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!

One Trip Made All The Training Worth While

Growing up in Florida in the '60s and '70s, there was only one baseball team nearby (sort of) to root for. As a result, I was raised on Hank Aaron and the Atlanta Braves. Several times as a kid, Dad drove the family up to Atlanta to watch the Braves play in Fulton County Stadium. These were great times and the trips were always fun.

Fast forward to today...Dad and I are quite a bit older and Floridians have two teams to choose from. Dad now lives on the Gulf coast of Florida and I'm still in Jacksonville. This year the Tampa Bay Rays made it to the World Series! I used StubHub.com to find a couple of tickets to game 2 in St. Petersburg and asked Dad if he wanted to go. It isn't every day that you get to take your dad to the World Series.

The plane that I've been flying for the past year, N2469U, a Skyhawk with the Garmin G1000 panel was not available. The only plane that had enough open time was N341PA, a Piper Archer III that is showing some wear. This meant that I was back to flying on steam gauges and with no autopilot. The forecast was not good. Definitely not a VFR opportunity, so I'd be hand flying single pilot IFR in low conditions.

I got my briefing and filed two Instrument flight plans, one for CRG-CGC to pick up Dad and one for CGC-PIE to get to the game. The winds were fierce and gusty on the ground, but I would have a tailwind on the way down. Craig's beacon was lit signifying IFR conditions. After fueling the plane, I picked up clearance and departed Craig on schedule. Almost immediately after takeoff, I found myself in the clouds bouncing all over the place. Since I hadn't flown an Archer in over a year, I paid very careful attention to my checklist. ATC vectored me around the restricted area that was established over NAS Jacksonville for the airshow. As soon as I was past the restricted area, I was cleared direct to Crystal River. Most of the flight was conducted in instrument conditions, but the clouds thinned out a bit as I neared Crystal River. ATC was giving me vectors for the GPS approach to CGC and I entered that in the GPS. About 4 miles out, I started to pick out the airport through the clouds. ATC dropped me down to 2000 feet and I was able to cancel IFR and landed VFR. The skies were scattered at 1,300 feet with an OVC ceiling around 2,500 feet. The winds were light and variable, and there was no traffic in the pattern, so I entered a left downwind for runway 9 and landed.

Dad and I loaded up and I took off again this time headed for KPIE. I attempted to raise JAX approach on 118.6 several times and they never acknowledged me. As I flew closer to the Class B airspace around Tampa, I began to get aggravated. I could hear ATC, and I could hear other aircraft, but ATC never responded to me. Another pilot tried to relay for me, but the controller was ignoring me for some reason. Frustrated, I had to circle outside the Class B at 3000 feet waiting for clearance. I called Tampa Approach and was told that they couldn't get my clearance and was instructed to contact JAX on 118.6 - but that was the frequency that was not responding to me. The Tampa controller then told me to contact St. Pete. the St. Pete controller was able to pull up my clearance and told me it was on request - thinking I was on the ground. It advised the controller that I was over a particular intersection (I forgot which one) at 3000 feet and he then gave me my clearance and squawk. I was then instructed to intercept the localizer for 17L at PIE and I flew the ILS in.

