3 Circling Attempts at IFR Minimums! Did I Push It Too Far?

[@linus1]

Thanks for sharing this experience! I'm a CFII, and this is a video I will show my students to explain the risks and challenges involved with a circling approach. Videos like this are how we all become safer. Thank you.

[@FlightChops]

Love to hear this! It makes it all worth it 👊

[@robertmcdonald3475]

Interesting I am a CFII also and was thinking exactly the same thing re sharing with my students for a real perspective.

[@frank_av8tor]

Since you requested advice here's my 2 cents: Deciding to go around on the first two attempts was the best decision possible, great job! I do suggest setting up hard personal limits. Two approaches then divert to an alternate with a nice straight in approach, particularly after a long flying day. Being "visual" is a strong incentive to keep pushing it. Remember you don't "have to" land at your original destination even if you can see it. Now I'm not a fan of circling (or S-VFR) in the first place and a short difficult runway makes them even more hazardous. Been in the air all day, and still have a last leg in bad weather ahead? Consider staying overnight, have a nice meal, a good rest, then go home in better weather with a clear head. Oh and remember to configure early like you did on that last approach so as to be stable and on speed as early as possible. Thanks for sharing!

[@libertine5606]

@@frank_av8tor I keep a light goose down comforter in the back. Usually the best out is the last airport that you passed. There may be no cell coverage but I have the confidence that I won't freeze to death. This could make the difference between tapping out and landing or continuing taking on more risk.

[@JamesWilliams-en3os]

@@frank_av8tor I tend to agree with you, for the most part. There are several things I didn't like about the ADM in this flight: 1) flying into an uncontrolled airport in IMC minimum conditions is well below my personal safe practice minimums; 2) electing to try a circle-to-land approach at absolute circling minimums is dicey at the best of times; and 3) taking on this approach while flying solo IFR at the end of a long flight when one's fatigue is going to degrade one's skill. Diverting to an alternate airport would have been a safer decision. Getthereitis is a true killer! The only caveat I'd make in this case was that his circle-to-land approach was legal and looked very doable to me from the video. But his airspeed on short final was too fast, and this is a pilotage problem, not an IFR problem. It could be readily corrected by putting in full flaps and watching airspeed more closely as turning onto final, as he did on his #3. A third attempt seems reasonable to me, given those circumstances. HOWEVER... at the end of a long 900-mile flight, solo IFR, fatigue is going to be a BIG factor. Diversion was the best option.

[@markarcieri]

I wish more youtubers would do this...show that it's not all sunshine and roses. Good on you for posting. As someone who is getting back into it with his son I appreciate this.

[@AidansAviationAdventures]

Ive a video and it took me 5 attempts to get down on a super bumpy day VFR .. have some solid IFR ones too but they were non eventful .!!!

[@frankplaayer8221]

With all that glass, what's the big deal?

[@CharlieLamdin]

I show all my pilot mistakes on my channel. Mostly I get great support but also a few angry trolls who want to stop me flying.

[@AidansAviationAdventures]

@@CharlieLamdin well done , theres always trolls .. keep flying ..

[@philbirk]

1,000 go-arounds are better than one bad landing.

[@FlightChops]

This is true

[@shinsound8039]

Aux tanks ftw!

[@tyberious3023]

The question is do you have the fuel for 1,000 go arounds, I’d rather have a “bad” landing than have my airplane really have a bad landing on a interstate or some poor farmers field. Especially in IMC you really can’t afford to run out of fuel.

[@FlightChops]

@@tyberious3023I’d like to think the 1000 go arounds weren’t on a single flight 😅

[@tyberious3023]

@@FlightChops Obviously but you get what I’m saying lol, sometimes it’s better to “ plant” her on a run way than a high way.

