KCKZ to KGAI 12/11

Fresh out of school with our newly attained Private Pilot's licenses, Phil and I were anxious to get to Maryland where we would have our first un-instructed flight together. Just Phil and I: Flying. We began our planning weeks ago, possibly as early as Halloween. No pilot could have planned the flight to and from Pennridge airport better than we did. But nothing could have prepared us for what we were to encounter on the night of the flight.

Phil and I finalized our plans to rent a Cessna 172S from Montgomery Aviation in Gaithersburg, MD on Friday evening, December 10. We both completed our check-out flight satisfactorily while demonstrating proficiency in Stalls, Slow Flight, Steep Turns, and Pattern Work. The first leg of the plan was set into stone on the schedule as a flight to Pennridge (KCKZ) from Gaithersburg (KGAI) departing at 2:30pm EST. While in Pennridge, we were to meet up with Phil's grandparents and enjoy the rest of the evening until our flight back to KGAI around 8pm.

The flight began as planned and we travelled at an altitude of 3500 feet from KGAI to KCKZ with no problems. As special clearance is needed to fly in and around the DC metro area, I manned the radios as Second In Command as Phil acted as Pilot In Command on the way to KCKZ.

All went well and entirely as planned. I had enough time to get our DC Special Flight Rules Area (SFRA) transponder code and frequency as well as enough time to figure out how to enter flight plans into the new G1000 glass cockpit that we were using. After becoming bored with the straight and level flying, I decided to call up Potomac Approach for Flight Following and Traffic Advisories. The skies were so clear and light of traffic that we remained on Flight Following for the entire hour long journey.

After landing at KCKZ and enjoying a Philly Cheesesteak, we were turned around and ready for our return trek.

After receiving a normal preflight briefing from Flight Service, I started the C172S and had begun my takeoff checklist as Pilot In Command. After executing a takeoff and climb-out, I climbed up to 4500 feet and set the trim for cruise. Phil called up Philadelphia Approach for Flight Following as I had done for him. The night was pretty clear and calm, the air was stable, it looked perfect.

About 5 minutes after being handed off to Harrisburg Approach, we encountered a cloud deck at 4000 feet. Naturally, I descended as Phil pulled up the METAR for the airport nearest us on the G1000: Ceiling was an OVC layer at 4100 feet. Phil called up Approach and let them know we were descending to 3500 to stay within VFR minimums. Approach responded that Altitude was our discretion and to "maintain VFR."

Phil began to pull up weather information on the G1000 trying to get information on adverse conditions. After a second handoff to Potomac Approach and clearing the Susquehanna river, the cloud deck came down to 2700. I descended again to stay within VFR minimums.

The Ceiling kept descending, and along with it, so did we. Eventually, we found ourselves at 2200 feet- a mere 1500 feet above ground. Knowing that we could only descend another 500 feet to stay legal, I had Phil call up Flight Watch to see if we could get inflight information about the weather around the SFRA. Phil tried numerous times, but Flight Watch couldn't be reached, as we were below 5000 feet.

Phil began to pull up the METAR for KGAI: OVC at 2400, calm winds. "That's legal and doable," I told Phil, over the headset, "But it's gonna be close."

"Sounds good," he said, knowing fully that he could take the controls from me at anytime he questioned my decisions. If he were to do that, there would be no hard feelings on my end. Phil took a breath and said, "Whatever you're comfortable with."

Visibility began to rapidly decrease. What was reported as 10SM of visibility, ended up being more realistically 3SM. We began to get more and more concerned with the weather, and so Phil pulled up the Prognostic chart. A mid-latitude cyclone to the South working its way to the Northeast. Fantastic.

I took a quick glance at the G1000 Prog chart, and decided to go for it. "Only 25 minutes of flight left," I told him.

Five minutes passed in what seemed like the worst visibility ever. We looked down, and there were the lights of our last checkpoint before KGAI: Carroll County Airport (KDMW).

"Call up Potomac Approach, let's get our SFRA Clearance," I told Phil, now sweating on the yoke.

Phil entered the Clearance Frequency for our gate, and began the call, "Potomac Approach, N1740C, just south of Carroll County, requesting to open our SFRA Clearance from WOOLY to KGAI."

"N1740C, Potomac Approach, Remain clear of Special Flight Rules Area and squawk 5337."

"Squawk 5337 and remain clear of SFRA, N1740C." I entered the code and pressed 'ident.'

As I looked up, we got the clearance: "40C, Potomac Approach, cleared to Gaithersburg from WOOLY, maintain VFR and remain on transponder code until landed."

"Cleared to Gaithersburg, Maintain VFR, will adhere to SFRA procedures, 40C."

I looked out, turned on the Landing and Taxi lighting and saw nothing but blackness. I made a split second decision: "Phil, call up Approach. We're diverting to Carroll."

"Alright, good plan, PIC," Phil said to me.

"Potomac Approach, N1740C, the weather looks dirt-poor up here. We're gonna divert to Carroll County and remain clear of the SFRA."

"Roger that, 40C, SFRA flight plan cancelled, frequency change approved, maintain VFR, let us know if you need any help."

I had Phil pull up the CTAF for KDMW and I made the proper calls: "Carroll County Traffic, N1740C is gonna be a straight in for runway 34, Carroll."

"Is that it?" I asked Phil.

"Oh, yeah, we're coming up on it quick." Phil said.

I executed a steep, right turn into the downwind and set up for landing. Phil began a second call, "Uh, Carroll Traffic, N1740C is on the downwind for runway 34." Then came base, then Final. And the landing was perfect.

We pulled off the runway, announced clear of the runway, and pulled up to the FBO, which was closing shop for the night.

A guy named Jeff came out to meet us and informed us that they were closing. We told him our diversion and the original plan and he decided to keep the FBO open for us.

Phil made a phone call to one of the flight instructors at Montgomery Aviation and we decided that we would keep the plane there over night. Phil and I were to get a ride home with Jeff while the flight instructor was to fly the plane back to Montgomery Aviation in the morning, for no extra charge.

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Phil and I executed what is known as good Aeronautical Decision Making as was taught to us through Florida Tech and our Flight Instructors. Had we continued on our route, Phil and I may not be alive today. We owe it to our Flight Instructors and Professor Dunbar for their instruction on diversion. The most important lesson that I can share with others from this ordeal is: It's completely okay to divert. It's better to save a life than to save money on rental expenses.