The game was great and we had fun time. The next day, dad and I flew back to CGC and I flew on to CRG. This time the weather was also pretty cruddy. After getting my clearance at KPIE, ground control instructed me to taxi to 17L via taxiway Alpha. I taxied on alpha and crossed 9/27 and then found myself at the end of 35L. Thinking that I had missed a turn, I called ground control and asked if I had made a mistake. The controller told me that 35L was the continuation of alpha and it was not used as a runway currently. I was fine. I completed my runup as I taxied and was ready to go when I reached the end of 17L. The tower cleared me and told me to fly heading 270 on climbout. Passing through 700 feet, I turned right and was cleared to 4000 feet. Eventually we were turned to the north and we proceded to Crystal River. About 15 miles south of the airport, I was about to request a lower altitude and ATC handed me off to Jax approach. Approach told me to expect the GPS approach and said that they had no weather information at CGC. I advised that I had the numbers for CGC and that they were reporting 1300 feet scattered. ATC gave me vectors for the approach and I spotted the airport off my left wing. When I advised ATC that I had the airport in sight, ATC cleared me for the visual approach and I made a left turn to base - but I was still way to high to land. I advised ATC that I would be back in the air in about 10 minutes after I dropped off my passenger. The controller advised me to contact him on 118.6 when I was airborn and gave me a new squawk code for the next flight. This was a far cry better than the previous day's situation. I canceled IFR and I began a steep turn and a descent to lose altitude until I was low enough for a safe approach. There was no other traffic in the area and I flew straight in on runway 27. I dropped dad off and was back in the air shortly.

Once I was away from the pattern, I contacted ATC and was cleared to 6000 feet and direct Craig. I entered cloud layers around 2000 feet, passed through one layer and entered another layer around 5,500 and flew in clouds almost the entire way home. Craig was IFR and landing using either the VOR14 or the GPS14 approach. Winds were at 18 knots gusting to 26 from a heading of 130. Nearing the Jacksonville area, ATC advised that she could save me some time if I could fly the ILS32-Circle to 14 which I eagerly accepted. She vectored me around the airshow's restricted area - although I seriously doubt that there was any airshow practice going on in this weather. ATC brought me down to 3000 feet and then dropped me to 2000, turned me to 350 and told me to maintain 2000 until established on the localizer. I passed through some cloud layers and found myself in the clouds until about 1000 feet. Craig tower advised me to circle to the west, so I made a slight left turn off of the localizer about 2 miles from the departure end of 32 and flew a tight pattern at 600 feet. At this altitude, I was bounced up and down quite a bit and I was thankful I didn't have a passenger with a weak stomach. I landed and parked the plane just as the rain began again.

There is no way that I could have made this flight without an instrument rating. To borrow from the MasterCard commercials - flight lessons $12,000; World Series tickets $700; Taking Dad to the World Series in style, PRICELESS!

Lots of instrument time on these flights. 3.9 hours total time. Two instrument approaches. An absolutely terrific trip!

A Good Pilot Is Always Learning

Recently I had the pleasure of flying with a student pilot shortly before he earned his wings. I had never met the pilot in person - we had corresponded when he was researching flight schools and came across this blog.

We made arrangements to get a $300 hamburger (inflation took its toll) at HighJackers at the Flagler Airport (KXFL). I've flown down there many times and like the food and the atmosphere, so I thought it would be a good place to take him. The weather was fine for an instrument rated pilot, but marginal VFR conditions prevailed. I filed an instrument flight plan and we jointly preflighted the plane. This was also the first time that Hank had flown in a G1000 cockpit. I took the left seat - I'm not an instructor and I have very rarely flown in the right seat. With a student in the plane, I didn't want to take any chances.

I got the clearance, taxied and after a short wait, we were cleared to depart on runway 5 and were told to fly heading 100. We encountered a few clouds on the climbout and during cruise. I demonstrated the autopilot, the GPS and explained the basics of the G1000 PFD and MFD. I also hit the reversionary mode button so my copilot would have the exact same display that I had.

During the flight we talked about Hank's training. He described a situation where his instructor had him flying in what he described as instrument conditions without an IFR flight plan. Further discussion revealed that these were not actual instrument conditions but hazy conditions that obscured the horizon. He also explained that he had an actual engine out condition that his instructor deliberately caused. They were over a non-towered airport and pulled power to idle. The instructor apparently had him pull back on the throttle until the prop stopped windmilling. Once it stopped, he pushed the nose over but the engine did not restart. They went through the emergency procedures and were able to restart. I found the situation quite disturbing and unnecessarily risky. It is a potential violation of FAR 91.113 and I told Hank as much.

