First Time in IMC

Ready for Actual IMC#

Since starting on my instrument rating in August 2021, I've logged 26 hours of simulated instrument time with my instructor, Thomas McAdoo. I've gotten very comfortable with 'Basic Attitude Instrument Flying', flying various approaches and I'm getting better with holds and radio work with ATC. Thomas and I had discussed actual IMC time, and although we're at a point in my training where we'd start flying in IMC, winters in the mid-atlantic don't offer many opportunities for it. This time of year, where there's visible moisture (clouds/fog), there's ice. Since my PA-32 isn't FIKI (flight into known icing) approved, that means no IMC in the winter, usually.

When we saw some warm weather in the forecast, we looked for the best day for some actual IMC. A warm, low pressure system following a recent snowfall combined to offer a stable overcast day. Our flight plan was a simple one. We'd depart N57, climb above the thin cloud layer, then set up for the RNAV approach to runway 06. We'd land if we broke out above minimums, otherwise we'd fly the missed appraoch and divert to KILG or KLNS which both showed higher ceilings. With 84 gallons on board, we had plenty of time and range to find our way down.

Forecasts Lie#

After prepping the plane, filing our IFR flight plan and getting our clearance, it was go time. The reported ceiling was 700' AGL with tops at 1500' AGL. This would be my first time flying in actual IMC, so I made sure I was mentally prepared. We departed runway 06 and were surprised that the ceiling was only about 300' AGL. Focusing on my instrument scan, I flew runway heading until 800' MSL, then turned left direct to Modena VOR with a climb to 3000'. The climbout was uneventful, but drastically different being in actual IMC compared to all the "foggles" flying I had done. I kept feeling myself wanting to bank right. I had experienced this same sensation early in my instrument training. I think the sloping curve of my glareshield subtly tricks my brain into thinking I'm banking left. Knowing my instruments are the only thing I can trust, I doubled down on my scan and shortly broke out of the clounds at only 1500' MSL. We were rewarded with bright, beautiful sunshine above the stratus layer.

Given the low ceiling on climbout just minutes before, we were basically guaranteed we wouldn't be able to get back down to N57. But, this was a training flight, so we asked ATC for the RNAV 06 approach anyway. ATC cleared us direct DELFA to begin the approach. With the low cloud layer, we were able to fly to DELFA, execute our procedure turn and get established in our descent long before getting back into "the soup". Starting my instrument scan before actually entering the clounds, the transition into IMC was easy. Unsurprisingly, we reached the MDA without any hint of the ground. The missed approach was a straight climb to 2200' direct ZEYNU about 10 miles out on runway heading. Adding power to begin the climbout, p-factor kicked in and I immediately went left of course. A quick correction brought me back on course and my scan kept me in good shape for the climb back on top.

Diverting to My Alternate#

Because the forecast for 1 hr before to 1 hr after our ETA was below VFR conditions, we had to file an alternate destination in our flight plan. We had chosen KILG for its nearby location, lower elevation and ILS approach offering a lower minimums. It is also along the Delaware River which sometimes changes the weather enough to provide better conditions. Notifying ATC of our missed approach at N57, we asked for the ILS 01 approach into KILG. As ATC vectored us south ,we could already see some openings in the cloud layer. Once established inbound, I once again began my scan before we entered the clouds. This time, it wasn't even a fully opaque layer as we broke out about 100' above the DA (decision altitude). The landing at KILG was one of my smoothest ever. We parked at FlyAdvanced FBO and prepped for our recovery mission. Another CFI at N57 would drive my truck down to KILG to pick us up. We ended up meeting the airport manager from N57 for a late breakfast and debriefing. We would then fly our other friend's Cherokee 180 down to KILG later in the day to pick up my plane once the sky cleared. It all worked out great for an awesome day of flying fun and a successful first dip into the world of IMC flying.