[@jamesj2509]

ATC here; I'm glad you got down safely, but I wonder how much more relaxed you would have been after landing if you'd just sucked it up and diverted to somewhere with an into-wind instrument approach to a long, wide, smooth runway? Getthereitis has claimed too many lives. Your aerobatic experience gives you a great advantage in hand-flying at the shitty end of the drag curve, but a lot of your viewers would be very well advised to bug out long before needing those skills. If in doubt, bug out. As others have said, thanks for posting. I think your decision worked out for you despite a couple of moments where it could have had a very different outcome. Having that IR is a real lifesaver; even more so when properly maintained.

[@FlightChops]

Totally agreed. My alternate wasn’t far, and did have a lovely, long, wide, well paved runway that was into wind with an RNAV approach.

[@tangodeltawhiskey6825]

@@FlightChops As I've been following your AV journey since the beginning, I'm starting to worry about your personal minimums. Watching this, more than I few times I was screaming "ALTERNATE!!! ALTERNATE!!!" Anyway, thanks for sharing. Lessons to be learned here for you and pilots everywhere.

[@xeels2708]

​@@FlightChops my personal opinion is that having such a good alternate does afford you a bit more tries at getting into your dest, there were no dangerous attempts (except the late go-around), the overshoot was nicely corrected, speed and AoA was controlled during all attempts, I think you flew that as nice as you could given your conditions (fatigue, vis etc) Nicely done! At the end of the day, if something didn't fit the picture during one of your attempts, you would have diverted into a lower-stress situation 👌

[@Tom-tk3du]

Exactly.

[@jackshittle]

Roger that.

[@dredwardchippsfrontdesk8676]

So glad you got down safely! As a CFII, I must say this is the stuff accidents are made of. All the factors were there- Tired Pilot, low visibility, low ceilings, high winds, circling approach, lousy runway. You were very right for posting it. I will show it to my instrument students and hopefully they will gain an appreciation of why we have alternates and why we have much greater fuel reserves for IFR flight. You did an excellent job of explaining the circling protected area, which is something many don’t get. One thing I remember my CFI telling me was that airlines don’t even allow circling approaches, maybe there really is something to that Thanks again, and now I will share your video

[@FlightChops]

I really appreciate hearing this sort of thing - I’m glad you’ll find it useful to include into the conversation with your students 👍💪👊

[@ibsn87]

Depends on the airline. We re-certify for circle to lands every 6 months and are authorized to do so in the e-190. With the increase in runway aligned RNP procedures, a circle is often not necessary nor beneficial with regard to minimums. But yes. Much less safe. And since we only practice in the sim. Something has to be really wrong to want to do a circle for real in shit weather. One thing people botch up with a circle is they often reference the aid or the ARP - some fields have a VOR 1 mile north of the field. You have to be very careful to be aware of where you are referencing for your distance.

[@DanielMortimer-m1t]

I love that you don't hide that you're pushing your comfort zone, the relief that is so apparent at the end is something many may cut from videos to create a sense of effortlessness, however, the honest way that you present all your videos really drives home the importance of good safety practices as well as never letting yourself lose sight of the very real risks whilst still making the most of aviation. I have watched your videos from my early teens and now that I'm currently trying to get into a position where I can actually afford flight training, I honestly believe that watching your approach to procedures and decision making will help a great deal in ensuring that I can one day fly in a safe manner. Many thanks for the fantastic work that you do!

[@FlightChops]

Thanks 🙏and yes, that is exactly what this is: Pushing my comfort zone - trying to do so safely… and maybe next time I will do it with with less complaining and negative self talk 😂

[@KenLeonard]

Boy, that did read like an accident report. Glad you made it. More risk than I desire.

[@AshtonCoolman]

I'm just beginning my training and it's really important that newbies like me understand that go arounds are OK and encouraged. Thanks for keeping them in because they are so very important in the decision making process.

[@FlightChops]

For sure - Go around if you don't feel good about an approach/landing! I'm glad you got something out of this.

