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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 |
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