Well, you've heard of get-there-itis and get-home-itis which can get pilots into trouble or even killed, today for me it was a new "-itis", the getting current type.
I had booked an hour in Archer, WIT, with the intention of doing as many circuits (minimum three) as I felt I needed to feel "current" again. I had not flown a Cherokee since my flight to Taupo two months ago.
The weather looked OK-ish early on. The ATIS at 2103 UTC (0903 local) was duty runway 36R - damp, surface wind 360º at 7, visibility 30km, cloud - few at 1200, broken at 3000', temp 14/ dew point 14, QNH 1014 (or 29.94"Hg if you prefer - do any countries other than the USA use that unit any more?) and 2000' wind 320º at 12. Looking out as I drove to the airport it was pretty obvious some heavy looking showers and low cloud was out to the West and South but over the immediate area of the field that ATIS was about right.
Towards the end of preflight there was just a few spits of rain in the air as a prelude to the main "event". Everything went fine to begin with - routine engine run-up, pre take-off checks and I took off from 36R without delay and into a left-hand circuit. That weather was looking a little closer but still clear of the circuit - for now. My downwind radio call was made fairly late due to radio traffic and was told to make a short approach for 36L. I was quite close, too, so a glide approach was made with about 45º of bank to get me onto a short final. I came in a touch fast and did a little skip (rather than a proper bounce) on touching down, throttle forward, flaps to 10 and off again, keeping nice and straight. Not bad, but not what I would call "current", I thought. "Climb to circuit height before turning crosswind; right hand circuit", instructed the tower which, looking over to the West seemed sensible - the downwind leg of the left hand pattern was looking a bit dark by now.
Second circuit I had to orbit for separation and the approach was all good with a good touch-and-go and back on a right hand pattern. The Robin ahead of me had called for a full stop but I still thought it would be OK to do that third circuit to feel properly current. How wrong I was.
By the time I got to late downwind the weather to the South was deteriorating rapidly. I was number three behind a Katana which I couldn't see at all through the rain squall which was about 1-1.5 miles South and a bit East of the 36R threshold, so, having got all ready to turn base, I called the tower for his position and was told he was well clear and could turn base when ready. I turned straight away and within a few seconds the rain hit and visibility became near zero. Well, considerably less than 500 metres, I reckoned, as I couldn't see the ground or Mystery Creek (which is just below late downwind on that circuit and usually on the right wingtip when turning base). OK - inadvertently in IMC, so onto the instruments. I am on base now, 270ºM on the DI, 75 knots with first stage flap, descending around 500fpm and about 900' indicated (700' agl) - about where I should be. A quick look to the right told me I couldn't see anything of the runways, PAPI lights and could only just make out the white of the terminal and other airport buildings.
I decided to make a rate 1 turn to the right (the Katana was down and there was no-one behind me) reckoning my speed and the Northerly wind would help me clear the rainstorm while on final. If I still couldn't get a visual the next step would be to call the tower for a position fix. Once the DI showed 360º I looked out and could now, just, see the airport and it was clear my turn had been too gentle and I was lined up between 36L and the tower. Well, at least I could see the PAPI lights now between 36L & R so I turned right and then left to line up for runway 36R which was now coming into view. I landed quite nicely on the now wet runway stopping with minimal braking and taxied back to the club.
Well, that was interesting, I thought. Having thought about it a bit more in the hours since I am quite pleased with how I coped. All that PPL training and the night flying over the past few winters paid off as I was able to transition to the instruments quite happily and fly out of trouble (I knew it was clearer over the airport itself). The only thing I didn't do was have a good look at the GPS which would have guided my turn onto final better. However, I guess it was good to keep the turn rate 1 to avoid the possibility of disorientation and I knew there was no traffic near me. Or, bottom line, maybe I should have taken a hint from the Robin and landed on the second circuit!
Oh well, at least I both feel and am current on the Archer and I've got WIT again next week for a couple of hours. Fingers crossed, as always, for the weather.
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