First Solo In Actual Conditions

[David B. Cole]

On Saturday I had my first opportunity to fly solo in actual since my
IR checkride. One of my biggest concerns since getting the rating was
how I would make my first entry into actual without the benefit of an
instructor at my side. With about ten hours of actual during my
training I had always felt comfortable in that environment. But I
knew the true test would be doing it alone, or almost alone. Another
pilot who had just gotten checked out at my FBO and who had passed his
instrument checkride about a week earlier wanted to go up, so I
figured it would be a great opportunity to get some simulated
instrument time, knock off a little rust , and get an approach or two
in for currency. Because the other pilot was only checked-out in
planes with normally aspirated engines, we had to use one of the older
172s. This is as bare bones as one can get with none of the small
conveniences of the newer models that makes flying IFR much easier.
The original plan was to fly to Lancaster PA to check out a locally
famous pilot shop, but because we were both time constrained we
decided to fly to Wilkes Barre PA, which was a little closer. The
weather was forecast to be clear for the entire time we were in the
air, with storms forecast for possibly a lot later in the day. Before
we headed out I ran into my instrument instructor who informed me that
one of the pilots who died in the NJ midair last month was a member of
our local pilot's association. This certainly tempered my excitement a
bit.

By the time we departed we saw some cumulus build-up to the west and I
figured that I may have an opportunity to get some actual after all,
as I was flying the first leg. Shortly after takeoff we were in and
out of the clouds. My safety alerted me to imminent entry so that I
could remove the Jepp Shades and receive the full benefit of the white
around us. It soon got to the point where we were in the clouds so
often that I didn't need the shades at all. I will admit that I was a
bit nervous especially when things got bumpy in the clouds; but I
remembered to keep my scan going and realized that this is what it was
all about. While there was the assurance of having another qualified
pilot in the plane, I flew with the urgency that I would if it were
only me and my loved ones. As we got closer to the Allentown VOR the
controller informed us that some cells were popping up and it wasn't
too long before we heard the bigger guys requesting diversions. The
controller informed us that he would give us whatever vectors we
needed to keep clear of the cells. I informed him that we didn't have
radar and asked for a vector around the weather, which we received.
We kept a visual lookout for cells, but fortunately the diversion kept
us west of most of the activity. About 30 miles from the destination
we picked up some rain and were in solid IMC at 5000 feet. I
requested and received 4000 feet to get us below most of the stuff. I
briefed the ILS Rwy 22 approach while still in IMC, but I didn't feel
rushed doing it. I was vectored for the approach, got established on
the localizer, and performed a GUMPS before intercepting the
glideslope. At this point we were VMC and I was back under the hood.

One thing that I forgot to do was to drop my first notch of flaps
before intercepting the glideslope, which wasn't a big deal. What I
was upset about was that once I realized that I had forgotten to put
them in, I disrupted the stability of the approach and dropped them.
Although I hadn't flown an ILS in over a month and the one I was
flying wasn't the prettiest, it was certainly well within PTS and
there was no need to add the flaps at all. My safety called the DH
and despite my other attempt to botch the approach I made a good
landing. We taxied off and switched seats for the return trip. I was
beat and was looking forward to sitting in the right seat, but felt a
great deal of accomplishment. I flew 1.4 hours with just about an
hour in actual.

I found the opportunity to act as a safety a truly eye-opening
experience. Not only was I able to help with the radios and pick up
instructions that the pilot flying may have missed, but watching
someone else fly the plane was extremely beneficial. Because the
other pilot had never flown approaches at Caldwell, I was able to
offer tips and to help him brief the approach, all while keeping an
eye open for traffic of course. This trip certainly reinforced my
belief that we should equip ourselves with every advantage possible
when flying IMC, especially hard IMC. Although I didn't have it with
me, my handheld GPS would have been of tremendous help in maintaining
situational awareness. Of course flying a newer plane with more
advanced avionics, standby vacuums systems, and an autopilot certainly
would have helped. But perhaps the greatest benefit is having someone
sitting next to you that can help out if needed. While this flight
was certainly a good confidence booster, I realize that flying IMC is
a dangerous venture, especially for someone at my experience level.
That's why I still fly with my instructor every two months or so.

[David Brooks]

> On Saturday I had my first opportunity to fly solo in actual since my
> IR checkride. One of my biggest concerns since getting the rating was
> how I would make my first entry into actual without the benefit of an
> instructor at my side. With about ten hours of actual during my
> training I had always felt comfortable in that environment. But I
> knew the true test would be doing it alone, or almost alone. Another
> pilot who had just gotten checked out at my FBO and who had passed his
> instrument checkride about a week earlier wanted to go up, so I
> figured it would be a great opportunity to get some simulated
> instrument time, knock off a little rust , and get an approach or two
> in for currency.

