Having Fun in Actual IFR Conditions

It is no secret that I love flying. In spite of this strong affection for a rather expensive hobby, my familial duties and other financial responsibilities have made it challenging to put the wind beneath my wings as often as I would like. Therefore, when I am about to fly, it is always a welcome sight to find numerous clouds in the sky without the presence of cumulonimbus and the lightning that they bring.

Monday was a holiday even though the 4th of July was on Sunday. (Gotta love working for the #1 Best Company to Work for!) When Christy suggested that I should go fly, I quickly agreed with her.

Last week, a hurricane passed through the southern Gulf of Mexico and we were still experiencing some of the farthest outer bands of precipitation and cloud cover along with light easterly winds. I did my usual thorough job of pre-flight preparation online and noticed that there would be more cloud cover inland than along the coast. As a result, I decided to fly to Gainesville rather than up or down the coast line. I filed an IFR flight plan for KCRG-VQQ-GNV-SGJ-KCRG and I intended to make use of the cloud cover to make instrument approaches at each of these airports in actual IFR conditions.

Because I don't fly as often as I used to, I am particularly careful when conducting my preflight checks. I begin by removing the yoke lock, inserting the key, and turning the fuel switch to both. Next, I turn on the auxilliary battery and once the PFD comes alive, I jot down the tach time and check the fuel gauge indications. Then, I turn on the master battery switch, extend the flaps and turn on the lights and pitot heat. I make a quick pass around the left wing, tail, right wing, across the nose then back to the pitot tube where I remove the cover and check to see that the tube is hot. As I walk around the wings and tail, I remove the tie downs and the chocks. Then it is back inside where I turn off the master, lights and pitot heat. I grab the fuel testing cup and test the five sumps on the left wing, the gas collator under the fuselage and before climbing up the wing, I check the air inlet on the side of the fuselage. I climb up the wing and return the clean fuel to the left wing. I then walk along the left wing to the tip, then back along the back side checking the ailerons and the flaps. As I walk to the tail, I check the antennae and look for wrinkles on the fuselage and double check the baggage door. Next comes the empennage where I check the elevator and rudder. I walk to the back of the right wing, check its ailerons and flaps, then out to the end, and back up the leading edge, followed by the five sumps on the right wing and the two remaining sumps beneath the fuselage. Up on top of the right wing, I carefully pour the fuel from the tester back into the tank. Hopping down, I check the oil in the crankcase, then the propeller and the alternator belt. I peek at the air filter to make sure it is clean, check the exhaust for tightness, look at the front strut for cracks and inflation then a step back to make sure the tires are inflated properly. With everything checked, I take one more walk around the entire plane looking for anything out of the ordinary. Satisfied, I open the left door and climb in.

Once inside, I plug in my headset, attach my radio holder to the windshield just behind the dashboard on the left and open the windows. I switch the PFD to report the engine status and reset the fuel available to 53 gallons, then take out two for good measure. I test my handheld radio by tuning the ATIS and copy down the numbers before I start the plane. Since the aircraft costs me $2.68 per minute that the engine is running, it makes sense to do as much as possible with the engine turned off rather than with the engine running.

Finally, with all my checks completed, I double check the checklist to ensure that I didn't miss anything. Satisfied, I run through the startup procedure and get the engine fired up. I called for and obtained my IFR clearance and plugged the squawk code and frequencies into the PFD, then switched to the ground control frequency. Radio calls are the hardest thing to master in my opinion and they are also the easiest thing to get rusty, too.

I called ground, "Craig Ground, skyhawk six-two-zero-zero-quebec with Oscar, ready to taxi for IFR".

There's the rust. I forgot to tell him where I was and at Craig, we usually do a courtesy call to ground rather than the more common request technique.

The controller responded, "Skyhawk six-two-zero-zero-quebec, where are you?"

Even though this aircraft is based at a flight school right below the tower and the controller probably gets 50 taxi calls a week from this particular plane from the same location, he isn't allowed to assume anything.

I replied, "Ground, sorry about that, zero-zero-quebec is at North Florida".

"Skyhawk zero-zero-quebec, taxi to runway five via bravo", came my clearance which I acknowledged.

Runway 5/23 and 14/32 intersect at the easternmost point of both runways and North Florida is situated just inside the vee that is formed. Taxiing to runway 5 requires that I taxi the full length of the runway, therefore I have plenty of time to go through my runup checklist on the roll as long as there isn't another aircraft right behind me. In an effort to minimize my down time, I did my runup while taxiing. Unfortunately, this was all for naught because when I arrived at runway 5, there were three planes waiting to take off and three or four in the pattern. It took about 10 minutes before I finally got my place at the hold-short line...and then I had to wait for release.

