I am a veteran on the post 9/11 GI Bill at Upper Limit Aviation and just finished my instrument check ride. Soon, I will begin my turbine transition in a Bell 206 B3 and fly that aircraft for the duration of my commercial training.
My check ride was on November 9th and due to an incoming cold front, winds were out of south at about 20 knots, gusting 30. By the time I completed my oral exam and preflight, the sun was setting. I logged two hours, 1.2 of that being night. The first approach I flew was the ILS for RWY 3 at Ogden. I then went missed to the Ogden VOR and held on the 281 radial. Based upon my heading relative to the VOR, I flew a teardrop entry into the hold. Upon crossing the VOR, I started my time and flew a heading of 251. While flying 251, I wished my timer was backlit! I tried using the map light, but it wasn’t much help. Luckily, my examiner was very nice and helped me out! He had a flashlight app on his cell phone. Lesson learned: have equipment that will serve you both during the day and night. After one minute, I turned right to my inbound course of 101. Due to the winds aloft, I flew perpendicular to the needle for nearly 20 seconds before it started walking in. Upon crossing the VOR, I turned right into my outbound leg and held a 20 degree wind correction angle. Quite a crash course in wind correction. That was the first time I had flown instrument in winds so strong.
We then vacated the hold and tracked outbound on the 331 radial to fly the north arc for the VOR/DME RWY 7 approach at Ogden. When I was introduced to the “turn 10 twist 10” method, I struggled with it for several flights. However, I have grown to love it. It is quite beautiful and accurate. I flew the arc at 6000 feet instead of the published 8000 feet to avoid turbulence. An AIRMET Tango had been issued that night. I also flew the arc and approach partial panel: no attitude indicator. I paid particular attention to my turn coordinator and airspeed indicator during my scan. After completing the arc, I turned to my approach course of 101. The VOR approach for runway 7 is non-precision so I did not have a glide slope during my descent. Due to how bumpy it was, I spent a little more time on the VSI during my scan than I normally do. Instead of going missed, I circled to land on RWY 16 for fuel. Runway 7 is not lit. After fuel and a much needed break, we took off and my examiner vectored me to the 031 approach course for the RNAV Z RWY 3 approach. I flew it, went missed over I-15 South and flew VFR back to Salt Lake International. On the way home, my examiner told me I passed!