Finishing Stage 1

December 17, 2011

Almost done with Stage 1 of my instrument training! Went flying with Mark this afternoon to practice the remaining items that we didn't have the opportunity to do last lesson. The weather was beautiful; the sun's rays were shining through the occasional cloud and a crisp 50 degrees kept us just warm enough. The winds were light from the west. We departed from runway 27 and began our journey to the northwest. Moments later, I hear Mark saying that he has the controls and asks me to put on my foggles. My view limiting glasses keep me from seeing outside. I watch and interpret the airplane instruments to safely fly the plane. Mark gives me a series of headings and altitudes to fly and I perform. He tunes the radio to the local tower frequency so that I can get accustomed to hearing the communications. We will not be in contact with them today however.

The first maneuver of the lesson is slow flight. "Slow the airplane down to 60 knots but use no more than 20 degrees of flaps. Maintain an altitude of 3000ft and remain on this heading," Mark states. I pull back the throttle and watch the power decline, carburetor heat on, raise the nose of the airplane to maintain altitude. Now at a safe enough speed, I lower 10 degrees of flaps. Keep waiting... airspeed drops... lower flaps to 20 degrees. Now slowly bring back some power to keep from descending. Alright, just keep steady. Mark then tells me to make a series of turns but keep 60 knots and 3000ft. Gentle turns are a must in slow flight.

"Good, now return to normal cruise." Once situated, he tells me to drop back down to 60 knots without using flaps. "We're going to practice a power-off stall. When you feel any sign of an impending stall, recover." I acknowledge Mark's request and pull the power all the way out to idle and raise the nose. I watch the speed; 60 knots, 50 knots, the stall warning horn starts whistling, nearing 40 knots, and there's the buffeting. Recover now. I lower the nose while maintaining coordination and add power. Once back to normal cruise, I'm asked to do a power-on stall. Drop back down to 60 knots, then add full power and raise the nose to a high angle of attack. Airspeed drops and no matter how much rudder I add, the plane loses directional control. As another sign of an impending stall, I recover.

That's enough stalls for today. We practice a couple timed turns using the magnetic compass, then advance to the next maneuver. I wasn't prepared for my next assignment. Mark tells me to completely close my eyes and fly the plane based on feel and sound alone. "Close my eyes?!" What on earth is Mark trying to teach me here? I close my eyes; it's pitch black. I 'feel' the plane. My heart is racing as I trust Mark to watch over me. After approximately 30 seconds of flying blind, Mark tells me to open my eyes. I immediately scan my instruments. Ahhhh I get it now, we were practicing unusual attitudes. I had just put myself into a slight turning descent. I recover, then Mark tells me to do it again. Eyes shut, I feel the motions of the plane. I feel level, but I hear the the engine changing tones, I think we're climbing. I don't think it's much so I slightly lower the nose then we hit a couple pockets of turbulence that freaked me out. I work through them before Mark asks me to open my eyes. He had covered up two of my instruments! I interpret the available instruments to see that I did it again; in a very slight turning descent. When you have no visual references to the horizon, you experience spatial disorientation which makes you feel like you're in a position that is false. Although I felt like I was flying straight and level, I clearly wasn't. This can come from many situations, such as flying in the clouds, or perhaps you were just leaning down to pick up that pencil you dropped, only to look back at your instruments and find that you put yourself into an unusual attitude. This was a great learning exercise.

We practice more flying with the partial panel (two instruments covered indicating a simulated vacuum system failure). Mark then assigns headings to take us back to the airport. I hear him announce over the radio that we're flying over the airfield and will be turning back to do a teardrop entry for runway 27. I'm still wearing foggles. He watches for traffic. I'm now allowed to take the foggles off, and I notice that we're on the 45 degree entry into the traffic pattern. Airplane is mine, time to land. I set up and guide us in. After touching down, we taxi back to the hanger, park, and head inside.

After debriefing, Mark tells me that I'm approved to take the flight portion of the Stage 1 Check. My written test is done, so once I complete the flight portion I can advance onto Stage 2 of 3!


