Last week I called up Andrew, another guy in our club to see if he wanted to fly with me. Andrew is a CFII who hasn't instructed in about 5 years, but was more than happy to go up with me. He's a captain on a Challenger-600 series for a fractional ownership corporate jet company. I told him that I was nearing the end of the IR training, but really didn't have much experience filing and flying in the IFR system. I asked him if he'd make an IFR flight with me down to Ft. Myers and back, and provide critiques, criticisms, and pointers that might be helpful.
I met Andrew on a Saturday morning and he spent about 30-minutes grilling me on some of the oral stuff to see where I was. I was able to answer just about every one of his questions and he seemed impressed. I called in the flight plan, got a brief, and we were on our way. There were overcast skies the day before and the day after this flight, but the day of it was clear and a million. I had planned to take a victor airway down, but ATC ended up vectoring me the entire way. During parts of the flight, I ended up out over the ocean beyond gliding distance back to land which was a bit unnerving. On our way past Sarasota, Andrew showed me how to estimate distance form a VOR using the timing calculation (time to change 10 in radials). I hadn't read about this anywhere so it was pretty cool to learn.
Near Ft. Myers we were vectored for the ILS Rwy 6. I held the localizer pretty well - got a bit above the glide slope towards the end, but ended up working it out. I was perhaps a bit fast too. After the flight, he gave me some great critical advise - he told me to focus on the CDI/GS as a secondary instrument on the approach, and to focus primarily on VSI and heading. Made sense - I'll try it next time. On the missed approach climb out, the attitude indicator started acting funny. It showed a steep climb, so naturally I pushed the nose forward a bit - but when I looked at the VSI, I was climbing 300ft per minute and had only gained about 300 feet. When I turned for my outbound course (to the right), the AI indicated a continued turn to the right, despite clearly leveling out (based on TC and sneaking a peak outside). The AI had just been replaced, and when I got back, Mike from our club mentioned possible problems with it. Would have been a lot scarier in IMC, that's for sure.
I did get to fly the airway back, and at one point, a flight of two WWII fighters (once was a P-51, wasn't sure about the other) flew about 2,000 feet beneath us. Pretty cool to see. We took the VOR 4 approach into KPIE with a circle to land to 9. The circle instructions were confusing, though - Andrew had to get clarification three times, and finally he just had us enter base for 9.
Total flight ended up being 2.7 - got some great tips from Andrew and the flight got me a lot closer to the necessary 15 hours (now around 10.5 hours) with a CFII, and the 40 hours instrument time (now at 34.2). I'm at 144.5 total time and just passed 100 hours PIC. The end is near - if I had more money, I'd finish up ASAP but it looks like this will end up dragging into February at least. Still good flying weather ahead, though. I just miss being able to take fun flights where I got to see outside the aircraft!
Sunday, December 14, 2008
Tuesday, December 2, 2008
Instrument Training Flight #8
Got to go up with my CFII Walt today. Good general weather conditions, but windy as balls. We took off and headed out over the beach to do some mag compass turns. For some reason, our DG was getting itself way off today. Each time I'd roll out from a 180-degree turn, it'd be off by about 20 degrees. The pitot-static instruments were acting funny too. The VSI started out showing a 100-fpm descent all the way to takeoff. During flight, the ASI, Altimeter, and VSI would all occassionally bounce together. Not sure if this was an effect of wind gusts, or perhaps moisture in the pitot tube.
Mag turns went pretty well, DG problems aside. Did some climbing and descending changes of airspeed before calling up for the VOR approach. For both the approaches I flew, I let the auto pilot handle them. I'm not one to trust AP's since our last plane's had a tendency to follow a straight line like a recently pulled over drunk. But the new AP did a great job. The VOR went great, and we did a quick T&G and set up for vectors for the RNAV 35R approach. The wind had picked up by now, and I had a hard time controlling altitude. I pulled up the approach on the GPS unit successfully, and entered direct to the furthest IAF. We were vectored towards the FAF, however, which would have caused problems, had a guy in our club not sent out an email with some tips regarding direct-to procedures. Basically, when you're cleared to a fix after the GPS thinks you're starting the approach at another, you just select the new fix with the curser, and hit direct-to. Super easy, but had I not read the guy's email, I would have been lost. Again, the AP flew the plane down (laterally) and I made the landing - no problem.
