Visiting the Formans in Tallahassee
It was around the winter of 1989-90, and I had a reason to visit Tallahassee. I rented good old N739SK, a sturdy C-172N, from the CAP Flying Club and flew up to visit the Foremans, friends of mine. Well I was really going to visit Jeannie Forman, but I could visit with her Dad Willis, who I have mentioned in other articles.
Willis has a piece of land on the southeast side of TLH and he had carved out a grass strip, where he kept his Piper Tri-Pacer in the barn. The strip was 1600 ft but had 80 foot trees on each end. Theoretically I should have been able to land my 172 there and take off safely. I chickened out after two tries though. I just couldn’t get low enough over the trees and Willis told me to go around both times.
“You’re only 1200 ft down the runway John,” Willis told me, “You could have made it in and out easily.
I was still chicken and so we parked it at Quincy and went back to wait for Jeannie to show up.
Well she never did. Willis and I ate lunch. We walked around the farm. We discussed all the world events at length. We ate dinner. Finally, it was getting late, dark, and a warm front was moving in from the west.
“I better file IFR for the trip home” I told Willis. “Looks like about a 2000 foot ceiling”.
He offered me a place to stay over night but I could tell I really wasn’t that welcome from the person I wanted to welcome me, so I said “No thanks” and took off for Orlando.
Single Engine, Night IFR
As expected, it was IFR almost immediately. I got a clearance from TLH Approach and climbed to 5000′, direct to CTY VOR. It was pretty smooth, although it was raining a bit.
About 20 minutes in I noticed I was in a 200 fpm climb, but my speed and altitude were remaining constant. I was indicating 5100′ and 90 knots. I tried pitching up and down a bit. No change.
Giving me Static
“Great” I thought, “The Static port is blocked.” I switched to Alternate static source, a very slight change but still stuck at 200fpm climb.
Now what? We had been taught that we could break the glass on the VSI and allow cockpit air in to the system of both normal and alternate sources were inop. I was really hesitant to do that though. I knew Lenny would pitch a fit (the mechanic for CAPFlying.)
I called Jax Center. “What’s my altitude?” “Well your mode C is indicating 5100′.” “No I know that, but what is REALLY my altitude? Do you have a radar that sweeps up and down?”
He kind of laughed at me. “Some military bases have that but nothing near you. Why, what’s the problem?”
I explained to him about my static problem. He asked for my intentions. “Well right now I am just going to pitch for straight and level and listen to the rpm of the engine. As long as it doesn’t change too much I figure I am mostly straight and level.”
He said, “Well be advised that there are no weather reporting stations in your vicinity. The nearest is TLH which is reporting 500 overcast. Further ahead, Ocala is reporting clear skies.” Well I could look forward to that anyway …
Taking my Temperature
Then I had an idea. I looked over at the Outside Air Temperature gauge. It was indicating almost exactly 8 degrees C. Well hey, let me just keep it there. I explained my plan and center thought it was a good one. “I’ll keep an eye on you, you’re the only traffic I have out there tonight so no problems with traffic.
So for the next 20 minutes (it seemed like an hour) I just watched the OAT. When it started to rise, I pulled back a little. When it stated to cool off, I pushed over a bit. I was looking forward to getting near Ocala where it was clear skies.
Finally about 20 DME from OCF VOR, I broke out in to clear skies. Oddly enough, the static system cleared itself as well. I was at 5250′ exactly! It had worked! I also stopped inhaling the seat cushion (think about it.) The rest of the flight was uneventful, thankfully.
OAT wins. Don’t give me static.