I wrote this article originally on the newsgroup rec.aviation.student.

The evening started out quite innocently. I met up with my regular safety pilot and partner in crime (well, partner in the Cessna 140 we own!), Paul Reinman, to practise some hoodwork in the Bonanza. I did the bulk of my instrument training in a C172, a little bit in the Arrow, and did a few approaches when getting checked out in the Bonanza. But it had been a while.

So off we go towards Galveston, a giddy 16.8 miles on the DME from Houston Gulf. My first approach on the ILS for 13 wasn't as good as I had been used to. I wasn't terribly satisfied. We taxied over to the VOR checkpoint on the ramp, and did a VOR check, and updated the plane's logs, then went out for another ILS approach. This one went much better. Still not perfect, but far better. Paul noticed that the clouds were rolling in too...

We touched down at Galveston. I looked at the clouds. Masses of scud were sliding in from the east in big tufty piles. A little light rain fell. What better time than get my first actual IMC flight now I'm instrument rated?

So we taxied up to the FBO's lobby and went inside. I checked the radar to make sure there wasn't any Bonanza-eating thunderstorms. The Bo might have a Stormscope, but I'd rather be prepared thankyouverymuch (and spherics do have their limitations too). I decided to file. I felt a litte ridiculous filing a flight plan with an ETE of 12 minutes, but a pilot must do what a pilot must do. I filed an alternate since it was required.

Off we go. We had to hot-start the big 285-hp motor, which is an exercise in having three hands. Fortunately, Paul helped me out. We taxied to runway 31, did our run up and called clearance delivery.

"Bonanza four five uniform is cleared to Houston Gulf via radar vectors. Climb maintain 2000 feet. Departure is 134.8. Squawk 4672. Standby for release" said Clearance Delivery. I read it all back. She seemed satisfied. 134.8 as departure? That's odd, I thought. I expected 134.45...

"November four five uniform, runway heading, climb maintain three thousand, you are released," she said, about thirty seconds later.

So we switched to CTAF, announced our intentions. I opened the throttle smoothly to takeoff thrust (ie firewalled) and we began hurtling down Galveston runway 31.

"Airspeed alive", as the needle started rising. I rotated, and 285 horsepower and a three-blade prop hauled us skywards.

I switched to 134.8, but couldn't get the controller. I could hear other aircraft, but not the controller. That's odd. "I'm going to try 134.45," I said. I was really suspicious about that 134.8 Clearance gave me...I knew I should have questioned it (Lesson One). I set climb power as we went through 1000 feet, about to be swallowed by a wall of cloud.

I got the controller on 134.45, and he confirmed, yes, we should have been talking to him and what was our request. The VOR 31 approach into Houston Gulf, please. By now we were in solid IMC, still climbing on our way to 3,000 (the Bo climbs pretty good!). The controller instructed us to descend and maintain 2000 until established, report when established. I was a little tardy reporting established (lesson two) but the controller didn't seem upset with me.

Approach told us "frequency changed approved, you can cancel with me now or on the ground". I was in solid IMC. The lights of the towns below lit the clouds a sort of soupy pinkish orange, as if we were in a vat of Mc.Donald's milkshake. There was no way I was canceling IFR! As we flew over the final approach fix, I began my descent. Dropping the gear made the plane start descending at the proper rate. I went through my before landing checklist - GUMP, which stands for "Gear down, Undercarriage down, Main gear down, Put the gear down". Yes, I think it's terribly important to have those round things out of their wells when it comes time to meet the runway ;-)

One thousand feet. I caught the odd glimpse of the lights from Dickinson as I try and see if we have broken out. Not quite yet - still some scud to go. At about 800 feet AGL, we were in the clear. I clicked the mic 5 times to bring the PCL on. Paul saw the airport beacon before me. The VOR approach always puts you somewhat left of the airport I found, and tonight was no exception.

We were in fact fortunate to break out when we did. Near the airport, I could see the clouds went much lower (I estimate 400 feet, minimums are 540 feet). As we approached the runway, it also started to rain. Lined up on final, the runway lights welcomed us as I finally descended below MDA, the criteria all met. I've never landed in such pouring rain - it was really throwing it down, but visibility was fine - no problem seeing the runway lights. The Stormscope showed no activity.

We taxied off the runway, and I called Clearance Delivery to cancel with them. "Bonanza four five uniform, cancellation received, good day" "Thanks for your help!" I replied.

So it was only ten minutes of actual IMC - but I think baby steps are in order before flying a longer trip in IMC. Some lessons learned too - my yoke clip doesn't work in the Bonanza, and that really hurt the organization of my charts etc. Got to fix that one! (I envision velcro in my future). Lighting needs to be better too - maybe if I can get a pencil holder to clip my red pen-light to. But overall, I at least felt ahead of the plane. I got everything I could get done before even calling clearance delivery (VUH VOR, being on the airport, can be idented there and then for instance - and the VOR 31 approach into SPX is off the VUH VOR)

Well that was my first trip in actual IMC as PIC. It was a non-event in the end (which is good!) but at the same time, very exciting...and a learning experience. Yet another license to learn...