the ground and there were so few clouds we were pointing them out to each other when we spotted them through the haze.

Aaron commented that he didn't know if we would be able to stay clear of clouds at 4,500 feet. I said we would just have to see and if not, we could come back done.

As we flew along, we both noticed the alternators would periodically spike high then drop back to normal.

We talked about it and didn't know what was causing it.

A while later, the spikes got more frequent and then the Landing Gear Warning Light came on. It only stayed on a few seconds, but we both noticed it and Aaron said he thought he knew what was causing the alternator spikes, the hydraulic pump.

In the Seminole, the landing gear wants to come down. It uses a hydraulic pump to keep the wheels up. This helps if you lose power becuase the gear isn't stuck up. If you cut the power, the gear automatically comes down.

The problem we were having was that the hydraulic pump was failling or letting the pressure blead off and the gear would start to come down. The sensors would detect this and kick in the pump to pull the gear back up.

At this point we were about 54 miles from Alton and almost to Jacksonville, IL where we were headed.

The Gear Warning Light came on again and this time it stayed on longer and we both decided it was time to head back to Alton.

I did a steep turn to the right and headed back.

Using the GPS, it said we should be back to Alton in a little over 23 minutes.

I started a ssssslllllooooowwwww descent, about 200 feet per minute.

About 30 miles from Alton, the alternators spiked again, the warning light came on and the circuit breaker popped. We left it out.

Aaron checked the checklist and it didn't say much. We decided to leave it until we were closer to the airport.

I finally leveled off at about 2,500 feet and checked the weather for Alton.

It was reporting winds from 090 at 10, runway 11 in use.

I dialed in the Troy VOR and Aaron said if we flew I heading of 142 degrees, we would get to the airport.

I adjusted my heading to the east to get on course and then turned back to the southeast and followed the VOR needle back to Alton.

About 10 miles out I called Tower and said I was 10 to the northwest, with Romeo, inbound for landing.

Tower told me to report 1 mile, left base for 11. I acknowledged and heading in.

I couldn't see the airport yet but knew we should be close.

Aaron spotted it off to our right. He guessed visibility to be about 5-6 miles.

I adjusted my heading for a more square left base and headed for the runway.

I reduced power, put in flaps and got ready to land.

I reported about 2 miles out as I started my turn to final.

I wanted to touch down nice and smooth and not stress the landing gear.

I came in and touched down on the main wheels nicely. I thought I let the nose drop a little hard, but Aaron congratulated me on the landing so it couldn't have been too bad.

I let the plane roll and Tower cleared me off at next exit, cleared to the ramp.

I acknowledged, off at Alpha 2, cleared to Langa.

I did my post landing checks and taxied back.

Aaron talked with Shawn in the tower about our problem then decided he probably shouldn't be saying it on an open channel.

We pulled in and parked in the middle on the right side of the ramp.

I shut down and while Aaron got out, did my final checks.

Aaron said he would see me inside and headed off.

I got my times and cleared out my stuff.

I tied down both wings, the tail and put the chocks under the front wheel before remembering to lock the door.

Locked, I headed inside.

I filled out the Tach sheet and the plane book and my log book. Aaron signed my log and he wrote up the pump problem while Amy called the person scheduled in it first thing Monday morning. It wouldn't be fixed over the weekend. Hopefully it will be by next week so I can fly it again.

Both Aaron and I and Shawn in the tower talked about how much this Seminole seems to break. Aaron said every other flight, but it is probably every third or fourth, still too much.

I wished Aaron a good weekend and headed out to my car.

Not what I planned, but something new that I handled fine so not too bad.