Nearing the airport, ATC instructed me to descend to 2,600 feet - but I heard it as 2,000 feet and I repeated the same. ATC did not correct me and neither did my co-pilot who later said he heard it correctly. In level flight at 2,000, ATC told me, "fly 2,600 as assigned". Oops. Busted altitude. I replied that I was climbing back to 2,600.

As we approached Flagler, we could see a few aircraft on the Traffic Information System and I heard several talking to ATC. One was a Cirrus on instruments that was going to cause us a bit of a delay. ATC told me I could cancel IFR in the air and avoid the delay. Unfortunately, the airport was obscured by clouds and we were in and out of clouds at our altitude. I explained the situation to ATC who vectored me to the East where there were fewer clouds and he dropped me down. Clear of the clouds and low enough to stay below them, I canceled IFR and entered the pattern to make a landing to the East.

After a nice meal served by an attractive waitress who bore a striking resemblance to Sarah Palin...maybe hotter, I filed IFR for the return.

We taxied to runway 6 and were number 3 behind a Warrior and a Cirrus. The Warrior departed and the Cirrus taxied to the hold short. An aircraft in the pattern announced he was turning base and the Cirrus decided to wait. I don't know why. The Cessna that was on base was flying a very wide pattern and took a full five minutes to land. The Cirrus waited quite a while after the Cessna landed and executed a touch-and-go. As soon as I saw the Cessna airborne, I called on the radio, "Be advised that touch-and-gos are prohibited at Flagler". I felt like telling the pilot to read his A/FD, but my co-pilot had confided that he had done the same thing a few weeks earlier without noting the A/FD's warning, so I cut him some slack.

After the Cirrus' inexplicable delay that caused quite a back up of traffic behind me, I taxied onto the runway and watched as the Cirrus aborted his take off. He turned off of the runway quite a way down and as soon as he was clear, I departed. As I passed through pattern altitude, I leveled off below the clouds and contacted Daytona Approach to pick up my instrument clearance. We were cleared Direct to Craig as filed but we were assigned 6,000 feet as our cruising altitude. On climbout, I turned over the controls to hank. We encountered clouds on climbout and he did a pretty good job of handling the plane in spite of the unfamiliar display and right seat. He leveled off ok, but had a little difficulty trimming it. Encountering clouds, he busted altitude a few times and when focused on altitude, he drifted off of his heading, however he did an overall good job of handling the plane.

During the flight, we encountered some VFR traffic that was reported at 500 feet below us in the opposite direction. ATC announced the traffic and we spotted it on our scope. Since we were barely above the broken cloud layer, I advised ATC that we did not have traffic in sight and it was probably in and out of clouds. I then heard ATC instruct the traffic to remain VFR - so I suspect that someone was violating VFR. I see that quite a bit especially with the students flying planes with tail numbers that end in Echo-Romeo - YOU KNOW WHO YOU ARE. This is dangerous and unacceptable behavior. What happens when two ERAU pilots encounter each other in a cloud and neither is talking to ATC? Not a good situation at all. The FARs were mostly created in response to some tragedy and are intended to protect all of us. Follow the damn rules guys!

The conditions at Craig required that we fly the ILS-32 Circle to 5 approach . I took the controls when ATC told us to descend and I flew the approach.

Hank had to postpone his check ride that was scheduled for Tuesday because the aircraft was down for maintenance. I got an email last Friday announcing that he got his ticket punched. I think he'll make a great pilot. Congratulations Hank!

Far Reaching Effects of Tropical Storm Fay

Get-there-itis is an affliction normally reserved for the impatient or foolish, but I think I may have had just a touch of it last month when I flew to Tampa for the Jaguars-Bucs game. Tropical storm Fay had just crossed the state bringing huge volumes of rain, wind damage and general inconvenience. But the outer bands of the storm were still hundreds of miles from its center.