The line ahead of me

At long last I got the call, "Skyhawk zero-zero-quebec, cleared for take off on runway five fly heading 100". I repeated the clearance and taxied onto the runway and began my flight.

On climbout, I was instructed to turn to 130 for climbout and to climb to 4,000 feet. This amended my initial clearance which was for only 3,000 feet. ATC then asked me what I wanted to do. I advised that I would like to fly the VOR 9R approach at Cecil field. The controller then wanted to know if I wanted the full approach or vectors, I opted for vectors. He instructed me to go direct to the VQQ VOR then fly 270 for the approach. As I cruised along, I pulled out my IFR plates and loaded the approach into the flight plan. Eventually, I crossed the VOR and turned slightly right to my westbound heading. Straight and level and in and out of clouds for about 10 minutes, I eventually received the call to turn to 360 followed shortly by and instruction to fly 030 and maintain 2000 until established on the VOR 9-right sidestep to 9-Left (9Right is closed). I repeated the clearance and made my turns. Entering the approach in the flight plan automatically tunes the VOR, and I had previously switched the CDI to the VOR indication. The OBS was already set at 109 for me as per the approach plate. I disengaged the auto pilot and flew the intercept and the descent to minimums by hand. I was in and out of clouds as I drew closer to the airport. I had been asked to advise when I was making my sidestep, but the controller cleared me to land before I made my call so I sidestepped (which really meant that I turned from 109 to 90 just a bit early.) I lined up with the runway, dropped the flaps and made one of the smoothest touch and go landings ever. Then back into the air where I was advised by the tower controller to execute my climbout instructions and contact JAX departure.

My climbout instructions were to fly 270, climb to 2000 feet and contact approach on the previous frequency. I flew west and ATC asked me what I wanted to do. This time I advised that I would like to go to Gainesville. There was a line of rain showers between me and Gainesville and the controller asked me to verify my destination. I looked at the NEXRAD display on the MFD and there was clearly a band of rain, but it was only showing light green and dark green and the view out the window didn't look too bad, either, so I said I would like to go to Gainesville. He vectored me to avoid what he thought were the worst part of the showers. I flew right into rain storms, but other than some updrafts and downdrafts that necessitated me making some rapid adjustments to the throttle, there wasn't really any difficult weather.

Enroute to GNV, I passed Keystone

I tuned the ATIS at KGNV on the number 2 COMM and learned that they were using the ILS29 approach. JAX Approach called and informed me of the previous ATIS report that had different runways in use and asked me which approach I would like and how would my approach end. I advised that I had the ATIS at GNV and I would like the ILS-29 and would then go directly back to KCRG. Time was running out and I didn't think I could fit St. Augustine in on this flight by 1PM. The controller got the new numbers and vectored me for the ILS 29. I hand flew the entire approach - no autopilot for me. In and out of bumpy clouds...lined up perfectly on the localizer and glide slope. I did another touch and go and also set this one down very gently. Then back in the air, and a heading of 360 while climbing to 2000 feet through the clouds.

During the short time that it took to do my approach at KGNV, the line of showers between me and KCRG had intensified. ATC advised me to fly 010 to avoid the worst of them. Somehow, I heard 110 and I turned eastbound while climbing. Looking at the NEXRAD, it seemed like the showers were lined up for about 40 miles straight in front of me and I would be taking the line lengthwise. This probably wouldn't give me the best ride home. So I called ATC and asked if he had said 010 or 110 and learned that I was headed the wrong way to avoid the storms. This conversation took place right about the time that I should have been leveling off at 4,000 feet. Since I was busy changing my heading and talking on the radio, I didn't notice that I had busted altitude and this prompted ATC to politely remind me that I should be at 4,000 feet. I said "Oops" and headed back down to 4,000.

I proceded through the clouds, got tossed around a bit, but all was well. This is what instrument flying is all about!

VFR pilots are advised to avoid holes like this

Heading due east, the skies got clearer and clearer. My vectors took me on a heading of 010 directly pointed at Glen St. Mary along highway 301, then east just south of Cecil Field where I had previously landed. I took this shot from 3,000 feet. That long runway is 12,500 feet long.

KVQQ from 3,000 feet

Eventually, I was vectored to the East and direct to one of the fixes on the ILS-32 approach at Craig that I had previously requested. I was in the clouds for most of the way home until I got close to the St. Johns River. ATC dropped me down to 3,000 feet and I found myself below the cloud layer with clearing skies ahead of me - meaning no chance of an actual instrument approach. Rather than go through the motions in clear skies, I requested a straight-in for runway 5. ATC complied and I was turned to the north as I passed over the Buckman Bridge.

