ME!!!!

After 7 years, I have finally accomplished my goal of adding my instrument rating to my private pilot's license.

The oral examination was relaxed and with a couple of exceptions, I breezed right through it. No real surprises, he kept the questions relevant to the airplane I flew and the type of flying I expected to do. So I wasn't getting questions about airspeed restrictions or equipment requirements for an airplane flying in the flight levels.

After the pre-flight and run-up, Don gave me a simulated clearance (at VFR altitudes, of course) to the Knoxville Airport (KTYS). He gave me step up and step down altitudes until I called up Knoxville Approach. Listening to their ATIS, we discovered that rwy 23R was closed, which is the only runway that has an ILS there. Forutnately the tower was willing to accomodate us to get the approach out of the way. At this point, I was already a little rattled because I'm not used to doing much mountain flying and I was doing everything I could to stay on course and at assigned altitude crossing the SW corner of the Smokies to get to Knoxville. Then, Approach gave me a rather late altitude reduction that made me scramble to intercept the glide slope. Because it took me a little while to pick it up, I thought I had busted, but Don kept silent, I flew the approach down to 500' AGL(because of the equipment on the runway) and went missed.

Next, was the partial panel approach. In training, I didn't have much problem with these, and after a couple of vectors, I re-learned how much I needed to lead or lag the compass in that airplane to come out on reasonably accurate headings. I would reference my handheld GPS and the 430W in the panel to cross check. Trying to fly purely by a magnetic compass, even in smooth air, is a chore. With some of the bumps I was getting, it made for a lot of head bobbing trying to keep on course. This one also had a change of course when crossing the VOR, which was another thing you had to keep in mind. Not awfully difficult, but it could get you if you aren't paying attention. I flew it down to MDA with about 3 miles to go to the runway, and at the VDP, Don had me look up and do a touch and go.

Finally, Don had me go direct back to Andrews-Murphy, then told me to go ahead and get set up to fly the GPS approach into the airport. While in-route, he put me through some unusual attitudes, a moderate spiral and a steep climbing turn. I quickly interpreted my instruments and righted the airplane with no problem. Back on course, I flew to the IAF for the approach, did the required hold (with 4nm legs, I thought it would never end) and turned back inbound just as the needle centered. I bet that will never happen again!! After the first step down the published minimums are only 80ft lower, so to keep from busting the MDA, you don't descend much lower until you're confident you're within sight distance of the airport. At about 3 miles out, Don called airport in sight, I looked up, circled around to Rwy 26 and put it down.

When we stopped, I thought I had busted that ILS approach and was pretty much expecting him to tell me I'd have to come back and shoot another one. I followed him up to his office, and on the way, he said, "When we sit down, I'll need your driver's license and current pilot's certificate." I was floored...I passed!! He did ask me what I thought, first thing I mentioned was the ILS. He did say that he gave me some leeway because I was trying to comply with ATC and they did not give me a descent early enough to properly intercept the glide slope. We both agreed that if it came down to it again, it probably would have been best just to have broken off the approach and asked to shoot another approach.

After grabbing a quick lunch in Andrews, I filed my first IFR flight plan as pilot in command. I filed HRS, direct RYY, but ended up getting HRS, V463, V222, LOGEN, which took me out on the east side of Atlanta. All in all, it added about 20 miles to the flight. As forecasted, some storms were starting to build to the west, so this routing actually did help keep me clear of some of those storms. It still didn't keep me clear of the bumps and drafts from the developing clouds, so it wasn't quite the leisurely flight back home I was hoping for. Top that off with Atlanta Center having problems properly receiving my Mode C (they were showing me being 400' higher than I was, I compared alitmeter setting with them and it was OK, Atlanta Approach said it was spot on) I was busy for the first half of the flight.

Once I was on the ground, Andy came out and congratulated me, and we exchanged a farewell, since this also marked what is my last flight with Superior. I then headed over to the tower to get my flight progress strip from my first flight on an IFR flight plan as PIC.