Total length of flight was 1.1 (again). 0.9 hours CFII hood time (again). Best moment - as a KC-135 pulled in front of me, I couldn't help but shout "too close for missiles, switching to guns!"
Looks like the end is getting near. My next flight with Walt will be a short cross country, to be followed by the longer, required CC. After that will be a practice check ride. If that goes well, I should be signed off to take the test. In the meantime, I'm going to build some more CFII time by flying a short CC with another instructor in the club, and will probably do one more safety pilot flight. I'm getting pretty excited and feel very confident. Just need to study the book stuff some more to prep for the oral.
Mag turns went pretty well, DG problems aside. Did some climbing and descending changes of airspeed before calling up for the VOR approach. For both the approaches I flew, I let the auto pilot handle them. I'm not one to trust AP's since our last plane's had a tendency to follow a straight line like a recently pulled over drunk. But the new AP did a great job. The VOR went great, and we did a quick T&G and set up for vectors for the RNAV 35R approach. The wind had picked up by now, and I had a hard time controlling altitude. I pulled up the approach on the GPS unit successfully, and entered direct to the furthest IAF. We were vectored towards the FAF, however, which would have caused problems, had a guy in our club not sent out an email with some tips regarding direct-to procedures. Basically, when you're cleared to a fix after the GPS thinks you're starting the approach at another, you just select the new fix with the curser, and hit direct-to. Super easy, but had I not read the guy's email, I would have been lost. Again, the AP flew the plane down (laterally) and I made the landing - no problem.
Total length of flight was 1.1 (again). 0.9 hours CFII hood time (again). Best moment - as a KC-135 pulled in front of me, I couldn't help but shout "too close for missiles, switching to guns!"
Looks like the end is getting near. My next flight with Walt will be a short cross country, to be followed by the longer, required CC. After that will be a practice check ride. If that goes well, I should be signed off to take the test. In the meantime, I'm going to build some more CFII time by flying a short CC with another instructor in the club, and will probably do one more safety pilot flight. I'm getting pretty excited and feel very confident. Just need to study the book stuff some more to prep for the oral.
Thursday, November 13, 2008
Let's move it old man!
Our flying club has a weird insurance policy that I don't fully understand - we can only use club instructors. We're a shared ownership group, so I just don't get why I can't hire a CFI who is insured on his or her own and train with them. You see, the problem is, we have three instructors in our club. One is a middle aged gentleman who flies corporate - but he has no interest in teaching students (can't blame him - his schedule won't allow it). The second is a guy who damn well may have given Orville and Wilbur Wright a BFR. He's old - so old that the FAA took his medical. After a two year fight, he got it back. No disrespect to geriatrics, but I just don't feel safe flying with an instructor who struggles to walk.
So I fly with our third CFII - a guy named Walt. As an instructor, Walt is great. He's an ex-AF Colonel and navigator. He really busts your balls and demands perfection - something that makes checkrides a breeze. The problem with Walt, though - is that he's never available to fly. Walt is available to fly on Tuesdays, Wednesdays and Fridays from 10am-3pm. For someone who works the standard 8-5pm, this sucks. Occassionally he'll fly on a Saturday, as long as he's not carting his wife to the casino. Sundays are out as well. Unfortunately his wife is in failing health, so there are entire weeks when he can't fly due to various doctor appointments.
I'm at a point where I want to be flying 2x per week, but just can't. On top of the schedule conflicts, I really get the feeling that my CFII doesn't really want to be instructing anyways. I'm a strong believer in the value of night flying. Walt doesn't do night flights. There's no real point to this post - just more of a rant. I simply hate, hate, hate that I can't hire my own CFII. I could, but if we were in an accident, insurance could deny us coverage. There are a ton of starving CFI's that need work - it's pretty F'd up that I can't hire one who can fly more than twice a month.
So I fly with our third CFII - a guy named Walt. As an instructor, Walt is great. He's an ex-AF Colonel and navigator. He really busts your balls and demands perfection - something that makes checkrides a breeze. The problem with Walt, though - is that he's never available to fly. Walt is available to fly on Tuesdays, Wednesdays and Fridays from 10am-3pm. For someone who works the standard 8-5pm, this sucks. Occassionally he'll fly on a Saturday, as long as he's not carting his wife to the casino. Sundays are out as well. Unfortunately his wife is in failing health, so there are entire weeks when he can't fly due to various doctor appointments.
