I could have held somewhere to wait and see if the weather improved.\u00a0 I decided against that because what if the ceilings and visibility got worst.\u00a0<\/em><\/span><\/p>\nMy plan was to shoot the localizer\u00a0 approach and at the MDA I would just set up a descent in the landing attitude (like a glassy water landing in a seaplane) and just fly down to the runway.\u00a0 I knew the power setting and rate of descent that kept me on the glide slope, so with some slight adjustments, I set up for a glassy water landing (so to speak).\u00a0 As long as I kept the rate of descent that I normally saw on an ILS, I should land close to the landing threshold.\u00a0 The runway was almost 7,000 feet long (this was in my favor).<\/p>\n
Once I was handed over to the tower, I was cleared to land.\u00a0 And the tower added “N9175Z report on the ground”.\u00a0 We did in fact land and I reported on the ground.\u00a0 I was within 100 feet of the runway before I had it in sight.\u00a0 I was asked to report clear of the runway and when I did, the tower asked at which exit did I take.\u00a0 And in that area, the fog was so thick, I could not see the taxiway sign.\u00a0 So I told them that I was clear and that I did not know at which taxiway.\u00a0 I was cleared to taxi to the parking ramp which I found very carefully.\u00a0 For the most part, it was an uneventful flight, although it did produce some pucker factor.<\/p>\n
Training and discipline is what got me through this.\u00a0 My first flight instructor had a very similar incident.\u00a0 And during my training for my instrument rating, two of my instructors would routinely have me land the plane under the hood from an ILS approach.\u00a0 So I did it in practice and on this particular flight, I had to do it like my life counted on it.\u00a0 Yes, there may have been numerous other options.\u00a0 My decision to land at KLNS was based on the fact that I was flying there two or three times a week for several years, so I was very comfortable with the environment.\u00a0 \u00a0And I was very familiar with the aircraft and avionics.<\/p>\n","protected":false},"excerpt":{"rendered":"
A day when just about everything that could go wrong, went wrong.\u00a0 However,\u00a0 I kept calm and flew the plane and made rational decisions. This flight took place in the early 1990s. I was flying a Piper Arrow for a local car dealer.\u00a0 The aircraft was equipped with dual King KX165 NAV\/COM radios and a […]<\/p>\n","protected":false},"author":2,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"spay_email":""},"categories":[1],"tags":[],"jetpack_featured_media_url":"","jetpack_sharing_enabled":true,"jetpack_shortlink":"https:\/\/wp.me\/p95FsX-11a","jetpack-related-posts":[{"id":2995,"url":"https:\/\/flymall.org\/blog\/2019\/02\/pave-checklist\/","url_meta":{"origin":3916,"position":0},"title":"PAVE Checklist","date":"February 9, 2019","format":false,"excerpt":"The applicant will apply the PAVE checklist to the scenario. The applicant will apply the PAVE checklist to the scenario. Another way to mitigate risk is to perceive hazards. By incorporating the PAVE checklist into preflight planning, the pilot divides the risks of flight into four categories: Pilot-in-command (PIC), Aircraft,\u2026","rel":"","context":"In "Newsletters"","img":{"alt_text":"","src":"","width":0,"height":0},"classes":[]},{"id":942,"url":"https:\/\/flymall.org\/blog\/2013\/09\/my-911-story\/","url_meta":{"origin":3916,"position":1},"title":"My 911 Story","date":"September 17, 2013","format":false,"excerpt":"On 9\/11 I was flying between DC and New York and had a controller say this to me \u201cthere are fighters in the area and\u00a0 we have scrambled US fighters\u201d.\u00a0 He also told me to land or risk being shot down.\u00a0 Read the full story below. My 9\/11 story.\u00a0 At\u2026","rel":"","context":"In "Newsletters"","img":{"alt_text":"","src":"","width":0,"height":0},"classes":[]},{"id":1094,"url":"https:\/\/flymall.org\/blog\/2014\/12\/n100eq-accident\/","url_meta":{"origin":3916,"position":2},"title":"Plane Crash – N100EQ Accident","date":"December 8, 2014","format":false,"excerpt":"Posted December 8, 2014 This is the second time this pilot has crashed at KGAI.\u00a0 The first time was 06\/17\/2010.\u00a0 N700ZR report from the NTSB Probable Cause page: The pilot of the single-engine turboprop was on an instrument flight rules (IFR) flight and cancelled his IFR flight plan after being\u2026","rel":"","context":"In "Newsletters"","img":{"alt_text":"","src":"","width":0,"height":0},"classes":[]},{"id":1216,"url":"https:\/\/flymall.org\/blog\/2015\/10\/instrument-checkride-aug-2015-fdk\/","url_meta":{"origin":3916,"position":3},"title":"Instrument Checkride Aug 2015","date":"October 18, 2015","format":false,"excerpt":"Oral - Starts out with standard paperwork review \u2013 and he will review every single thing required! Written signoff, written test report, instructor signoff of wrong answer review, practical signoff, DL, PPL, IACRA, etc, etc. He\u2019ll also check your ARROW docs and your IFR required docs including pitot statics and\u2026","rel":"","context":"In "Newsletters"","img":{"alt_text":"","src":"","width":0,"height":0},"classes":[]},{"id":4074,"url":"https:\/\/flymall.org\/blog\/2022\/06\/icao-flight-plan\/","url_meta":{"origin":3916,"position":4},"title":"ICAO Flight Plan","date":"June 2, 2022","format":false,"excerpt":"5\u22121\u22129. International Flight Plan (FAA Form 7233\u22124)\u2212 IFR Flights (For Domestic or International Flights) a. General Use of FAA Form 7233\u22124 is: 1. Mandatory for assignment of RNAV SIDs and STARs or other PBN routing, 2. Mandatory for all IFR flights that will depart U.S. domestic airspace, and 3. Recommended\u2026","rel":"","context":"In "Newsletters"","img":{"alt_text":"","src":"","width":0,"height":0},"classes":[]},{"id":1281,"url":"https:\/\/flymall.org\/blog\/2016\/04\/ifr-oral-guide-york-checkrides\/","url_meta":{"origin":3916,"position":5},"title":"IFR Oral Guide – York Checkrides","date":"April 26, 2016","format":false,"excerpt":"Best guideline - PTS and ASA Oral guide (Red book). \u00a0 A clock is required to be on board in an IFR flight? If yes, why? YES, for: \u00a0 Partial panel operations. To time outbound and inbound legs in HOLDS Taking time from FAF to MAP. ETC. \u00a0 2) CIRCLING\u2026","rel":"","context":"In "Newsletters"","img":{"alt_text":"","src":"","width":0,"height":0},"classes":[]}],"_links":{"self":[{"href":"https:\/\/flymall.org\/blog\/wp-json\/wp\/v2\/posts\/3916"}],"collection":[{"href":"https:\/\/flymall.org\/blog\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/flymall.org\/blog\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/flymall.org\/blog\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/flymall.org\/blog\/wp-json\/wp\/v2\/comments?post=3916"}],"version-history":[{"count":16,"href":"https:\/\/flymall.org\/blog\/wp-json\/wp\/v2\/posts\/3916\/revisions"}],"predecessor-version":[{"id":3968,"href":"https:\/\/flymall.org\/blog\/wp-json\/wp\/v2\/posts\/3916\/revisions\/3968"}],"wp:attachment":[{"href":"https:\/\/flymall.org\/blog\/wp-json\/wp\/v2\/media?parent=3916"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/flymall.org\/blog\/wp-json\/wp\/v2\/categories?post=3916"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/flymall.org\/blog\/wp-json\/wp\/v2\/tags?post=3916"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}