[@Laogeodritt]

I remember hearing an aphorism somewhere that a landing is an aborted go-around-that is, your mental default should be to go around, and you should only decide to land when your approach conditions (stable approach, wind, etc.) are good and safe enough to land.

[@TheDenverdan]

I’m a student pilot that did my first solo two weeks ago. On my second landing attempt I was coming in to high and fast. Nope I went around. I was perfectly happy with my decision as was my CFI.

[@LimaFoxtrot]

I love this video because unlike a lot of other KZbin pilots -- it's real. The emotions, the frustration, the fatigue. You can hear how tired you are in your voice and the way you talk back to the avionics alerts. We've all been there! Flying long XC's gets exhausting. I flew my Bonanza this year from California to Oshkosh. Long days, bumpy afternoons, dodging storms and clouds, getting pop ups to cut through layers. I felt just like you did. Great content brother!

[@FlightChops]

Thanks Yeah - I'm always trying to keep it real! And this one more so, as I honesty forgot about the cameras in the moment when it got hard... and after the fact I wasn't even sure I should share it. My main take away being the sort of negative / defeated sounding self talk was not productive... even when tired and frustrated, I need to keep it positive.

[@Timo_Czi]

Thank you for sharing this approach and not editing the go arounds. A lot to learn for me as a newbie pilot.

[@FlightChops]

I'm happy to share - Glad it was helpful!

[@samgreen9435]

Steve, I recently finished a 32 yr career with a major US air carrier, and 10 yrs of USN carrier aviation before that. So what would I have done? If the tailwind for the longer runway was over 8-10kts and I was not comfortable with that, I would divert to another airport with better weather. At most US airlines, if the published circling minimum is below 1000 AGL(HAA), we add 1000’ to field elevation and that is our MDA. And now I think you see why! That is far from a routine maneuver, and groveling around at 500’ trying to stay out of the clouds is no fun. Anyway, love the channel! I’m a -14 owner too and it makes me feel better to know that your airplane loves to bounce like mind does. If the stick is in my gut and I’m hearing a steady AOA tone when the wheels touch, I usually get good results 😅

[@FlightChops]

Thanks for these insights, and happy RV-14ing!

[@BouillaBased]

Pretty much anything that takes a flight out of "the ordinary" makes it worth debriefing and sharing. And with the nature of flying, that's just about every flight. The flying community--KZbin aviation, specifically--is fantastic at sharing tough situations to help other pilots stay safe. So, thanks for being part of that.

[@ja1cspikes]

Your humility and willingness to share that your human is part of what makes you such a great ambassador for GA. Keep it up Steve!

[@FlightChops]

Thank you! Will do!

[@paulstejskal]

Thanks for posting this. It shows flying can be tough. You had many things working against you and you set a great example of if the landing isn’t sure to go around. An unsettling amount of commercial pilots will not do a go around. You may feel bad about posting this but it is a great learning piece. I can say your flying ability is good, not because of practice or technique, but because of excellent judgement. You knew you were tired and had bad tires, rain, and wind against you. You didn’t try the first or be the second time, but by trying twice you knew what variables were needed to land safely. Well done. I applaud you sir.

[@FlightChops]

I appreciate this feedback Paul.

[@AlyssaM_InfoSec]

Can't express how much I appreciate this vid. Great reminder that we all have those days and that it's often when we just want to get on the ground the most (tired, bad weather, etc.) that we have the most struggles. I like how you talked yourself through it including the "stay coordinated" on your last base to final turn.

[@FlightChops]

Thanks Alyssa.

[@Gods-Servant-v8u]

I appreciate you having the courage to share this. Man that run way is super short visibility was not your friend either. That looked like it was super rough. Great job you handled that stressful situation with grace and level headed.

[@FlightChops]

I appreciate that

[@Gods-Servant-v8u]

@@FlightChops you made it down safely intact. I don't care what anyone says thats a win... de brief anything you think you want to and take the experience with you .. I am super impressed how you handled however..