I'm at a point where I want to be flying 2x per week, but just can't. On top of the schedule conflicts, I really get the feeling that my CFII doesn't really want to be instructing anyways. I'm a strong believer in the value of night flying. Walt doesn't do night flights. There's no real point to this post - just more of a rant. I simply hate, hate, hate that I can't hire my own CFII. I could, but if we were in an accident, insurance could deny us coverage. There are a ton of starving CFI's that need work - it's pretty F'd up that I can't hire one who can fly more than twice a month.
Wednesday, November 5, 2008
Instrument Training Flight #7
I'm someone who loves being thrown right into the mix - so I was pretty stoked when I woke up the day of my "return to flight" instrument lesson to see overcast skies with tops around 1,000 feet. My instructor had intended for us just to review the basics - standard rate turns, steep turns, etc. etc. That sounded boring to me anyways, so when he begrudgingly suggested we file IFR, do some circuits in a holding pattern, and return for approaches, I couldn't have been happier!
The airport was strangely busy for a cloudy day, but we eventually got up and turned towards the holding fix. The new aircraft doesn't have a DME, but does have an IFR GPS, so it seemed a bit akward using the GPS in lieu of DME. At around 1,000 feet we broke into the clouds. Now prior to this flight, I had 0.2 hours of actual instrument logged - from an afternoon of skirting through a scattered layer while doing approaches. This was my first time actually "in the soup". As I climbed for 3,000, I eventually popped out of the clouds at about 2,500. Personally, I find a layer of clouds blanketing the earth to be one of the most beautiful sights a person can experience. It's incredible because if you weren't looking at the altimeter, you wouldn't know if you were 3,000 or 30,000 feet up (excluding oxygen depravation of course).
I put the hood on for two turns around the holding pattern. I thought the pattern was OK, but the track on FlightAware would later say otherwise. After the second circuit I was given a clearance to descend to 2,000 and turn to 165. I gotta say - I love that feeling of dipping down into the clouds - it's as an exhillirating a feeling as I've had in awhile. I felt like the turning descent in IMC really tested my skills - and I nailed it. I was able to maintain a 500 foot descent while turning at standard rate. At this point we were setting up for the VOR 35R approach.
Now that I was cruising around in the clouds, I had a chance to think about what was going on. Strangely enough, I found being in IMC somewhat easier to handle than flying under the hood. The Hood always leaves a gap that exposes a few inches of horizon, and I find it distracting. My eyes want to focus on it. In IMC, I found that my instrument scan was a lot more refined. There were no external distractions whatsoever because there was just nothing out there. I didn[t feel like I had to scan out of the corner of my eye for traffic, because if they were coming, I wasn't going to see them anyways.
The VOR was pretty uneventful. It went well, as did the ILS that followed. Was able to follow the needles all the way down without too many problems. I think my big win for the day could be found in the little bit of critism I recieved during the flight from my CFII. He's an old AF guy, so he's always looking for you to perfect the skill. My altitude varied +/- 50ft a few times, and as much as 100 feet once (for a short moment). My headings varied +/- 5 degrees a few times, but that's to be expected I figure. He pointed these out, but at the end of the flight, those were his only criticisms. In fact, he complimented my skills having not flown IFR in so long. I would attribute it to two things: 1) Staying as current as possible on Microsoft Flight Sim; 2) Little turbulence. I was pretty worried about turbulence flying into clouds, but it was a cool overcast day, and aside from a few light bumps, it was pretty smooth. Can't imagine what turbulence in IMC is like, though.
I don't have the log book with me now, but I figure I"m in the neighborhood of 137 hours TT by now. It feels good to be back. The IMC was flat out fun and exhillerating. Now I can't wait to get back up into it again - even perhaps fly an approach to mins!
The airport was strangely busy for a cloudy day, but we eventually got up and turned towards the holding fix. The new aircraft doesn't have a DME, but does have an IFR GPS, so it seemed a bit akward using the GPS in lieu of DME. At around 1,000 feet we broke into the clouds. Now prior to this flight, I had 0.2 hours of actual instrument logged - from an afternoon of skirting through a scattered layer while doing approaches. This was my first time actually "in the soup". As I climbed for 3,000, I eventually popped out of the clouds at about 2,500. Personally, I find a layer of clouds blanketing the earth to be one of the most beautiful sights a person can experience. It's incredible because if you weren't looking at the altimeter, you wouldn't know if you were 3,000 or 30,000 feet up (excluding oxygen depravation of course).