Congratulations on making this a true workout and well planned experience.
But...

> Because the other pilot was only checked-out in
> planes with normally aspirated engines, we had to use one of the older
> 172s.

You do understand that FAA regulations would not have stopped you using any
single-engine plane? (you don't specify the difference) If he couldn't be
acting PIC, you would have been acting PIC even while right seat. I'm
assuming it's club regulations that forbade him either to be SP or left seat
in the other plane.

-- David Brooks

[Dan Luke]

"David B. Cole" wrote:
> While this flight was certainly a good confidence booster,
> I realize that flying IMC is a dangerous venture, especially
> for someone at my experience level.

That was the exact effect my first time flying an approach alone in actual
IMC had on me. You realize that you're in a real, no-kidding, life-or-death
situation and the outcome is entirely up to you. Of course, this is also
true of crossing the street, but in instrument flying you have have a lot
more on the ball to avoid the "or death" option.

> That's why I still fly
> with my instructor every two months or so.

Hope you're better at keeping that resolution than most pilots (including
me) are.
--
Dan
C-172RG at BFM

[Dan Luke]

oops:

> true of crossing the street, but in instrument flying you have have

"have to have"

> a lot more on the ball to avoid the "or death" option.
>
> > That's why I still fly
> > with my instructor every two months or so.
>
> Hope you're better at keeping that resolution than most
> pilots (including me) are.
> --
> Dan
> C-172RG at BFM
>
>

[Wizard of Draws]

On 9/1/04 4:16 PM, in article
, "David B. Cole"
> wrote:

> On Saturday I had my first opportunity to fly solo in actual since my
> IR checkride. One of my biggest concerns since getting the rating was
> how I would make my first entry into actual without the benefit of an
> instructor at my side. With about ten hours of actual during my
> training I had always felt comfortable in that environment. But I
> knew the true test would be doing it alone, or almost alone. Another
> pilot who had just gotten checked out at my FBO and who had passed his
> instrument checkride about a week earlier wanted to go up, so I
> figured it would be a great opportunity to get some simulated
> instrument time, knock off a little rust , and get an approach or two
> in for currency. Because the other pilot was only checked-out in
> planes with normally aspirated engines, we had to use one of the older
> 172s.

Solo?
--
Jeff 'The Wizard of Draws' Bucchino
Cartoons with a Touch of Magic�
http://www.wizardofdraws.com
http://www.cartoonclipart.com

[Andrew Gideon]

David B. Cole wrote:

> Before
> we headed out I ran into my instrument instructor who informed me that
> one of the pilots who died in the NJ midair last month was a member of
> our local pilot's association. This certainly tempered my excitement a
> bit.

Oh, yes. You missed that meeting and the picnic. Depressing, eh?

Congrats on your first sans-CFII IMC. But I'm selfishly glad you didn't get
to Lancaster this time either. Heh heh heh.

- Andrew

[David B. Cole]

Wizard of Draws > wrote in message >...
> On 9/1/04 4:16 PM, in article
> , "David B. Cole"
> > wrote:
>
> > On Saturday I had my first opportunity to fly solo in actual since my
> > IR checkride. One of my biggest concerns since getting the rating was
> > how I would make my first entry into actual without the benefit of an
> > instructor at my side. With about ten hours of actual during my
> > training I had always felt comfortable in that environment. But I
> > knew the true test would be doing it alone, or almost alone. Another
> > pilot who had just gotten checked out at my FBO and who had passed his
> > instrument checkride about a week earlier wanted to go up, so I
> > figured it would be a great opportunity to get some simulated
> > instrument time, knock off a little rust , and get an approach or two
> > in for currency. Because the other pilot was only checked-out in
> > planes with normally aspirated engines, we had to use one of the older
> > 172s.
>
> Solo?


Jeff,

I have the IR, but this was my first time in actual without an instructor.

Dave

[David B. Cole]

Andrew Gideon > wrote in message e.com>...
> David B. Cole wrote:
>
> > Before
> > we headed out I ran into my instrument instructor who informed me that
> > one of the pilots who died in the NJ midair last month was a member of
> > our local pilot's association. This certainly tempered my excitement a
> > bit.
>
> Oh, yes. You missed that meeting and the picnic. Depressing, eh?
>
> Congrats on your first sans-CFII IMC. But I'm selfishly glad you didn't get
> to Lancaster this time either. Heh heh heh.
>
> - Andrew

Andrew,

Once I realized who it was it was a blow. We had spoken at the last
MAPA meeting that I attended and he congratulated me on completing the
IR and told me he was about to resume his training. With regards to
Lancaster just let me know, you know I'm down for it.