From top left: (1st column)Tail #, Aircraft type and equipment, Computer ID, (2nd Column) Transponder Code, First Fix on route, Last Fix on route, (3rd column) Time handed off to tower, (4th Column) Type of flight, destination, (blocks to far right, left to right), estimated time of arrival, runway used, actual time of arrival (in minutes past the hour, 31), FS = full stop landing.

So with some sadness, this will mark the beginning of another hiatus from flying. Two weeks from today I will be in Oklahoma City, preparing for my first day at the FAA Academy. I was hoping to do a little flying out there, but unfortunately I couldn't find anyone renting airplanes at a reasonable cost. Short of finding someone to split the cost of the airplane with, it just isn't going to happen. When I start my career at Memphis Center, I will likely be too engrossed with training (not to mention the inital cut in pay) to get any flying in. In the end, I feel blessed to have been able to enjoy taking to the skies again, even if just for another few months. Let's hope this next hiatus doesn't last 6 years as well.

To the readers, keep coming back, I will soon start chronicalling my progression through the ranks of air traffic control.

After two weeks of trying in vain to contact the DE (designated examiner) based at Cobb County, I finally had to go to plan B to schedule my instrument checkride. So on Monday, I scheduled my exam with Don Jones at Andrews-Murphy on the 20th of this month.

Last night, I met with Larry Hutchison, the AGI at Superior. He had sat in on one of Don Jones's instrument checkrides last November and based this lesson/review on those notes. Basically, if I did well tonight, I should have no surprises on the oral exam. One thing he did emphazize is that Don liked to ask questions that stressed application and decision making and not just providing the "right answer". Personally, I prefer questions like that because it involves less tedious memorization but rather allows you to take concepts and explain why you would do something that way. In that way, it makes it more evident that I've actually absorbed the information rather than just learning a bunch of information to pass a test. Overall, Hutch thought I did a good job, but gave me a few items to brush up on, specifically some more detail into some of the regulations (I'd start answering something and leave off an item or two) and weather products, specifically Airmets and Sigmets.

So I've got all of my endorsements in my log book, and all of my paperwork is filled out. All that remains now is to fly to North Carolina and take the test!

Until I leave for Oklahoma City to start training for my new career as an air traffic controller. It will have been about a year and a week since I applied for the job until my first day of training.

My blog will be making a short term transition from my flying experiences to one as an ATC trainee as I progress through the Academy and later at my facility, the Memphis ARTCC. As much as I hate giving up flying (again) the move and initial pay cut I will be taking will require that I put it on hold again for a short period of time. I'm hoping that maybe by summer of 2010 I'll have the time and money to rent an airplane at one of the airports around Memphis.

Stay tuned!

One of these days, I'll actually get around to updating my blog on a regular basis. Until then, I'll probably continue the same pattern of going a month or two without writing a thing, then playing catch-up.

On March 9th, I went up for my stage check flight with Bob Kitner, the Chief Pilot at Superior and one of the co-owners of the place. Pretty nice guy and a fellow ham radio operator. Overall, the flight went well, though I was admonished about my cockpit organization and approach briefing. Said my flying was fine and commented that I always seemed to be on top of the instruments at all times. He had me do a couple of steep turns under the hood, which I hadn't done since I don't know when. They're not on the PTS any longer, so Andy hasn't had me practice any, but his whole purpose for doing that was to get an idea on how someone's instrument scan was. Because of the increased rate of turn and the usual increased amount of elevator needed to maintain altitude, it really does make sure you're cross-checking your instruments quickly and understanding what they're telling you.

Next came some unusual attitude recovery. Instead of the usual routine of closing your eyes and having the instructor put the airplane into a steeply banked climb or descent, he had me trim for straight and level, then close my eyes and try to keep the airplane flying straight by feel alone. First time I made it about two minutes, by the time I opened my eyes, I was still within about 50' of my original altitude and the wings were level, but I had managed to turn a full 90 degrees to the right. Since I didn't quite "lose it" that time, he had me do it again. This time, after about a minute and a half, I noticed the engine speed pick up a tad, a sign that I was descending. A little bit later, it *felt* like I was turning right, so I added what I thought was a small amount of left aileron to counteract. Bob lets this go on for about another 10-15 seconds, then has me open my eyes. Quick look at the attitude indicator confirms that I'm in a left spiral (not too tight) about 20 degrees nose down and banked over about 45 degrees to the left. Wow. That's why it is vital to trust those instruments and not your own feelings. This is the classic scenario that leads to the graveyard spiral that has taken the lives of quite a few pilots.

After that, he had me fly a a holding pattern, which doubled as the course reversal for the ILS approach into Rome. That was the approach I didn't brief well. I was well within standards as far as flying the airplane was concerned, but I fumbled around with the GPS, didn't check the weather and didn't make the necessary radio calls. Lesson learned on the next two approaches that went well, although I did miss picking up the airport doing the VOR/DME-A into Cartersville, which involves a very steep descent on the final approach leg to circle-to-land. I mistook some headlights on the other side of the airport for the road that paralells the airport to the west. I quickly noted that I was just on the other side of the MAP and went missed. So even though I didn't pick up the airport, I did recognize the problem quickly and took the correct action. One more GPS approach back into McCollum and the flight was done for the day.

The weekend after that flight the school was supposed to have a poker run and cookout, but the weather didn't cooperate so the poker run was scrubbed. Fortunately they still had the cookout, and over the course of the afternoon maybe 30-40 folks showed up for some chili dogs. Since my wife was at our niece's birthday party, I took the opportunity to take a tour of the tower there at McCollum. I ended up spending about two hours up there, just chatting with the guys about flying and ATC. It was nice to get to meet a couple of the guys I had been talking to the past few months. Unfortunately the weather and OTS ILS meant there were no departures or arrivals the whole time I was up there.

After another week and a half of bad weather, I was finally able to get another lesson scheduled with Andy (March 29th) to go over the items Bob had concerns about and to finish my checkout in the Tiger. Yes, with all the hours I had in that airplane, I still could not rent it solo. All of my hours, save the time I went up with Rick (who was checked out in it) were at night or IMC, neither of which was condusive to the manuvers needed to sign me off in the airplane. I thought I was going to get boinked by the weather again, as the winds that day were rather gusty, but were straight down the runway. Just as I was walking in the door at the school, someone else pulled up in the Tiger and told me that the wind didn't pose much of a problem, apart from the expected bumps.

Gusts and some small downdrafts made the takeoff a little more exciting than normal, but it wasn't anything that I couldn't handle. Made our way a few miles west and clear of the class D, and finally got those VFR steep turns and stalls out of the way. Like the Cherokees I have flown before, you really have to try to make that airplane stall. Even when it did, there was nothing more than a slight dip of the nose. Add the power back in, and bring the flaps back up as the airspeed comes up. A ILS at Paulding County, VOR/DME-A at Cartersville again (got the airport this time) and the localizer at Cobb Co (glide slope is still OTS!) and a good landing and the day was done. Andy said I did MUCH better than I had before on cockpit organization and was ahead of the airplane the whole time.

So we went and sat down at his desk, and he placed the call I've been waiting for for a few years, the one to the examiner for my instrument checkride. He said he'd do the final sign-off after a dry run a day or two ahead of my actual 'ride to make sure I was still good to go.

So that's where I sit today. I talked to Andy this past Friday and said he hadn't heard from the examiner yet, but he said he'd give him another call to see if he can get things set up with the guy at Cobb Co. If not, I'll have to go to plan B, which will be either going up with a guy at Andrews-Murphy or maybe I'll see if the DE that gave me my PPL is still around.