The plan was to fly from Jacksonville to Tampa international on Saturday morning, go to the game then fly home the next day. The flight usually takes about 1.5 hours from startup to shutdown. I got a briefing and checked the weather forecast and it looked a little ugly, but not so bad that I couldn't make the trip and I really didn't want to drive the 4 hours. I filed IFR and headed took off about an hour behind schedule because I was waiting for the local weather to clear up a little. The problem was the winds were pretty severe at 18 knots with gusts at 26 knots as I recall. I held the plane on the ground a little longer than normal so I would have plenty of speed for the climbout should the wind suddenly shift on me. I reached my cruising altitude without covering much distance at all.

After leveling off, I activated the auto pilot and set it to NAV and ALT. This would make the plane follow the flightplan that I entered in the GPS and it would maintain a steady altitude. About 30 seconds after activating the auto pilot, I noticed that the altitude had not stabilized and the aircraft was climbing. I checked the breakers, made sure everything was set properly, but the darn thing would not hold altitude. Then I noticed the red "P" on the face of the auto pilot. This meant that the pitch control was inoperable. Great. Flying into crappy weather without an auto pilot - not the best thing to do. But heck, pilots have done that for years.

I trimmed the plane and hand flew it monitoring the HSI, GPS and altimeter to make sure I was always on course and at my assigned altitude. As I got closer to Ocala, ATC advised me that there was a squall line extending from south of Tampa to Ocala and she suggested that I deviate to the south or maybe land at Ocala and wait it out. I opted for the deviation. About 5 minutes later, the controller told me that the deviation wouldn't work and I should deviate to the west. She gave me a westward heading and with her help, I began to navigate around the worst of the storms. The real problem was the wind. The winds aloft in my briefing were expected to be in the low 30knot range at 6000' and less at 9000'. I was cruising at 7000' but the winds varied from 36 to 41 knots according to the G1000. Groundspeed was pretty dismal as a result. I trudged along accepting course changes from ATC to vector me around the storms. I was getting tossed around quite a bit and flew in clouds for about an hour straight. At one point I started climbing rapidly and I had to reduce power and push the nose down. I had gained 500 feet and was pointing 20 degrees nose down with the engine idling...and I was still climbing. That was some serious updraft. ATC kept giving me instructions like 10 degrees left, 20 degrees right as she steered me clear of the worst of the storms. Eventually, I passed through the clouds, but I could see a solid line of towering cumulous off my left wing in the direction that I needed to go. The coast appeared ahead of me. I was near Cross City north of Cedar Key when I crossed the coastline. Finally, ATC turned me to the south.

I was cleared direct to TPA and I loaded the ILS 18L into the computer. I started receiving the localizer about 30 miles out and although ATC hadn't pointed me to it, I adjusted my course a few degrees to the left to intercept. Meanwhile, I tuned the ATIS and got the numbers on the second radio. Jax Center handed me off to TPA who started bringing me down. I entered clouds around 3000 feet and was eventually cleared for the ILS 18L approach. With the strong headwinds, I kept my speed at 120 knots so I wouldn't slow down the commercial traffic any more than was necessary. I popped out of the clouds about 900 feet above the ground and I saw the runway ahead of me. I reduced the throttle to idle and progressively extended the flaps. I landed a little long on purpose so I would be closer to the first taxiway and could clear the runway as quickly as possible.

Ground control cleared me across 9-27 to the ramp. I looked for a "follow-me" cart, but nothing appeared. I taxied to parking and the ground handler appeared. No sooner had he chocked my left wheel then the sky began to fall. Man, that was some strong rain pouring down on me. I had made it just in time. I sat in the plane feeling the wind rocking it while it sat on the ground. Eventually, the FBO drove the rental car up to my wing and I managed to stay dry as I loaded up.

The combination of the weather vectors and the strong headwinds turned a 1.5 hour trip into a 2.5 hour run with over an hour of actual instrument time. Quite an adventure!