Passing over Hooters San Jose

I was just about to tell ATC that I had Craig in sight when she asked. I told her that I had the airport and she cleared me for the visual to 5 and warned me about the antenna farm. I advised that I had both the antennae and the airport in sight.

Descending from 3000 feet from only about 6 miles away requires a significant reduction in power and a relatively rapid descent. I pulled power, slowed the aircraft and dropped the first notch of flaps. With 2 miles to go, I was still above the glideslope. I dropped my last two notches of flaps and lined up with the runway. My speed drained off and my altitude dropped. The tower cleared N512MA to depart - that brought back memories as that is the plane I used for my instrument training and check ride. I saw another plane pull to the hold short line and I thought I would demonstrate a perfect landing on the numbers. I crossed the threshold at 65 knots indicated while pointing the nose at the numbers. I then pulled power to idle and slowed further. Just as I touched down, the stall warning sounded and the numbers slipped behind the aircraft. I held the nose off the runway for a few seconds, then applied the brakes slowing for the first taxiway, B-2.

This was a very satisfying flight. I logged two approaches in instrument conditions and made three landings total. Total flying time was 2.0 hours with about .7 or .8 in actual instrument conditions. Since KGNV is far enough from KCRG, I get to log this as cross-country time, too. All in all, a great day of flying!

Six Shots in 2.1 hours

Desparately in need of instrument approaches, I arranged for some practice time yesterday. While most people would be happy for severe clear conditions, I wanted instrument conditions to make my practice as real as possible. The only challenge the weather produced was wind that gusted to 20 knots but was only 20 or 30 degrees off of the runway. In spite of the brilliant weather, we filed an IFR flight plan for a round trip to KCRG with an interim stop at VQQ - Cecil Field.

Cecil Field is a former Naval Air Station and alternate landing site for the space shuttle. There are eight runways...or four runways depending on how you count them. 18L/36R, 18R/36L, 9R/27L and 9L/27R. 18R/36L is 12,500 feet long, so one could probably perform 4 or 5 touch and goes without ever entering the pattern!

I picked up the local ATIS at CRG on my handheld before I started the engine in order to save a few minutes. After all, at $150 per hour, two minutes spent listening to the ATIS with the engine running costs $5.00 plus tax, so every minute counts. Time really IS money when it comes to flying.

With my flight plan plugged in to the GPS, I started the engine and ran through my checklists. I requested and received my clearance, and was told to taxi to 14 via Alpha when I was ready. I acknowledged by saying I was taxing to 14 via Alpha.

Since parking at North Florida is at the southern end of 14, I had almost a mile of taxi distance before I was ready to depart. I used this time to run through my run-up checklist and was ready to go by the time I arrived at the hold short line...or so I thought. There was one little detail that I forgot along the way.

At the hold short, I asked for takeoff clearance and it was quickly given with a "fly runway heading" instruction. I acknowledged, turned on my landing lights and with a quick peek for landing traffic, I headed down the runway. Climb out was uneventful until the tower controller reminded me that I was IFR and I was supposed to be squawking 4340. That's what I forgot. I apologized and quickly plugged in the correct transponder code. Apparently, my mistake also caused the controller to forget to hand me off to JAX Departure Control, so as I neared my clearance altitude of 2000 feet, I contacted the tower to request a frequency changed. This time it was the tower controller who apologized.

I contacted JAX and requested the GPS 18L approach at Cecil. I was cleared direct to ESLAC which sounded like AFLAC when the controller said it. Fortunately, I already had my approach plate in hand for GPS 18L and found ESLAC on the chart. I pulled up the approach on the GPS and indicated that I was receiving vectors to ESLAC. That made it easy to tell the autopilot to take me direct to ESLAC. I was level at 3000 feet and it was getting hectic. I was letting the plane and the approach get ahead of me as I briefed the plate. But I quickly settled in to my routine and was up to speed long before I reached ESLAC. I tuned the ATIS for Cecil on my other radio and put the tower frequency in standby. I listened to the ATIS and adjusted my altimeter while slowing the plane to 100knots indicated to allow me some time to prepare. The tower told me to cross ESLAC at 3000 which was 1000 feet above the minimum altitude for the next fix, COTAP, that was only five mile beyond ESLAC. Crossing ESLAC, I reduced the throttle to 1,900 rpm and began a steady descent to 2000 feet. I leveled off, then began a steady turn just before COTAP. After COTAP, I descended to 1,700 feet for the trip to the Final Approach Fix (FAF), MAUGA. JAX handed me off to Cecil tower and the controller there instructed me to advise her when I was crossing MAUGA. Crossing MAUGA, I started to descend to the 500 foot minimum for this approach and called the tower. She cleared me for the option and I continued with my eyes on the controls right until the "bitchin' Betty" announced, "Minimums! Minimums!" I leveled off at 500 feet and looked up. The runway was right in line with me about a mile ahead. I waited until I crossed the threshold before punching the throttle, taking out the flaps and executing a climbing turn to 270. I then told the tower I was going missed and she handed me off to JAX departure.