I put the hood on for two turns around the holding pattern. I thought the pattern was OK, but the track on FlightAware would later say otherwise. After the second circuit I was given a clearance to descend to 2,000 and turn to 165. I gotta say - I love that feeling of dipping down into the clouds - it's as an exhillirating a feeling as I've had in awhile. I felt like the turning descent in IMC really tested my skills - and I nailed it. I was able to maintain a 500 foot descent while turning at standard rate. At this point we were setting up for the VOR 35R approach.
Now that I was cruising around in the clouds, I had a chance to think about what was going on. Strangely enough, I found being in IMC somewhat easier to handle than flying under the hood. The Hood always leaves a gap that exposes a few inches of horizon, and I find it distracting. My eyes want to focus on it. In IMC, I found that my instrument scan was a lot more refined. There were no external distractions whatsoever because there was just nothing out there. I didn[t feel like I had to scan out of the corner of my eye for traffic, because if they were coming, I wasn't going to see them anyways.
The VOR was pretty uneventful. It went well, as did the ILS that followed. Was able to follow the needles all the way down without too many problems. I think my big win for the day could be found in the little bit of critism I recieved during the flight from my CFII. He's an old AF guy, so he's always looking for you to perfect the skill. My altitude varied +/- 50ft a few times, and as much as 100 feet once (for a short moment). My headings varied +/- 5 degrees a few times, but that's to be expected I figure. He pointed these out, but at the end of the flight, those were his only criticisms. In fact, he complimented my skills having not flown IFR in so long. I would attribute it to two things: 1) Staying as current as possible on Microsoft Flight Sim; 2) Little turbulence. I was pretty worried about turbulence flying into clouds, but it was a cool overcast day, and aside from a few light bumps, it was pretty smooth. Can't imagine what turbulence in IMC is like, though.
I don't have the log book with me now, but I figure I"m in the neighborhood of 137 hours TT by now. It feels good to be back. The IMC was flat out fun and exhillerating. Now I can't wait to get back up into it again - even perhaps fly an approach to mins!
Tuesday, November 4, 2008
Back in the Saddle ...
Yeah, so it's been awhile since I last blogged. My last post was in reference to our club's old aircraft going down (7100Q). To bring you up to speed - it took us 7-months, by at the end of July, we found a new aircraft to replace 00Q. She's 52633 and she's amazing - just a brilliant looking aircraft with all sorts of accessories - a 10 inside and out. You can see pictures of her at www.pinellaspilots.org Click on the "Plane" link.
In the time since our plane went down, flying has gotten a lot more expensive. Fuel has gone up of course, but also the new plane is nicer and thus has some added costs associated with it. I waffled back and forth on whether or not to keep flying. At one point I had decided to sell my membership. But in the four or five days that followed, I found myself lost. Flying was really my only hobby, and without it, I had nothing. Sure, I like to golf, and travel - but none of those challenge me. In fact, I quickly realized that nothing in life challenges me outside of flying. Four those four days or so, the entire world seemed boring and bland. Upon the urging of my wife, I changed my mind, and decided I would keep my membership and finally finish my instrument rating.
It's been nearly 11-months since my last IR training flight. I did two one-hour sessions in the sim with a friend and CFII, but that's been it. I didn't fly much during the Spring/Summer months either. Since getting the new aircraft, I've been on 8 flights. One was a long cross country with my wife down to Ft. Lauderdale and back the next day.
So here I go again - second try. I intend to keep blogging through all of this. I'm actually writing this right after my first IR lesson since coming back. It was pretty exciting and a lot of fun - I'll post on it tomorrow!
In the time since our plane went down, flying has gotten a lot more expensive. Fuel has gone up of course, but also the new plane is nicer and thus has some added costs associated with it. I waffled back and forth on whether or not to keep flying. At one point I had decided to sell my membership. But in the four or five days that followed, I found myself lost. Flying was really my only hobby, and without it, I had nothing. Sure, I like to golf, and travel - but none of those challenge me. In fact, I quickly realized that nothing in life challenges me outside of flying. Four those four days or so, the entire world seemed boring and bland. Upon the urging of my wife, I changed my mind, and decided I would keep my membership and finally finish my instrument rating.
It's been nearly 11-months since my last IR training flight. I did two one-hour sessions in the sim with a friend and CFII, but that's been it. I didn't fly much during the Spring/Summer months either. Since getting the new aircraft, I've been on 8 flights. One was a long cross country with my wife down to Ft. Lauderdale and back the next day.