[@caseyarends3513]

Others have said it, I'll say it too. I sincerely appreciate your willingness to share your difficult experiences. All of us pilots have them we just don't all have our cameras rolling and the courage to share it with the rest of the world. Despite you being your own toughest critic, your flight chops are certainly sharp!

[@FlightChops]

Thanks Casey!

[@jaygallamore562]

Good job in a stressful situation. Retired Navy pilot here with a few observations. We used a concept called Operational Risk Management (ORM). When planning a flight, asses the risk of all phases. You can accept, mitigate, or avoid various risks. How important was it to get into that airport? Consider diverting to your alternate if things get too hairy. Possibly delay the flight until another day. You get the idea. I also recommend securing loose items in the cockpit (water bottle and stuff in right seat) so they don’t become missiles if you encounter turbulence. Good flying, glad it turned out well, and thanks for sharing as a teachable moment.

[@Kiwi0Six]

Thanks for sharing! The end of a long day is a double whammy, maybe even triple. When you’re tired, your skills are not up, your brain isn’t sharp enough to tell you “No!“ and the desire to get it all over with is high. Let this one be a learning experience for you and everybody who watches it. I had a similar situation just over a year ago, and I definitely learned from it. Thanks again for sharing as it brought it back for me, and it is a good lesson for those, who haven’t dealt with issues at the end of a long day.

[@sdial]

I'm not a CFII, so I just speak from my own experience: 1) Fly in circles, adjusting the turn rate to keep the runway in sight and to stay inside the circling radius. If you lose sight, then tighten up your turn and climb. When you turned downwind, you set yourself up for a tight base and would have to turn away from the runway to widen it and risk losing sight of the runway. There is no advantage (or requirement) to fly a rectangular pattern. The entire protected area is protected, so you really want to stay as wide as possible to give yourself space to actually land the plane. Unless the conditions under the cloud deck are VFR, think of circling as one long spiral to land. 2) To help with feeling comfortable flying further from the field, I recommend zooming your MFD to get a range ring for the circling radius. If you normally fly a 1NM pattern, then set the ring to 1NM and keep the ring touching the runway. Otherwise, you won't find a 1.3NM option for a CAT A, but you could also just decide to always fly a CAT B which usually has pretty similar MDAs, and you will find a 1.5NM range ring on a Garmin MFD. Make sure to disable auto ranging. 3) If the cloud bases allow it, fly higher than the MDA, this is the one time you are allow to scud run. It can help with keeping the runway in sight and reducing your stress of being close to the ground. 4) Depending on the terrain, often the MDA for higher CAT CTLs are not much more and give more protected space. Don't get trapped into thinking you have to fly the CAT A MDA if the flight conditions allow you to fly a higher CAT approach.

[@vr0ssi46]

As others have said, thanks for posting the not so perfect videos. It’s easy to just show the flights when everything goes as planned, but it takes balls to show these. Stay safe. We need you in one piece!!!!!

[@FlightChops]

I appreciate that!

[@mitchellsmith4601]

And thank you for showing this. You demonstrate the calmness, skill, and care of an IFR pilot.

[@FlightChops]

Thanks Mitchell

[@smark1180]

"of an IFR pilot." Aka, instrument rated.

[@georgemixelogj9749]

Thank you for being open about your experiences and sharing them. That's how we all become better.

[@FlightChops]

Thanks! And yeah, sharing the pain points is the way we all learn.

[@deanc.5984]

You were tired, great learning experience, glad u posted video...I remember your aviation beginnings.👍 You've come along way.

[@FlightChops]

Thanks 👍

[@brian.pautsch]

I’m not a pilot, but I really enjoyed this video. Your ability to candidly discuss what you’re doing and any mistakes and lessons learned is great.

[@farmgene]

Wow, great video! It’s amazing to see how far you’ve gone in your journey.

