It’s the end of December and the NFL playoff picture is starting to take shape. Today, I find myself in Minneapolis waiting to take some Detroit Lions fans home after the latest game. The Northeast weather is dreary and deteriorating as dusk approaches. The current forecast for our arrival time calls for foggy 300 foot ceilings. Once airborne, however, the METAR changes to 2000 RVR. It’s sure to be an interesting arrival.
I’m in the left seat today, as the soft glow of the instrument panel is casting a dim light during my time to fly. The weather report for Detroit Metropolitan Wayne County Airport updates to indicate dense foggy conditions, with visibility dropping to 1800 RVR (Runway Visual Range) conditions. We’re on the descent and we’ve entered Instrument Meteorological Conditions (IMC), relying on the precision of our GPS navigation and aircraft instruments to align us on a safe path to landing.
As the Captain and I prepare for the descent, the frequency crackles with updates from air traffic control (ATC). The Federal Aviation Administration (FAA) has implemented a ground delay program, regulating the flow of inbound flights to avoid congestion and maintain safety. The Captain acknowledges the instructions as we run through the descent checklist.
“Alright CJ, I’m ready for the approach brief. What threats do you have?” We’re entering low IMC and foggy conditions, and we brief the approach while highlighting the expected arrival conditions and how we’ll handle a Go Around, if needed. We keep a close eye on the instruments, and monitor the ATIS frequency for any updates to our arrival conditions. Outside the cockpit windows, all I see is a thick white blanket of fog.
“Cleared ILS Runway 3 Right, RVR 1800”. I verbally confirm the clearance as we descend into the fog. The radar altimeter displays the decreasing distance to the ground, and the altimeter provides a continuous update on our altitude above sea level.
The FAA defines IMC as weather conditions in which pilots must rely on instruments to control the aircraft and navigate. The low foggy visibility in Detroit results in a reduced RVR. This refers to a measure of the horizontal distance a pilot can see down the runway. An RVR of 1800 means we need to rely on our instruments until we’re just 1800 feet from the runway.
As we descend further, I tension fills cockpit. The aircraft’s automated systems work seamlessly to guide us through the fog, but passing through 1,000′ above the ground, I must disconnect the autopilot, and my piloting skills become crucial. We communicate with the tower, receiving updated weather reports and landing clearances.
“Final Approach Fix, RVR 1800, Continuing”, I report.
The Captain’s eyes flicker between the instruments and the fog outside. This is a critical moment. They need to monitor my flying and decide whether to continue the approach or execute a missed approach and try again. The minimums for the approach are set and approved by the FAA to ensure a safe descent in challenging conditions.
“500 feet, Stabilized, Continue,” the Captain instructs.
With a steady hand on the controls, I guide the aircraft through the dense fog. With only 50 feet until we reach the minimum acceptable altitude, the runway lights emerge like ghostly beacons. “Approach lights in sight, continue”, the Captain calls out excitedly… and the aircraft touches down smoothly. The wheels make contact with the runway mere seconds later, just as the RVR hits the minimum limit.
Whew!
As we taxi to the FBO ramp, the Captain and I can’t help but exhale a collective sigh of relief. The FAA’s regulations, combined with the precise instrumentation of our aircraft, have allowed us to safely navigate the challenging conditions at Detroit Airport. Our safe approach and landing are a testament to our training and the technology that makes modern aviation both safe and efficient, even in low IMC scenarios.
Finally, our adventures, and flight duty day, are done.