So here I go again - second try. I intend to keep blogging through all of this. I'm actually writing this right after my first IR lesson since coming back. It was pretty exciting and a lot of fun - I'll post on it tomorrow!
Friday, January 18, 2008
Tragedy Strikes
Saturday morning I woke up to an email from a friend named Joe, also one of the co-owners of our aircraft. He had responded to an email I had sent about anyone in the club wanting to go flying the day before, and this morning's email suggested a trip down to Venice on Tuesday. I replied that that sounded great, that I would meet him Tuesday night.
Later that evening, Krista and I were in Orlando having dinner at Macaroni Grill before she ran the Disney Marathon the next morning. I received a phone call from my safety pilot Luke that I missed. Luke and I had gone up 6-days prior, making a 4.8 hour flight to Tallahassee and back. He also sent a text message that said "it's an emergency, call me as soon as you get this". I was a bit worried, so I excused myself from the table. I went outside to call Luke. "Did you hear?" he asked. "Hear about what?" I responded, admitting my ignorance. "7100Q crashed on landing today killing three people - I was calling to make sure it wasn't you" he said. Naturally, at first I didn't believe it - "are you sure it was our plane?" I asked. "They reported the tail number on the news and three fatalities" he responded. I thanked him for calling me and told him I'd call back when I got more info.
This was a scenario that I had played out in my head before, but it still didn't feel real. I came back to the table white as a ghost (I'm told) and shaking. I hated telling Krista because I knew that once I did it would turn the evening around, but she could tell I was upset. Before I left home that afternoon, I had checked the online schedule and noticed that Joe was signed up for the plane that afternoon. When I got to the hotel, I had an email waiting for me from the flying club's treasurer confirming that it was Joe and his parents that were on board. The sickness that fell over me lasted well into the morning hours.
From what we know, Joe was cleared to land on 22, but was lined up for 27. We don't often come in on this side, and apparently Joe only flies about once a month, so it's possible that he was unfamiliar with that side. When the tower queried him about it, witnesses said that Joe banked the plane well beyond it's envelope (for that speed) in an attempt to return to 22. In doing so, he most likely caused a stall/spin situation that lead the aircraft to plummet into the water below.
The ME has ruled initial cause of death as drowning induced by blunt force trauma. I have some pictures of the aircraft, but they're a bit too disturbing to post right now (no bodies or anything, just mechanical carnage). They left the plane in the water for a day and a half and finally pulled it out on Monday.
We're meeting on Saturday to determine what to do moving forward (the club that is). Fortunately the incident hasn't kept me from wanting to go back up again. Perhaps had it been mechanical, it might have. I'm doing my initial multi training next weekend, so at least I have that to look forward to. I'll decide what to do about my instrument rating after we meet tomorrow. I may have to go to a flight school to finish - but I'll wait to decide.
Rest in Peace Joe Bellamy - you were a great guy, and from what I've recently found out, a very loving, caring, and giving man as well. You will be missed by many.
Later that evening, Krista and I were in Orlando having dinner at Macaroni Grill before she ran the Disney Marathon the next morning. I received a phone call from my safety pilot Luke that I missed. Luke and I had gone up 6-days prior, making a 4.8 hour flight to Tallahassee and back. He also sent a text message that said "it's an emergency, call me as soon as you get this". I was a bit worried, so I excused myself from the table. I went outside to call Luke. "Did you hear?" he asked. "Hear about what?" I responded, admitting my ignorance. "7100Q crashed on landing today killing three people - I was calling to make sure it wasn't you" he said. Naturally, at first I didn't believe it - "are you sure it was our plane?" I asked. "They reported the tail number on the news and three fatalities" he responded. I thanked him for calling me and told him I'd call back when I got more info.
This was a scenario that I had played out in my head before, but it still didn't feel real. I came back to the table white as a ghost (I'm told) and shaking. I hated telling Krista because I knew that once I did it would turn the evening around, but she could tell I was upset. Before I left home that afternoon, I had checked the online schedule and noticed that Joe was signed up for the plane that afternoon. When I got to the hotel, I had an email waiting for me from the flying club's treasurer confirming that it was Joe and his parents that were on board. The sickness that fell over me lasted well into the morning hours.