[@FlightChops]

Thanks for tagging along! It says you've been a subscriber for over 7 years! Nice 👊

[@omorin34]

Good job. Most pilots have gotten themselves into a situation at least once. You didn't panic, pick up rime, loose instruments, run out of fuel, stall or catch on fire. I had the last one happen to me but the biggest part is you didn't panic. I have sat right seat and seen a pilot with 40 years experience and ten thousand hours + panic. It is easy for folks to cast keyboard stones but you learn something with each experience not titles or badges.

[@FlightChops]

Thanks for the perspective, I’m glad I didn’t panic!

[@philipdartnell]

Thank you so very much for sharing. This was a really excellent video because it showed you really at the edge of your capability, but that you kept yourself aware enough to manage the risks. So many people would have just tried everything to slow down on that first landing because the "I have arrived-itis" and absolute determination to not end up back into the air again in such murky conditions would be overwhelming (as I'm sure the feelings would have been for you). You maintained situational awareness on the runway conditions and braking capability of your aircraft so the two go arounds were sound decisions and your final less-rushed and more-accurate circuit allowed for a safe landing.

[@sirialice]

This is what your channel is all about!!!!! Well done... great learning. Fellow Norwegian Aviator ;-)

[@jeffculp2197]

You may have just saved some lives by sharing this flight with us. Love your humility showing human reactions to a real-world challenge. This video should be viewed by all Instrument students. CFII's - please incorporate this into your training and talk this through - not just the IFR procedures, but perhaps more importantly the human component and decision making. Having personal minimums is so important. With all the data available to us pilots these days, we could overlook the human factors.

[@joao-pt]

Hey Steve, first of all thanks for sharing this lesson with everybody. It clearly looks to me that this was just a case of tiredness mixed with overconfidence with the familiarity you had with your final destination. I bet you that if you were flying to somewhere unknown-ed to you, that you would have stopped flying earlier that day and left that final leg for the next day. Keep you your great inspirational videos coming. Kudos to you 👍🏻

[@FlightChops]

Yeah that’s a fair assessment 👍

[@timothyfeist7364]

I did not realize how stressed I was watching this till I chuckled in agreement with your big groan of relief after finishing the phone call. Your job was done, you can let loose. After watching/listening to many Mentor Now videos covering airline incidents and accidents; I hope I will push far out towards those lateral limits allowed for a longer, more stabilized approach when I do get to flying.

[@Jetstreamjockey-mn8np]

I've watched your videos for a while and appreciate your humility. That's rare. Your video with Dan G. is a gem. You are a good pilot. Horrible conditions, single pilot but calm and know your limits. Good job.

[@Chris56456]

Great application of threat and error managment. I especially liked that you kept the aircraft coordinated, you picked an appropriate go/no go point early, and always stayed above minimum diversion fuel with a good alternate in mind.

[@ThresholdProductionsCanada]

Steve, great video as always - always appreciate your attention to aviation safety and willingness to share your experience on the internet. Just wanted to touch on something I noticed you said before minimums at 12:56 “I see the farm”. This is something I learned during my IFR rating that’s actually quite dangerous- I know you weren’t relying on this to make a go/no-go decision at minimums, but regardless, my understanding is the point of an approach is to be on your instruments until minimums and then decide if you’ve got the runway or any other of the approved airport lighting/equipment in sight for landing. No matter how many times an airline pilot might fly the ILS 24L at YYZ, we’d all be concerned if they said “yeah I’ve got the 401/409 junction if I stay on heading from here we’ll be good”, only to hit minimums and still not have the runway due to localized precip or another obscuring phenomenon- just adding my bit of debrief, again well produced and strong educational value here as always!

[@FlightChops]

Thanks for expanding on this - I haven't flown many approaches to minimus, so I'm still learning my SOPs... But my thoughts are it is not black and white as far as staying on instruments until minimums… especially single pilot - right? My understanding is that you need to glance up occasionally to get an idea if you're still solid IMC or not - I was scanning and using all the data I had (including ground contact) to be primed and ready for my ultimate decision when minimums came... It is nice to know you're in the right neighbourhood with familiar landmarks starting to appear out of the murk, but no doubt I was respecting minimums.

