December 9, 2012
Today I experienced something that made me question my sanity. I was scheduled to fly with an instructor to practice for the upcoming checkride, however the clouds were... well... low... very low... 200ft above the ground. We arrived at the airport at 9:30am but knew we'd have to sit around a bit to wait for the clouds to rise a couple hundred feet as forecast. Why did we need the clouds higher? We would not be able to land with clouds at 200ft, we needed a minimum of 400ft. per approach regulations set by the FAA.
About 10:45am came and the clouds were reported 400ft. YAY! My CFI files an IFR flight plan and I preflight the plane. We agree to stay with the plan and practice approaches over at Alton. I'm nervous but definitely excited. I hardly have any experience flying in the clouds, and definitely have never flown with them this low.
We taxi out to the runway. Before picking up our IFR clearance for takeoff, I snap a picture of what we "can't" see from our position... the hangers.
This is CRAZY! Clouds were still reported at 400ft. with 1 1/2 miles visibility and mist. 11:15am...
Alright, lets do this...
I didn't time it, but it felt like we were in the clouds within 1 minute of taking off. We never even saw the Mississippi River which is less than a mile from the hangers. I'd like to say I was left speechless, but I had plenty of talking to do with ATC. There was no time to freak out, I had two souls on board this aircraft, including my own, and it was time to prove to myself that I am ready for the responsibility of holding an instrument rating. ATC turns us to the east so we can set up for the Localizer Backcourse 11 at Alton. The air is as smooth as ice, with no icing conditions. We did run into a light rain shower, but nothing to be concerned about. I file a
PIREP to ATC so they know what's going on up here at 2500ft. We're now on the inbound course and I follow the instructions on my approach plate. I make my descent to the minimum altitude allowed and once we arrive at the missed approach point, we still can see anything. Not the runway, not the airport, not even the ground. We obviously could not land even if we wanted to.
We begin our climb out and tell ATC we'd like to shoot the ILS 29 approach. They set us up and I intercept the inbound course. I'm being more cautious on this flight than a simulated (foggles) flight. Knowing that your descending towards the ground, of which you can't even see, is a little unnerving. I be extra sure to remain on the correct glidepath so that I don't risk running into a tower or trees. These approaches are proven safe if you follow them, so that's what I intend to do. We get close to our minimum altitude and wait for visual references to the ground. About 100ft left to descend, we start seeing the ground. At 50ft to go, we break out of the clouds and find the runway right at our minimum altitude. I make a huge sigh of relief and say a few choice words to release the nerves I had built up. We laughed it off and with no need to touch down, we begin climbing out.
After climbing back up to altitude, ATC vectors around and sets us up for the VOR 18 approach back to our home airport. This approach is in my opinion, the most important. Not only will I be flying low over the river bluffs, but I have to do this approach correctly so that we can safely land. While cruising towards home, we broke out of a layer of clouds and found ourselves in-between two layers. It was stunning.
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| Pictures can't even do this sight justice... |
I brief the approach plate out-loud for my CFI. The clouds haven't raised an inch which means we will be taking it down to the absolute minimum altitude allowed to try and get us in.
Phew!! We're now inbound and I make my descents per the approach's directions. Back in the clouds again, we never even see the river upon crossing. This approach does not take us straight in to a runway, so once under the clouds we will have to maneuver onto the base leg, then final. We break out of the clouds right at the minimum altitude again. The hangers and runway are barely in sight, but we see them. I continue my descent and make my turns to set us up for landing. After the wheels gently touch down, I can't help but smile.
I did it. (Video can be found by clicking here: youtube.com)
This flight felt like a crazy dream. I was in complete shock that 1) I'd even consider doing this flight, 2) That I actually did it, and 3) I was able to do it with barely any assistance from the instructor. I like to think that I'm ready for the instrument checkride. It sure would make a great Christmas present... ;-)
