Instrument Approaches are nothing if not a lesson in workload management.  I’m still painfully shiny at this whole instrument pilot thing and while my stick and rudder skills aren’t lacking, my time management is at times.  I let myself get “behind the airplane” and inevitably end up trying to do 2 checklists, fly the approach and deal with approach at the busiest part of the procedure.

After picking up our clearance at OUN

(“Crimson 5, you are cleared to the Westheimer Airport as filed.  On departure fly 170 climb and maintain 3,000, expect 4,000 1-0 minutes after departure.  Oak City Departure on 124.2, squawk 5101.”)

We contacted OKC and got vectors to the VOR 17L at OKC.  We actually managed to get some actual instrument time cruising along at 4,000.  0.5 hours total in that column for the day.  17L was closed so we did a low approach at 1,800 MSL (about 600 AGL) then went missed and back to departure.

We got extended vectors to the ILS 17 at OUN, intercepted the localizer at about 4,500, got a no-delay descent to 3,000 for traffic and skimmed along the tops of the towers keeping the needle centered.  Intercepted glideslope about .5NM from RIBPO and flew it down to minimums.

ILS minimums mean that you’re 200 ft off the ground and about 1/4 mile from the approach end of the runway.  That’s an interesting experience in doing a “chop and drop” with very gusty winds.  We had a little excitement about 100-50 ft off the ground then things smoothed out and we greased a landing and pulled off at C1.

Interestingly enough, the Cessna behind us didn’t get so lucky.  They somehow ended up on the grass.  No obvious damage to the plane, no injuries.  Just some amused pilots, and a very tired looking Chief Pilot.

Tomorrow begins another (small) block of sim time for me before my last 3 lessons on approaches.  Then I take my stage check, make a few IFR cross country flights, take my checkride, and HOPEFULLY walk out of here with an Instrument rating in about 3 weeks.

“Life” in Norman continues…