[@MartinMartin-mn7yd]

After two more or less bad landing attempts the last one is perfect for this conditions. Good job and good decisions were made! Thumbs up!

[@mikemccarron1162]

Love how you did post this. Most all KZbinrs I watch, a lot of them, will 🎉only post the good stuff and never show there mistakes because they want you to believe they don’t make any, but I think we all know different. Thanks for this video and sharing real life situations with all of us, great video again.

[@FlightChops]

I appreciate that! Thanks Mike.

[@thomasmaier7053]

I love your content so much! Thank you for letting us see what REAL flying can look like a times

[@FlightChops]

That's my goal - Glad you enjoy it! 👍

[@DJ99777]

Thanks for sharing. I reckon you did a great job. My three takeaways are configure early when circling, go around early if it’s too tight and at the end of a long day if you’re tired do a runway aligned approach.

[@FlightChops]

I concur with your takeaways 👍👊

[@WingsOverTO]

Great video, Steve. Some interesting comments too, including the one about noticing your personal minimums increasing. I think that’s a really natural thing to happen over time. It makes me think of a landing I had in West Virginia a few months the back that was the windiest, gustiest landing I’ve ever done. Looking back in retrospect, I’m realizing that since then I’ve become more relaxed about my personal wind component minimums. Nothing wrong with that in theory, but I really should sit down and formally think through my new minimums. I love that you’re showing yourself getting a bit stressed and stretched beyond your comfort zone we’ve certainly all been there. Keep up the awesome videos!

[@FlightChops]

Thanks yes, this was a hard one to share, but the debrief and public conversation about it has been largely very positive and some great insights have been offered.

[@MichaelBreithaupt-x5z]

Excellent video! Great discipline when you knew the landings weren’t right, and you stayed level headed and went again, even though the temptation was probably to hammer the brakes. You briefed yourself before hand, were aware of the risks and operates within them. This is as real world as it gets! I think it’s a great perspective for why personal minimums are just as important, as that could have been a very bad ending for a less experienced pilot. Thanks for the post!!

[@FlightChops]

Thanks for the kind words. It turned out ok, but there are some things I could have done better / differently, so that was why I felt making it a public debrief was worth it.

[@MichaelBreithaupt-x5z]

I’m glad you did post it! It’s so helpful for us all to learn. It’s critical for us to see the differences between how we get trained, and what real life situations can be like, and ways to handle them. What I appreciated the most about your flying, is that you always seemed to be ahead of the situation, and knew what you would do next, if the thing you were doing didn’t work out. 👌Always have a plan!

[@MichaelBreithaupt-x5z]

Partial engine failure with landing! Piper Aztec E, ILS approach in IMC to 700' ceilings. kzbin.info/www/bejne/q5XEmoqNgruHZ8U

[@MichaelBreithaupt-x5z]

Here is a landing I did. I was ferrying an airplane across the Atlantic. This was my actual first IMC approach I’d ever done. The left engine quit, but then kept coming back online with partial power. LOTS of mistakes, so it’s tough to post, however, there’s lots to learn from it, especially for myself!! We can always be better, and these videos help us all do that, so posting them is the right thing to do I feel!

[@hansjuergensen9232]

Hey Steve: good job. Absolutely no harm in going around, it’s the right decision even though the rest of you wants the flight to end. I remember my first single pilot full IFR approach in the crap, it’s a little nerve wracking but in the end a huge confidence builder. You know you can handle this now. Saw your 2025 sportsman’s routine with Ryan at the farm. It was great! You are getting a good jump for next season. Great job at the US Nats. Hans Juergensen

[@FlightChops]

Thanks Hans - I appreciate you guys taking the time to coach me between wrenching on the Suk!

