Boy, this IFR stuff is fabulous. Ok, so it wasn't "a dark and stormy night" kind of IFR but even "gentleman's IFR" as it is usually called in soCal is still pretty magical.
Since IFR skills are pretty perishable, in particular at this early stage of my ticket (1 week old) I figured I need to try and grab as much as I can, at least weekly until it becomes more second nature. Around this time of year, you really need to work hard for actual. Yes, I know I could have grabbed another pilot and do some simulated instrument but why do that when you can get the real thing.
Fortunately, this week has been "blessed" with what is called "June Gloom" at other times of the year. Heavy overcast/fog up until around 10 or 11 in the morning in the past has really put a damper on flying out VFR to go on a breakfast run but is perfect for my new mission of flying as much IFR time as I can.
Yesterday was the day and I launched at around 0753 from SNA bound for Camarillo (CMA). I called up SNA clearance with a snappy "Good morning John Wayne clearance, Cirrus 334CM is a SR22 slant Gulf at Dove Street with Charley. We'd like Tower Enroute to Camarillo please." After a request to standby (early in the a.m. is a busy time here as they are trying to launch all the commercial jets) followed up by a clearance to Camarillo airport that started off with a right turn to 220 degrees, radar vectors Seal Beach (SLI) VOR and the remainder was basically Coast Mike 24 (CSTM24) which is SLI, SLI272R, SMO125R, SMO, VNY.
Since this route was predefined I was able to work out a plan as to how to follow this routing in advance. I figured I'd put in GPS way points for most of the flight but with a few modifications. The SLI272R goes direct to the HERMO intersection so I planned for SLI, HERMO, SMO, VNY and set up Nav1 radio to the SMO frequency with the intention of identifying it once in the air. Then, when I was flying the SLI272 radial (V23-165), I would monitor Nav1 on the bearing pointer and when the head fell to 305 degrees to SMO I would turn to track the bearing pointer into SMO and then continue on GPS after that (since my plan was to use the RNAV (GPS) Y 26rwy approach into Camarillo.
Climbing up from runway 19R (the big boys runway <g>) I obliged an early turn out to my assigned heading and was handed off to SoCal departure just before entering the clouds at 1,200 feet. This was the first time I'd ever flown into clouds like this without the hood on so it was exciting but the transition to instrument flying went smoothly I'd say. I continued to climb through the muck and punched out into VERY clear air around 2,000 feet. SoCal didn't say a word as I continued to fly out to sea on my assigned heading. I took the opportunity to ident SMO VOR so I wouldn't have to do it later. It turns out that was a good choice, staying ahead of the next few steps that...
SoCal came on with a new vector for me indicating that I should fly that vector and intercept SMO125R inbound. Piece of cake. All I had to do was to change nav source from GPS1 to VLOC1 and spin the OBS to 305 degrees and the HSI showed the radial ahead of me and coming up shortly. Boy did that save me time from having to head back to SLI and then back out offshore again to pick up this radial. But this wasn't the only trick they had up their sleeve to save me time!
As I approached SMO, I was given an ammended clearance to fly heading 325 degrees after SMO as vectors to final. Time to finish AHARMMMS and get set up for the approach. At SMO, made the slight right turn required, slow down the plane to 120 and activate vectors to final in the flight plan. Well, when I was handed off to the next controller he decided that rather than vectors to final, he wanted me to go direct to some intersection that was not part of the approach I was going to do but I recognized it from reviewing all the approaches available the day before. I replied that I'd like to do the GPS Yankee approach and he cleared me direct NACIC, cleared for GPS Yankee rwy26 approach, contact Camarillo tower at JEZZE.
I punched the Procedure button on the Garmin 430 and selected the approach again, this time with SUANA as the initial approach fix (IAF). I suppose I could have chosen KITEC as well but the end result was that I ended up with an approach in the flite plan that included all the waypoints, not just the extended line from the final approach fix (FAF on this approach is JEZZE). Glad I had to go through this during training as it would have thrown me for a loop if not. As it was, I was able to respond immediately and make the requested turn.
From this point on, it was just step down and capture correct altitude between fixes on the approach, looking out for traffic called by SoCal (and TCAS). This raised the workload a little bit until I spotted the traffic and then it was easy to concentrate on altitude and keep an eye on the oncoming target. I continued in and out of clouds stepping down from NACIC to 3300 before AHIYI, down again to 2800 before JEZZE and switch to tower.
Cleared for landing, runway 26 I continued down. 1700 feet altitude before reaching CUCAV and then down again to minimums of 620 before reaching missed approach point (MAP) at WAVVS. At about 900 feet, I popped below the lowest cloud layer and there was the run way, just as it should be offset to the left just a touch. This stuff is MAGIC!
Well, the landing was ok so it was next off to breakfast at Camarillo's Runway Cafe. Had some good Huevos Rancheros (I think they call it the Turbo) before launching back out again.
I had planned on VTUM8 which would be VTU046R, V326, VNY, V186, V363, V8, SLI and clearance was similar to that. Only difference was that initial turn was right to 275 degrees followed by vectors to VNY. Wow, that makes life easier. Just as well too as there was traffic everywhere flying between CMA and VNY. Spent a lot of time for an IFR flight looking out of the plane.
The return flight was uneventful but kind of the long way around the LA Basin as you can see from the FlightAware track above. Interesting southbound traffic gets the short shift while northbound gets more direct routing. It was actually quite beautiful flying over an almost solid layer over the LA basin with some clearing here and there starting up near the slopes of the hills. There was a solid layer at about 2000 feet with some less solid layers lingering around the hills it seemed like every 500 feet. Looking into the sun caused the ridgelines to collapse some making it look like an uzilevski painting. Kicked myself for leaving the camera in the car.
Caught an extremely frustrating exchange between a controller and a pilot who's primary language didn't appear to be English. It took him close to 10 different radio calls to get her flying on the assigned vector he had given her. Then she was off altitude by 2000 feet and that took 4 calls to clear up. Then, she was continuing north in when she should have been flying the approach. At this point the controller asked her if she had an instructor on board and her reply was unintelligible (to me anyway) and you could hear almost hear an audible sigh from the controller. He cleared her for the approach and told her to switch off to tower and I'm sure he hoped he was done with her. Such was not his luck though. Within a minute, she was on SoCal frequency attempting to talk to tower. The controller advised her she was on SoCal and to change frequencies. I'm surprise he didn't tell her to land and turn in her ticket he seemed so frustrated.
I reassured him he was doing the best job he could when he handed me off to the approach controller. As I was getting my last vector to final for the ILS 19R at SNA (I let him know which approach I wanted as soon as I called, won't make that mistake again I hope), I heard a call from a Seneca "shutting down #2 engine"... Oh, that can't be good...
The pilot was very controlled as he answer questions from SoCal about fuel remaining and souls onboard; questions no pilot really wants to hear. Shortly after I was switched off to tower, they asked me to report airport in sight so I could sidestep to 19L and make way for the crippled Seneca coming up behind me. I replied I had Tustin and would sidestep when SNA was in sight. Shortly thereafter I was down low enough to be below the haze and see the airport so I called it in and sidestepped to get out of the way.
It was very weird, and reassuring quite frankly, to be taxiing back to our tiedown and seeing crash equipment at almost every taxiway coming off of 19R and sheriff's vehicles lining the eastern taxiways. Thankfully the pilot of the Piper twin landed uneventfully and was able to get to his hanger under what was left of his own steam.
All in all, a great day to be out flying. God I love this stuff!