From what we know, Joe was cleared to land on 22, but was lined up for 27. We don't often come in on this side, and apparently Joe only flies about once a month, so it's possible that he was unfamiliar with that side. When the tower queried him about it, witnesses said that Joe banked the plane well beyond it's envelope (for that speed) in an attempt to return to 22. In doing so, he most likely caused a stall/spin situation that lead the aircraft to plummet into the water below.
The ME has ruled initial cause of death as drowning induced by blunt force trauma. I have some pictures of the aircraft, but they're a bit too disturbing to post right now (no bodies or anything, just mechanical carnage). They left the plane in the water for a day and a half and finally pulled it out on Monday.
We're meeting on Saturday to determine what to do moving forward (the club that is). Fortunately the incident hasn't kept me from wanting to go back up again. Perhaps had it been mechanical, it might have. I'm doing my initial multi training next weekend, so at least I have that to look forward to. I'll decide what to do about my instrument rating after we meet tomorrow. I may have to go to a flight school to finish - but I'll wait to decide.
Rest in Peace Joe Bellamy - you were a great guy, and from what I've recently found out, a very loving, caring, and giving man as well. You will be missed by many.
Saturday, December 22, 2007
Instrument Training Flight #6
It was an early Christmas miracle of sorts - I prayed that there would be overcast conditions today and there was! Woohoo!! - 0.02 of actual instrument time! The lesson was on holding patterns, so it wasn't a bad day to have some IMC. I got to file IFR for this first time, which was pretty cool. I mean not much different than filing VFR really. We filed to an intersection so we could fly the published hold located there.
We took off and climbed into a cloud layer at about 2,000 feet. I took the goggles off, but was so busy flying the airplane and setting up for the hold that I didn't have the time to appreciate my first time flying into the clouds - broke out around 2,500 feet. I did look up long enough, however, to realize just why people get disoriented and fly planes into the ground. Without 100% focus on the panel (and a CFII) I think I could have ended up the same way. Actual is definitely different than being under the hood. But I also got the feel that with time you just get used to it.
Unfortunately the holds were downright ugly. There was a stiff wind blowing from the east (inbound course to the intersection was East) so my :60 outbound leg resulted in a 3:00 inbound leg. I made small adjustments, down to :25, :15:, and :10 but I still only got as close to 1:30 on the inbound leg. The problem was that when I started timing after my turn, the wind had already pushed me 0.5 dme from the fix. I confirmed on FlightAware's map - they were indeed ugly looking.
Came in for two ILS approaches from the south. First one wasn't too bad - flew missed approach and then into the second one. I slipped a bit below the GS a few times on the second, and bounced around the localizer a bit too much as well. Did this one to a full stop - quite a crosswind, or at least more than I'm used to. Got it down eventually.
The actual IMC was pretty exciting. I hadn't done anything new in an a/c in awhile, so it was nice - I want to go up in it again!
BTW - I singed up to get my multi add on at the end of January - more on this later!
Total this flight: 1.2
Total flight time: 112.8
We took off and climbed into a cloud layer at about 2,000 feet. I took the goggles off, but was so busy flying the airplane and setting up for the hold that I didn't have the time to appreciate my first time flying into the clouds - broke out around 2,500 feet. I did look up long enough, however, to realize just why people get disoriented and fly planes into the ground. Without 100% focus on the panel (and a CFII) I think I could have ended up the same way. Actual is definitely different than being under the hood. But I also got the feel that with time you just get used to it.
Unfortunately the holds were downright ugly. There was a stiff wind blowing from the east (inbound course to the intersection was East) so my :60 outbound leg resulted in a 3:00 inbound leg. I made small adjustments, down to :25, :15:, and :10 but I still only got as close to 1:30 on the inbound leg. The problem was that when I started timing after my turn, the wind had already pushed me 0.5 dme from the fix. I confirmed on FlightAware's map - they were indeed ugly looking.
Came in for two ILS approaches from the south. First one wasn't too bad - flew missed approach and then into the second one. I slipped a bit below the GS a few times on the second, and bounced around the localizer a bit too much as well. Did this one to a full stop - quite a crosswind, or at least more than I'm used to. Got it down eventually.
The actual IMC was pretty exciting. I hadn't done anything new in an a/c in awhile, so it was nice - I want to go up in it again!
BTW - I singed up to get my multi add on at the end of January - more on this later!
Total this flight: 1.2
Total flight time: 112.8
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