If this is your first visit, be sure to check out the FAQ by clicking the link above. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below. |
|
|
Thread Tools | Display Modes |
#1
|
|||
|
|||
My First Time In Severe Turbulence (Long)
Tuesday's forecast for my neck of NJ was for a high of 63, light rain,
and 1500 overcast. The perfect day to get some actual IMC. My instructor and I had planned on going to Hartford, CT to fly the LDA Rwy 2 approach. However, by the time I made it to the airport the layers were mostly scattered to broken at about 1500-2000 feet, but we decided to go anyway. The forecast winds aloft were out of the southwest at approximately 30 knots at 6000. However, there was a weak cold front predicted to move through later in the day. We filed for 7000, preflighted, and were on our way. We passed through a broken layer at about 1200 and soon were on top on our way to our initial altitude of 6000. Because we had GPS we were cleared direct to our first intersection, Brezy. After Brezy we flew direct to the Carmel VOR and I decided to switch back to VOR Nav at that point. While it was fairly smooth at altitude, the winds were strong and variable enough to make any wind correction valid for only a few seconds. I never had to make so many corrections to keep the CDI from going fully deflected. Because of the tailwind we had a groundspeed of close to 160 kts. By the time I figured out the winds we were being given vectors for the LDA and were told to descend from 7000 to 2500. After leveling at 2500, the bumps started to really pick up, but it was nothing too scary. I flew the LDA as I would a normal LOC and managed to keep the CDI fairly centered despite the bumps. We passed through a few clouds on the way down and leveled at the circling minimums. I spotted what I thought to be the airport, but it turned out to be another airport that happened to be closed, but which was very close by. My instructor admitted that he once made the same mistake so I didn't feel too bad. After finally acquiring the right airport we circled to Rwy 20 and landed uneventfully. We went inside the FBO, checked the weather, and I spent even more money by purchasing a couple of books. One happened to be Bob Gardner's "The Complete Advanced Pilot", which appears to be excellent in the portion I've read. Anyway, the briefer told us that the front had moved in faster than expected and that winds aloft would be 40 kts at 4000 and as high as 50 kts in some locations. On the departure we turned to the southwest and had a GS of 30 kts in the climb! The only time I'd gone that slow was during my private training where we actually had a headwind strong enough to push us backwards while doing slow flight. It seemed like we were literally standing still on the climb back to 6000. In cruise, max groundspeed was about 80 kts and sometimes as low as 60 kts. We had plenty of fuel so we weren't concerned about running out, at least not then. But we kept our eyes on the fuel gauges and the clock. My instructor wanted to see if the winds were better at 4000, so we asked for permission to switch to Flight Watch on 122.0 and report back when done. The winds aloft at 4000 were only 2 kts lower than at 6000, so we decided to stay where we were. We gave a PIREP and reported back to the NY approach controller. I had never used Flight Watch or given a PIREP before, so this was good experience. I also received my first amended clearance, which was also interesting. And despite the slow going, it was still fairly smooth at altitude. But that's where the fun ended. Approximately 30 miles NW of the airport we were lowered to 2500. It was from there on out that I experienced the worst turbulence I had ever experienced in a small plane. My head hit the ceiling at least four times. I kept the airspeed below Va as the plane essentially did what it wanted. We rolled 25-30 degrees uncommanded on several occasions and once the sudden movement of the yoke nearly took my wrist with it. This was the first time I could say that I was somewhat nervous in turbulence. The bigger boys going into Newark were reporting moderate turbulence and before switching to the tower my instructor reported that we had severe turbulence. Yet he remained calm and somehow I still managed to keep altitude to within 100 feet, with the exception of a few excursions down 150 feet. We were vectored for LOC Rwy 22 approach at CDW. I tuned and ID'ed the localizer, but was so whipped that I forgot to set the OBS head from GPS to Nav. When I finally figured this out, thanks to my instructor, the needle was centered and I still had a 30 degree intercept. To make a long story even longer, I eventually got on course, although we were still getting smacked around fairly hard. The surface winds were from 260 at 12 kts, so we circled to Rwy 27, although I made the mistake of descending to the straight-in minimums. Back on the ground, my instructor complimented me on a good landing as we taxied back. We were just in time for his next student, with whom he of course cancelled. He also told me that he could tell I was fatigued and if that happened on a solo flight I had to recognize it and possibly land somewhere else until I was ok to fly. He also told me that if I needed to use the autopilot, meaning himself, that I shouldn't be embarrassed to say so. So between the weather, flying a LDA, contacting Flight Watch, and getting an amended clearance, it was still a very good lesson. If you've made it this far, thanks for listening. Dave |
#2
|
|||
|
|||
In article , Ron Parsons
wrote: Hate to tell you, but by definition, Severe Turbulence means parts were coming off of your aircraft. Hate to tell you....that's incorrect. Severe is described as: Turbulence that causes large, abrupt changes in altitude and/or attitude. It usually causes large variations in indicated airspeed. Aircraft may be momentarily out of control. The reaction in the airplane will be: Occupants are forced violently against seat belts or shoulder straps. Unsecured objects are tossed about. Food service and walking impossible. Extreme turbulence may cause structural damage...but even that isn't a sure thing. -- Dale L. Falk There is nothing - absolutely nothing - half so much worth doing as simply messing around with airplanes. http://home.gci.net/~sncdfalk/flying.html |
#3
|
|||
|
|||
|
#4
|
|||
|
|||
Thanks for the kind words.