Thanks to everyone else for your responses and advice.

Dave

[David B. Cole]

"David Brooks" > wrote in message >...
> > On Saturday I had my first opportunity to fly solo in actual since my
> > IR checkride. One of my biggest concerns since getting the rating was
> > how I would make my first entry into actual without the benefit of an
> > instructor at my side. With about ten hours of actual during my
> > training I had always felt comfortable in that environment. But I
> > knew the true test would be doing it alone, or almost alone. Another
> > pilot who had just gotten checked out at my FBO and who had passed his
> > instrument checkride about a week earlier wanted to go up, so I
> > figured it would be a great opportunity to get some simulated
> > instrument time, knock off a little rust , and get an approach or two
> > in for currency.
>
> Congratulations on making this a true workout and well planned experience.
> But...
>
> > Because the other pilot was only checked-out in
> > planes with normally aspirated engines, we had to use one of the older
> > 172s.
>
> You do understand that FAA regulations would not have stopped you using any
> single-engine plane? (you don't specify the difference) If he couldn't be
> acting PIC, you would have been acting PIC even while right seat. I'm
> assuming it's club regulations that forbade him either to be SP or left seat
> in the other plane.
>
> -- David Brooks


David,

Since we wanted to switch seats at the destination, he wouldn't have
been able to fly left seat without being checked out.

Dave

[Peter Duniho]

"David B. Cole" > wrote in message
m...
> Since we wanted to switch seats at the destination, he wouldn't have
> been able to fly left seat without being checked out.

As David said, that would be a club regulation issue. The FAA has no
prohibition against you acting as PIC from the right seat, nor against him
manipulating the controls from the left.

Perhaps you should clarify whose rules you're talking about and what you
mean by "checked out".

Pete

[Jeremy Lew]

"David B. Cole" > wrote in message
m...
> Wizard of Draws > wrote in message
>...
> > Solo?
>
> Jeff,
>
> I have the IR, but this was my first time in actual without an instructor.

I think he was referring to the pilot in the right seat. I know he wasn't
your instructor or instrument-rated himself, but any sort of pilot who can
dial in frequencies and squawk codes is quite a help when flying IMC. My
first IMC without an instructor (in July) was with a passenger who doesn't
know his ass from his elbow when it comes to planes, but he was still able
act as a pen and chart holder! I dropped him off and then got about 2
minutes of truly solo solid IMC while climbing through an overcast layer,
but the rest of the flight was in the sunshine on top and the destination
was VFR.

Jeremy

[Wizard of Draws]

On 9/2/04 10:41 AM, in article
, "David B. Cole"
> wrote:

> Wizard of Draws > wrote in message
> >...
>> On 9/1/04 4:16 PM, in article
>> , "David B. Cole"
>> > wrote:
>>
>>> On Saturday I had my first opportunity to fly solo in actual since my
>>> IR checkride. One of my biggest concerns since getting the rating was
>>> how I would make my first entry into actual without the benefit of an
>>> instructor at my side. With about ten hours of actual during my
>>> training I had always felt comfortable in that environment. But I
>>> knew the true test would be doing it alone, or almost alone. Another
>>> pilot who had just gotten checked out at my FBO and who had passed his
>>> instrument checkride about a week earlier wanted to go up, so I
>>> figured it would be a great opportunity to get some simulated
>>> instrument time, knock off a little rust , and get an approach or two
>>> in for currency. Because the other pilot was only checked-out in
>>> planes with normally aspirated engines, we had to use one of the older
>>> 172s.
>>
>> Solo?
>
>
> Jeff,
>
> I have the IR, but this was my first time in actual without an instructor.
>
> Dave

Gotcha. I kept waiting for the other guy to leave. <g>

Congrats. It's pretty fun knowing you can get through that stuff by yourself
isn't it?
--
Jeff 'The Wizard of Draws' Bucchino
Cartoons with a Touch of Magic�
http://www.wizardofdraws.com
http://www.cartoonclipart.com

[David B. Cole]

Peter,

I understand that, which is why in the original post I stated that he
was only checked out in normally asirated planes. When I hear the
term "checked out" it usually means being authorized to use the planes
of a particular operation. As far as I know the FAA doesn't see any
difference between normally aspirated and fuel injected engines, so I
thought it was obvious it was an operator restriction. Maybe there
is another meaning and if so I will provide more clarity in the
future.