I had arranged for my next approach to be the ILS 36R and the controller advised me to ammend my climbout instructions and fly a heading of 220. That would save me some time for the ILS approach. I leveled off at 2,000 feet as instructed and plugged in the ILS approach in the GPS. ATC vectored me to the southeast and then turned me to the northeast before clearing me for the approach, "November 6-2-7-7-0, fly heading 030 vectors for the localizer. Maintain 2000 until established. Cleared for the ILS 36 Right." I made the turn and lined up on the localizer at which point the controller handed me back to the tower. I called and was cleared for the option. Since there was now an 18 knot tailwind, I had no intention of attempting to land and I had to push the nose down severely to remain on the glideslope. Nevertheless, I followed the flight director's guidance and flew the ILS flawlessly to the MAP.

This was my routine for the next hour or so. GPS18L followed by ILS36R. Each time the climbout was to the West. On my second approach on 18L, I decided to touch down and enjoyed an incredibly soft landing thanks to the wind blowing straight down the runway.

For my final two approaches, I chose the ILS36R back to back. I reasoned that with the winds from the south, I would pick up the VOR14 into my home base at CRG and would probably get a shorter route if I was departing to the North. I made my intentions known to the controller and for the last approach at Cecil, I tested out the G1000's integrated autopilot using the APR key to have the autopilot fly the beam while I monitored the equipment. I was surprised to note that the autopilot did not fly the glideslope as tightly as I had expected. It deviated by more than on ball on the display which caused me to take over. It did an outstanding job of lining up with the localizer, but the glideslope gave it some trouble.

After my low approach, ATC instructed me, "...turn left heading 180 vectors for the approach." Thinking that the controller had made a mistake, I asked him if he really wanted me to go to 180 when I was planning on the VOR14 at Craig. He said he had to keep me out of another controller's airspace, so I should fly 180. Silly me.

I slowed the plane after leveling off at 3000 feet so I wouldn't fly too far to the south and out of my way. ATC soon vectored me to 090 and shortly after sent me to 020. I flew across Jacksonville with my head in the cockpit as I listened to the ATIS and plugged in the VOR 14 approach. The minimum for this approach was 800 feet. I was vectored for the final approach and instructed to maintain 3000 until established. I lined up on the radial and since I was already inside the DIXYN intersection, I descended to 1800 feet. ATC handed me off to the tower who instructed me to advise him when I was 2 miles out. Crossing ALVAS at 1800, I began a steady descent to 800 feet. At around 900 feet, the tower controller announced that he had a low altitude warning. I acknowledged and verified my altitude. That made no sense to me since I was allowed to be as low as 800 feet. I continued my approach until I was 2 miles out. I announced my position as requested and was cleared to land. The wind was showing about 12 knots from about 170 as I continued my course to the runway. I noticed a twin engine plane holding short for the runway as I came in, so I decided to get out of his way as quickly as possible. I pulled power and held my attitude as the plane approached the numbers. Then, about 10 feet above the runway and traveling about 60 knots, I pulled the nose up and let the rest of the speed drop off. The wheels touched down almost imperceptibly as the stall warning whined in the background. That was one outstanding landing!

The rest was routine. Taxi off the runway; call for ramp clearance; park and the we shut 'er down.

This was a great day of flying. Too bad the instrument time was only simulated. Nevertheless, it was a good refresher and a confidence builder. The trip took 2.1 hours with 1.5 of simulated instrument and logged 3xILS36R@VQQ, 2xGPS18L@VQQ, 1xVOR14@CRG with two landings.

HARD IFR!

It is now 1:35pm and I still have not seen the sun today.

Craig field was reporting a ceiling of 600 feet overcast with mist. Visibility was ranging from 1 3/4 miles to 2 1/2 miles. The minimums for the ILS32-CRG are 241 feet MSL. So a 600 foot ceiling would make for some fun flying.

I filed IFR for CRG-VQQ-CRG with PLA in the notes section (Practice Low Approaches). After getting my clearance and performing a quick runup, I pulled up to runway 5 and announced that I was ready to go. After about 60 seconds, the tower cleared me and told me to make a left turn to 280.