Bob Gardner "David B. Cole" wrote in message m... Tuesday's forecast for my neck of NJ was for a high of 63, light rain, and 1500 overcast. The perfect day to get some actual IMC. My instructor and I had planned on going to Hartford, CT to fly the LDA Rwy 2 approach. However, by the time I made it to the airport the layers were mostly scattered to broken at about 1500-2000 feet, but we decided to go anyway. The forecast winds aloft were out of the southwest at approximately 30 knots at 6000. However, there was a weak cold front predicted to move through later in the day. We filed for 7000, preflighted, and were on our way. We passed through a broken layer at about 1200 and soon were on top on our way to our initial altitude of 6000. Because we had GPS we were cleared direct to our first intersection, Brezy. After Brezy we flew direct to the Carmel VOR and I decided to switch back to VOR Nav at that point. While it was fairly smooth at altitude, the winds were strong and variable enough to make any wind correction valid for only a few seconds. I never had to make so many corrections to keep the CDI from going fully deflected. Because of the tailwind we had a groundspeed of close to 160 kts. By the time I figured out the winds we were being given vectors for the LDA and were told to descend from 7000 to 2500. After leveling at 2500, the bumps started to really pick up, but it was nothing too scary. I flew the LDA as I would a normal LOC and managed to keep the CDI fairly centered despite the bumps. We passed through a few clouds on the way down and leveled at the circling minimums. I spotted what I thought to be the airport, but it turned out to be another airport that happened to be closed, but which was very close by. My instructor admitted that he once made the same mistake so I didn't feel too bad. After finally acquiring the right airport we circled to Rwy 20 and landed uneventfully. We went inside the FBO, checked the weather, and I spent even more money by purchasing a couple of books. One happened to be Bob Gardner's "The Complete Advanced Pilot", which appears to be excellent in the portion I've read. Anyway, the briefer told us that the front had moved in faster than expected and that winds aloft would be 40 kts at 4000 and as high as 50 kts in some locations. On the departure we turned to the southwest and had a GS of 30 kts in the climb! The only time I'd gone that slow was during my private training where we actually had a headwind strong enough to push us backwards while doing slow flight. It seemed like we were literally standing still on the climb back to 6000. In cruise, max groundspeed was about 80 kts and sometimes as low as 60 kts. We had plenty of fuel so we weren't concerned about running out, at least not then. But we kept our eyes on the fuel gauges and the clock. My instructor wanted to see if the winds were better at 4000, so we asked for permission to switch to Flight Watch on 122.0 and report back when done. The winds aloft at 4000 were only 2 kts lower than at 6000, so we decided to stay where we were. We gave a PIREP and reported back to the NY approach controller. I had never used Flight Watch or given a PIREP before, so this was good experience. I also received my first amended clearance, which was also interesting. And despite the slow going, it was still fairly smooth at altitude. But that's where the fun ended. Approximately 30 miles NW of the airport we were lowered to 2500. It was from there on out that I experienced the worst turbulence I had ever experienced in a small plane. My head hit the ceiling at least four times. I kept the airspeed below Va as the plane essentially did what it wanted. We rolled 25-30 degrees uncommanded on several occasions and once the sudden movement of the yoke nearly took my wrist with it. This was the first time I could say that I was somewhat nervous in turbulence. The bigger boys going into Newark were reporting moderate turbulence and before switching to the tower my instructor reported that we had severe turbulence. Yet he remained calm and somehow I still managed to keep altitude to within 100 feet, with the exception of a few excursions down 150 feet. We were vectored for LOC Rwy 22 approach at CDW. I tuned and ID'ed the localizer, but was so whipped that I forgot to set the OBS head from GPS to Nav. When I finally figured this out, thanks to my instructor, the needle was centered and I still had a 30 degree intercept. To make a long story even longer, I eventually got on course, although we were still getting smacked