Dave

"Peter Duniho" > wrote in message >...
> "David B. Cole" > wrote in message
> m...
> > Since we wanted to switch seats at the destination, he wouldn't have
> > been able to fly left seat without being checked out.
>
> As David said, that would be a club regulation issue. The FAA has no
> prohibition against you acting as PIC from the right seat, nor against him
> manipulating the controls from the left.
>
> Perhaps you should clarify whose rules you're talking about and what you
> mean by "checked out".
>
> Pete

[David B. Cole]

Jeff,

I guess the correct phrase would have been sans-CFII instead of solo.
It was fun, but served to reinforce my belief that it is to be
respected.

Dave

Wizard of Draws > wrote in message >...
> On 9/2/04 10:41 AM, in article
> , "David B. Cole"
> > wrote:
>
> > Wizard of Draws > wrote in message
> > >...
> >> On 9/1/04 4:16 PM, in article
> >> , "David B. Cole"
> >> > wrote:
> >>
> >>> On Saturday I had my first opportunity to fly solo in actual since my
> >>> IR checkride. One of my biggest concerns since getting the rating was
> >>> how I would make my first entry into actual without the benefit of an
> >>> instructor at my side. With about ten hours of actual during my
> >>> training I had always felt comfortable in that environment. But I
> >>> knew the true test would be doing it alone, or almost alone. Another
> >>> pilot who had just gotten checked out at my FBO and who had passed his
> >>> instrument checkride about a week earlier wanted to go up, so I
> >>> figured it would be a great opportunity to get some simulated
> >>> instrument time, knock off a little rust , and get an approach or two
> >>> in for currency. Because the other pilot was only checked-out in
> >>> planes with normally aspirated engines, we had to use one of the older
> >>> 172s.
> >>
> >> Solo?
> >
> >
> > Jeff,
> >
> > I have the IR, but this was my first time in actual without an instructor.
> >
> > Dave
>
> Gotcha. I kept waiting for the other guy to leave. <g>
>
> Congrats. It's pretty fun knowing you can get through that stuff by yourself
> isn't it?

[David Brooks]

Yes; I just wanted to verify this is the case because there are common
misapprehensions about the regulatory qualifications needed to fly the plane
or act as SP. I suppose your phrase "normally aspirated" as opposed to
"fixed gear" or "under 200HP" should have clued me that wasn't what you
meant.

-- David Brooks

"David B. Cole" > wrote in message
m...
> Peter,
>
> I understand that, which is why in the original post I stated that he
> was only checked out in normally asirated planes. When I hear the
> term "checked out" it usually means being authorized to use the planes
> of a particular operation. As far as I know the FAA doesn't see any
> difference between normally aspirated and fuel injected engines, so I
> thought it was obvious it was an operator restriction. Maybe there
> is another meaning and if so I will provide more clarity in the
> future.
>
> Dave
>
> "Peter Duniho" > wrote in message
>...
> > "David B. Cole" > wrote in message
> > m...
> > > Since we wanted to switch seats at the destination, he wouldn't have
> > > been able to fly left seat without being checked out.
> >
> > As David said, that would be a club regulation issue. The FAA has no
> > prohibition against you acting as PIC from the right seat, nor against
him
> > manipulating the controls from the left.
> >
> > Perhaps you should clarify whose rules you're talking about and what you
> > mean by "checked out".
> >
> > Pete

[John R. Copeland]

Dave, along the lines of "clarity" which you mentioned:
"Normally aspirated" contrasts with "Supercharged", while
"Carbureted" contrasts with "Fuel Injected".
But that's OK -- we all finally understood what you meant.

If I were renting out fuel-injected or and/or supercharged airplanes,
I'd also want to be sure my renters understood how to operate them.
But I see no reason for the FAA to be involved in the matter.
---JRC---

"David B. Cole" > wrote in message =
m...
> Peter,
>=20
> I understand that, which is why in the original post I stated that he
> was only checked out in normally asirated planes. When I hear the
> term "checked out" it usually means being authorized to use the planes
> of a particular operation. As far as I know the FAA doesn't see any
> difference between normally aspirated and fuel injected engines, so I
> thought it was obvious it was an operator restriction. Maybe there
> is another meaning and if so I will provide more clarity in the
> future.
>=20
> Dave
>=20

[Roy Smith]

In article >,
"John R. Copeland" > wrote:

> If I were renting out fuel-injected or and/or supercharged airplanes,
> I'd also want to be sure my renters understood how to operate them.
> But I see no reason for the FAA to be involved in the matter.

Other than some quirks in how you start them, I can't think of anything
you really need to know about fuel injection to safely fly a fuel
injected airplane. Certainly nothing that couldn't be taught in a
couple of minutes (i.e. "there's no carb heat").

Supercharging is a bit more complicated. You can get into trouble
and/or damage the airplane, if you don't know how the system works.

A much steeper learning curve is mastering the current crop of avionics.
Somebody who did their instrument training with 2 NAV/COMs and an ADF
can get themselves into a world of hurt if they launch into IMC with a
modern GPS and think they can figure it out as they go. I guess the FAA
figures people are smart enough to not do that.

[Ben Jackson]

In article >,
Roy Smith > wrote:
>Other than some quirks in how you start them,

....which don't show up until your renter has flown to a distant airport,
shut down, and now wants to restart the hot engine. :)

>injected airplane. Certainly nothing that couldn't be taught in a
>couple of minutes (i.e. "there's no carb heat").

You just made me realize that I should know more about my alternate air
than I do...

--
Ben Jackson
>
http://www.ben.com/

[john smith]

>>While this flight was certainly a good confidence booster,
>>I realize that flying IMC is a dangerous venture, especially
>>for someone at my experience level.
Dan Luke wrote:
> That was the exact effect my first time flying an approach alone in actual
> IMC had on me. You realize that you're in a real, no-kidding, life-or-death
> situation and the outcome is entirely up to you. Of course, this is also
> true of crossing the street, but in instrument flying you have have a lot
> more on the ball to avoid the "or death" option.

First, fly the airplane.
Everything else is secondary.

[Roy Smith]

In article <Sl3_c.96690$9d6.67401@attbi_s54>, (Ben Jackson)
wrote:

> In article >,
> Roy Smith > wrote:
> >Other than some quirks in how you start them,
>
> ...which don't show up until your renter has flown to a distant airport,
> shut down, and now wants to restart the hot engine. :)

Which is certainly inconvenient, but it's really difficult to do any
serious damage to the airplane if it's on the ground and you can't get
the engine started :-)

[John R. Copeland]

"Roy Smith" > wrote in message =
...
> In article <Sl3_c.96690$9d6.67401@attbi_s54>, (Ben =
Jackson)=20
> wrote:
>=20
>> In article >,
>> Roy Smith > wrote:
>> >Other than some quirks in how you start them,
>>=20
>> ...which don't show up until your renter has flown to a distant =
airport,
>> shut down, and now wants to restart the hot engine. :)
>=20
> Which is certainly inconvenient, but it's really difficult to do any=20
> serious damage to the airplane if it's on the ground and you can't get =

> the engine started :-)

Yeah, but if it's MY airplane, I'm the one who has to replace the =
starter
which the renter might overheat by excessive cranking of the balky =
engine.
---JRC---

[Roy Smith]

In article >,
"John R. Copeland" > wrote:

> "Roy Smith" > wrote in message
> ...
> > In article <Sl3 c.96690$9d6.67401@attbi s54>, (Ben Jackson)
> > wrote:
> >
> >> In article >,
> >> Roy Smith > wrote:
> >> >Other than some quirks in how you start them,
> >>
> >> ...which don't show up until your renter has flown to a distant airport,
> >> shut down, and now wants to restart the hot engine. :)
> >
> > Which is certainly inconvenient, but it's really difficult to do any
> > serious damage to the airplane if it's on the ground and you can't get
> > the engine started :-)
>
> Yeah, but if it's MY airplane, I'm the one who has to replace the starter
> which the renter might overheat by excessive cranking of the balky engine.
> ---JRC---

If it's a typical rent-a-wreck, the battery will run down long before
you can do any damage to the starter.

[Andrew Gideon]

Roy Smith wrote:

> If it's a typical rent-a-wreck, the battery will run down long before
> you can do any damage to the starter.

FWIW, the fuel-injected rentals at Mac Dan (where the OP rents) include one
or two (I'm not sure if the second has arrived) 172S models with whatever
Nav Package includes the big MFD along with the BK GPS.

They're nice airplanes, and quite far from the typical wrent-a-reck. It's
why I used to rent there myself.

[Well, they also used to have a 182S.]

Lincoln Park Aviation, BTW, also has three (four?) 172Ss on their rental
line. They got some of my business too.

- Andrew