Just as the METAR indicated, I entered clouds at 600 feet and executed my climbing left turn to 2000 feet. The tower handed me off to Jax Approach who gave me 3000 feet as my final altitude and asked for my intentions. I asked for the ILS 36 Right at VQQ and was vectored to the southwest. Level at 3000 feet, I tuned the ATIS for Cecil on my second radio. Once I had it I told Jax Approach that I had information Sierra.

The winds at 2000 and 3000 feet were varying between 29 and 36 knots from 070 according to my GPS. At the surface they shifted to 020. At no time did I break out of the clouds.

I loaded the approach on the GPS and clipped the plate to the yoke. Reading through it I noted the minimum altitudes, headings, etc.

Shortly, ATC dropped me to 2000 feet and vectored my base leg.

I turned off the autopilot and hand flew the approach. The winds required wind correction angles of as much as 25 degrees as I lined up on the localizer. I flew the plane lower and lower...still deep in the clouds. Finally, the ground began to appear beneath me...and then later ahead of me. At about 500 feet, I could see the rabbit directly ahead of me followed shortly by the rest of the runway environment. I leveled off about 50 feet above the runway, pushed full power, retracted flaps, then pitched nose up for my climb out.

I announced to the tower that I was executing my missed approach and turned the plane to 270 as instructed. Almost immediately I was in the clouds again.

Once the tower handed me back to JAX, I requested the VOR9R approach and was told to continue on 270 at 2000 feet. I loaded the approach in the GPS, tuned NAV1 to the VQQ VOR and read over the approach plate that I had clipped to the yoke.

In this case, the approach vector is 109 degrees for a runway that is 90 degrees. At some point, the controller asked how this approach would terminate and I told him perhaps a bit too verbosely that on the last approach I broke out at 600 feet, and that the minimums for this approach were 640 feet, so I expected to have to go missed.

I was cleared for the approach and lined up on the VOR with help from the GPS. Heading steadily towards the airport I descended to just above the MDA of 640 feet. I was in and out of clouds bouncing along for 4 miles at this altitude. I held the plane steady as I flew peering out of the window to spot the runway. The tower asked me to tell him when I could see the runway...but I didn't see it yet. Just then, the controller told me to advise when going missed - a silly instruction since that is the normal procedure. As soon as he called me, I spotted the runway below me. I could drop right down to the runway. I then executed the missed and headed back to the west...and immediately found myself back in the clouds.

ATC asked my intentions this time and I asked for the ILS 32 at Craig.

The controller turned me to a heading of 105 (first time I didn't have an even heading like 100 or 110). I leveled off at 3000 feet and headed 105. Because the wind was so stiff in my face - 36 knots, I pushed the power to 2600 RPM and fought the wind a bit. Still in the clouds, I pressed on towards CRG and loaded the approach. I checked the ATIS, but it was still Quebec.

Several minutes later, I heard ATC tell another aircraft that Romeo would be current soon at CRG, so I tuned COM2 to the ATIS and got the latest weather. The barometer had dropped to 30.14, and the wind was stronger with gusts, but the ceiling was still 600 feet.

As I approached the ADERR fix, I could see another aircraft approaching from my right. ATC called the traffic for me and said that he was bringing me in behind a Cirrus what was twice as fast as me - a bit of an exaggeration, but fine.

I told the controller that I had the Cirrus on my scope showing 900 feet above my altitude to my right, but I was in IMC and could not see it.

He held the Cirrus at 3000 feet and brought him onto the ILS above me. I slowed the plane down considerably to ensure adequate distance between us.

It looked like I was going to overshoot the localizer when ATC turned me to a heading of 300 to intercept. I executed the turn, but because of the wind, I never crossed the localizer and would not have intercepted it on that heading, so I made my own adjustments. Again I was having to keep about 25 degrees of wind correction to stay lined up. The wind on the ground favored runway 5 - the only one without an instrument approach. Consequently, the instructions were to fly 32 with a circle to 5.

ATC advised that it appeared that I was lined up with the localizer (I was) and cleared me for the approach. I repeated the clearance and added that the GPS was showing winds around 30 knots from 070 and he thanked me for the info.

I continued the approach down to 500 feet, breaking out of the clouds at 600 feet. There was the runway out the left side of the windshield - all that wind correction had me crabbing severely.

I made my circling turn and greased the landing - well before the first turnoff, as usual.

An OUTSTANDING FLIGHT! 1.4 hours total with nearly all of that in solid IFR. Three excellent approaches, too. There are few things that can build confidence like flying an approach to near minimums as a single pilot!