around fairly hard. The surface winds were from 260 at 12 kts, so we circled to Rwy 27, although I made the mistake of descending to the straight-in minimums. Back on the ground, my instructor complimented me on a good landing as we taxied back. We were just in time for his next student, with whom he of course cancelled. He also told me that he could tell I was fatigued and if that happened on a solo flight I had to recognize it and possibly land somewhere else until I was ok to fly. He also told me that if I needed to use the autopilot, meaning himself, that I shouldn't be embarrassed to say so. So between the weather, flying a LDA, contacting Flight Watch, and getting an amended clearance, it was still a very good lesson. If you've made it this far, thanks for listening. Dave |
#5
|
|||
|
|||
EXCELLENT account!!! Sounds like you handled it like a 'seasoned pro',,
congratulations! Don't know much about the N.J. area but my wife grew up in Rariton (sp?) and she told me that she remembers some 'interesting' weather in your neck of the woods! Take care and once again congrats on a job well-done! -- -- =----- Good Flights! Cecil PP-ASEL Student-IASEL Check out my personal flying adventures from my first flight to the checkride AND the continuing adventures beyond! Complete with pictures and text at: www.bayareapilot.com "I fly because it releases my mind from the tyranny of petty things." - Antoine de Saint-Exupery - "We who fly, do so for the love of flying. We are alive in the air with this miracle that lies in our hands and beneath our feet" - Cecil Day Lewis - "David B. Cole" wrote in message m... Tuesday's forecast for my neck of NJ was for a high of 63, light rain, and 1500 overcast. The perfect day to get some actual IMC. My instructor and I had planned on going to Hartford, CT to fly the LDA Rwy 2 approach. However, by the time I made it to the airport the layers were mostly scattered to broken at about 1500-2000 feet, but we decided to go anyway. The forecast winds aloft were out of the southwest at approximately 30 knots at 6000. However, there was a weak cold front predicted to move through later in the day. We filed for 7000, preflighted, and were on our way. We passed through a broken layer at about 1200 and soon were on top on our way to our initial altitude of 6000. Because we had GPS we were cleared direct to our first intersection, Brezy. After Brezy we flew direct to the Carmel VOR and I decided to switch back to VOR Nav at that point. While it was fairly smooth at altitude, the winds were strong and variable enough to make any wind correction valid for only a few seconds. I never had to make so many corrections to keep the CDI from going fully deflected. Because of the tailwind we had a groundspeed of close to 160 kts. By the time I figured out the winds we were being given vectors for the LDA and were told to descend from 7000 to 2500. After leveling at 2500, the bumps started to really pick up, but it was nothing too scary. I flew the LDA as I would a normal LOC and managed to keep the CDI fairly centered despite the bumps. We passed through a few clouds on the way down and leveled at the circling minimums. I spotted what I thought to be the airport, but it turned out to be another airport that happened to be closed, but which was very close by. My instructor admitted that he once made the same mistake so I didn't feel too bad. After finally acquiring the right airport we circled to Rwy 20 and landed uneventfully. We went inside the FBO, checked the weather, and I spent even more money by purchasing a couple of books. One happened to be Bob Gardner's "The Complete Advanced Pilot", which appears to be excellent in the portion I've read. Anyway, the briefer told us that the front had moved in faster than expected and that winds aloft would be 40 kts at 4000 and as high as 50 kts in some locations. On the departure we turned to the southwest and had a GS of 30 kts in the climb! The only time I'd gone that slow was during my private training where we actually had a headwind strong enough to push us backwards while doing slow flight. It seemed like we were literally standing still on the climb back to 6000. In cruise, max groundspeed was about 80 kts and sometimes as low as 60 kts. We had plenty of fuel so we weren't concerned about running out, at least not then. But we kept our eyes on the fuel gauges and the clock. My instructor wanted to see if the winds were better at 4000, so we asked for permission to switch to Flight Watch on 122.0 and report back when done. The winds aloft