Flight Log to Date
Hours flown: 93.0

Flying in IMC

December 4, 2011

Filed an IFR Flight Plan for the first time today. We would be flying in instrument meteorological conditions (IMC)  for my first lesson in a month. (Click highlighted word(s) for more information). Preflight inspection done; the Skyhawk is safe to fly. We taxi out to Runway 27 and hold short. After performing the run-up, my instructor for the day, Mark, calls up St. Louis Clearance Delivery. The controller tells us that she does not see our flight plan and asks for our information so that we can continue. As we're waiting, she tells us to hold for release. This works much like merging onto the highway; they have to find a place to squeeze us in between all other air traffic. A couple short minutes later, we are released for departure with a void time of five minutes. I learned from Mark that this meant we could go ahead and takeoff but that we needed to contact the controller once in the air within five minutes or our clearance to depart was void. I line us up on the centerline of the runway, add full power and climb out.

The clouds were reported to be lower than 2000ft with light rain. It was pretty chilly outside, so we did a basic calculation to figure out the estimated freezing level. Ice is not something we wanted to encounter. If we stayed under 3000ft we would be safe. As we continued to climb to our assigned altitude, we run into a broken layer of clouds (clouds that cover 60-90% of the sky) around 1200ft. This was a strange sensation for me because our traffic pattern altitude is 1200ft. It really gave a perspective as to how low the clouds really were. We continue to climb, our visibility continues to drop, then next thing you notice is the inability to see the ground. It was like standing in front of a white wall, where all you can see is white. My heart began racing. This is nothing compared to simply flying while wearing the foggles. We are now flying in the overcast layer (100% cloud cover).

Our flight plan states that we will be radar vectored for the full flight. This allows ATC to watch and guide us as we fly.  The controller assigns us to maintain level at 2500ft and on a heading of 090 degrees (East). Mark tells me that we are flying to Alton, IL to practice a back-course approach using the Localizer. I wasn't prepared for how sensitive and precise the system was, so I got off course several times. After getting the hang of things, I flew us directly to the runway that the ILS (Instrument Landing System) provided. Since we did not want to land, we called ATC and declared a missed approach. He acknowledged our call and vectored us via radar around to the opposite runway so that we could practice a front-course approach with the Localizer.  This is a pretty nice guide to have because the controller tells you exactly when to turn and to what heading. After all, chances of you seeing the ground are slim anyways if you're performing an instrument approach. He guides us onto the final approach, then we follow the Localizer. There's the runway! We go missed again, then get vectored northwest so that we can set up do a VOR approach back to our home airport.

Mark covers up my attitude indicator and heading indicator; time to practice simulated instrument failures. I was already experiencing spatial disorientation flying with full instruments, so by throwing in this other obstacle was a true challenge. At one point I told Mark that I was done. He said, "done with today, or done for good??" I replied, "no, just today." Between the flying in actual instrument conditions and all the work included in performing instrument approaches, I was overwhelmed. At that moment I just wanted to hand him the controls, but we broke out of the clouds and was on top for a moment. It was that breather that allowed me to pull myself together and fly us back with a VOR approach.

IFR pilots use approach plates that guide them down to land. You will cross intersections that once hit, you can begin another leg of descent. We arrive at the Byrns Intersection at 2300ft. The approach plate tells us to remain at that altitude while flying a heading of 208 degrees until we reach the Nupde Intersection. Now 6.7 miles from the airport, we can descend to 1160ft; no lower. On our way down, we break out of the clouds around 1700ft. It was somewhat a relief. I have the airport in sight. The wind is from the west, however the approach has us coming in to land on the south runway. We do a circling approach to get us onto the base leg for Runway 27. By this point, we had permission from ATC to switch frequencies to our home airport. We announced on the local frequency that we were turning right base to final. Now lined up to land, we gently bring the plane down. The wheels touch the runway, and we taxi back to the ramp.

Wow what an experience! There's simply no one word to describe today's lesson. It was an amazing, terrifying, exciting, addicting, overwhelming, fun, and heart-pounding day.

Video during a quick break in the clouds: