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.