at 4000 were only 2 kts lower than at 6000, so we decided to stay where we were. We gave a PIREP and reported back to the NY approach controller. I had never used Flight Watch or given a PIREP before, so this was good experience. I also received my first amended clearance, which was also interesting. And despite the slow going, it was still fairly smooth at altitude. But that's where the fun ended. Approximately 30 miles NW of the airport we were lowered to 2500. It was from there on out that I experienced the worst turbulence I had ever experienced in a small plane. My head hit the ceiling at least four times. I kept the airspeed below Va as the plane essentially did what it wanted. We rolled 25-30 degrees uncommanded on several occasions and once the sudden movement of the yoke nearly took my wrist with it. This was the first time I could say that I was somewhat nervous in turbulence. The bigger boys going into Newark were reporting moderate turbulence and before switching to the tower my instructor reported that we had severe turbulence. Yet he remained calm and somehow I still managed to keep altitude to within 100 feet, with the exception of a few excursions down 150 feet. We were vectored for LOC Rwy 22 approach at CDW. I tuned and ID'ed the localizer, but was so whipped that I forgot to set the OBS head from GPS to Nav. When I finally figured this out, thanks to my instructor, the needle was centered and I still had a 30 degree intercept. To make a long story even longer, I eventually got on course, although we were still getting smacked around fairly hard. The surface winds were from 260 at 12 kts, so we circled to Rwy 27, although I made the mistake of descending to the straight-in minimums. Back on the ground, my instructor complimented me on a good landing as we taxied back. We were just in time for his next student, with whom he of course cancelled. He also told me that he could tell I was fatigued and if that happened on a solo flight I had to recognize it and possibly land somewhere else until I was ok to fly. He also told me that if I needed to use the autopilot, meaning himself, that I shouldn't be embarrassed to say so. So between the weather, flying a LDA, contacting Flight Watch, and getting an amended clearance, it was still a very good lesson. If you've made it this far, thanks for listening. Dave |
#6
|
|||
|
|||
David B. Cole wrote:
My instructor admitted that he once made the same mistake so I didn't feel too bad. Your instructor brought you there specifically to make that mistake. I know. My instructor did the same to me, and my instructor is your instructor. It's a good lesson. There are plenty of airports around with nearby neighbors, even just in our area (northern NJ). It's not so likely on a straight-in approach (though my person definition of "straight-in" doesn't agree with TERPs {8^), but through in an angle like you have there and it becomes a serious possibility. Think, for example, about the VOR-27 into SWF. Unless you know where to look at MDA, you could miss the airport. Now, stick another airport in the vicinity... [...] We rolled 25-30 degrees uncommanded on several occasions and once the sudden movement of the yoke nearly took my wrist with it. So much for a light, two-fingered grip on the yoke, right? [...] Back on the ground, my instructor complimented me on a good landing as we taxied back. We were just in time for his next student, with whom he of course cancelled. He also told me that he could tell I was fatigued and if that happened on a solo flight I had to recognize it and possibly land somewhere else until I was ok to fly. He also told me that if I needed to use the autopilot, meaning himself, that I shouldn't be embarrassed to say so. Actually, you should have Stanley show you the AP in DR if he hasn't already. It's a good one, and - like all other tools - you should be very familiar with it. Anyway: Nicely done. - Andrew |
#7
|
|||
|
|||
|
Thread Tools | |
Display Modes | |
|
|
Similar Threads | ||||
Thread | Thread Starter | Forum | Replies | Last Post |
Ultralight Club Bylaws - Warning Long Post | MrHabilis | Home Built | 0 | June 11th 04 05:07 PM |
SWRFI Pirep.. (long) | Dave S | Home Built | 20 | May 21st 04 03:02 PM |
Simpy One of Many Stories of a Time Not So Long Ago | Badwater Bill | Home Built | 40 | March 16th 04 06:35 PM |
Logging approaches | Ron Garrison | Instrument Flight Rules | 109 | March 2nd 04 05:54 PM |
IFR Long X/C and the Specter of Expectations | David B. Cole | Instrument Flight Rules | 0 | February 24th 04 07:51 PM |