As my friend Ted DuPuis said so eloquently, "If you don't feel beat up after some instrument training, I think the instructor isn't working you hard enough." I decided it was time to get some approaches in so I could increase my comfort factor prior to our Charleston trip. With a plan in place and Mike B (CFII) on board we were soon climbing out for some radar vector role play, climbs and descents and tracking. We headed south towards Dover Delaware and after multiple climbs and descents while turning me in circles I finally pointed 08Romeo to Summit Airport, KEVY and the RNAV GPS 35 approach. Direct WENDS with a planned parallel entry to the procedure turn (PT), I was thinking miles ahead of the plane, Mike's comment.
I crossed WENDS and turned outbound on a 175* heading, correcting for the wind. Outbound for 4 miles then a right turn back to a heading of 035* to intercept the 355* inbound heading. I flew a tight PT a followed with a really nice approach. Mike suggested flying the approach normal speeds configuring for 90 knots within three miles of the final approach fix (FAF) and adding flaps when the landing is assured.
The speed change was different from my training but it felt much better then the slow motion flight for such a long time, besides, most airports with jet traffic want you to keep your speed up. This first round ended in a low pass followed by going missed. I climbed out to EPKAW for a lap in the hold then shot the RNAV GPS 17 approach back into Summit. Another low pass followed by a missed.
We headed back to Wilmington, KILG and I set up for the ILS RWY 1. My first round on the ILS went very well. I held the needles in the bubble and ended the first round into Wilmington by going missed. I headed back south parallel with the final approach into KILG for a final round on the ILS. I road the rails down to around 500 feet and a mile from final when I blew left of the localizer by three dots. I was closing on the Missed Approach Point and really did a poor job of correcting, I went missed. The second ILS did have a tailwind of 11 knots but that was no excuse, I let it get away.
I entered the right down wind for one nine, number two to land behind a jet doing pattern work. 1.4 simulated instrument, 4 approaches, holds, procedure turns and tracking.