[@KCLIBURN-mj9qx]

I'm not a pilot, but I love watching you work the flight and using that all important IR. The camera views and detail show the displays as you're working them and it's fascinating to see it all come together in some pretty hairy conditions. Thanks for keeping us spellbound and holding our collective breaths. After watching this and some non IR aviation incidents it does make one wonder why a lot of pilots don't pursue that instrument rating. Thank you for sharing this with all of us!

[@pirahna432]

Used to fly night freight in turboprops with no autopilot up in Alaska, and I know all too well just how brutal fatigue can be. Good job staying calm.

[@Victordamus98]

Pleased that you shared your experience with us. I think you had a solid approach in attempting three times before calling it quits and diverting. Love the channel and your videos!

[@ryandorn7831]

Don't forget to breathe, remind yourself, along with a light touch!! Great work man!

[@FlightChops]

Thanks! You’re right I need to remind myself to take a deep breath.

[@MrCarpediempilot]

Thank you for sharing. I like the way you talked your way through the approach. You kept verbalizing things like keep coordinated when things were getting critical. Nice job going around. The only thing I would suggest is the obvious. You had a long day. You were tired. You may have been better off stopping short and getting some rest and trying when you were better rested and possibly better weather. Again thanks for sharing. You have an amazing set up and I love the way you are constantly working on your skills. Great video.

[@mrbrace]

Flying is so easy in the safety and comfort of your own living room watching someone else doing it :)

[@FlightChops]

😂🫣👍

[@oldRighty1]

Flight simmer here, I would have crashed and died in RL so this comment works for me 😁

[@krulesrc]

As one of my FI once said. If you are getting nervous on the approach or the landing for any reason and getting stiffer on the controls, go for a few holds nearby to stress down a little so you can get back into the sharpen end of your skill set and give it another try. It works. Thank you for sharing this flight with us.

[@SHAREMedia-v1h]

great example of going around! appreciate your openness!

[@FlightChops]

Glad to be able to share the experience.

[@tlamb9057]

Great decision to share this! It really shows how even an experienced pilot can struggle in some conditions. As you say " keep you flight chops sharp"! Excellent content

[@FlightChops]

Glad you enjoyed it!

[@jzifkin]

Good on you for being vulnerable and letting the aviation community learn from your experience. As a pilot in the midst of pursuing an instrument rating, it was helpful on numerous fronts. Great job in the end getting it down in such difficult winds on a terrible runway. Another side note, you should be commended for your go-around decision making during this experience. I think the vast majority of the reason it turned out well was because of that decisive action to go-around and not find out whether you could have stopped by the end of the runway.

[@halepauhana153]

That looked stressful and exhausting. Good on you for having the sense to do not one, but two go-arounds. Some time ago an instructor of mine said to always treat any landing as if you plan to do a go-around. Only when it all looks perfect, can you decide to change your mind and make it a full-stop landing.

[@FlightChops]

That’s a great way of looking at it.

[@sylvesterho1453]

Great vid Steve. Ive been flying in northern Canada for 2 years now with almost the same avionics. All i can recommend in this vid to increase your situational awareness regarding getting pushed into the runway when flying downwind is fly the pink diamond for the tail end of the track bar in conjunction with the distance (try a 0.5 to 1nm offset). Try a 1.5 mile final instead of 0.5 youll get a more stable appr rather than forcing it down like the 1st 2 approaches. 500 ft = 1.5 nm for a 3 degree.

[@stephenrobinson8250]

Palms were sweaty at my end as I armchair flew with you. Can only imagine how you felt in the plane. Thanks for sharing. Always amazing videos/content.

[@FlightChops]

Yeah, it was a tight one. Thanks for watching!

[@jamespowell1213]

Thanks for sharing. I definitely learned a lot from it so mission accomplished. It took courage to bring us along and have some many pilots critique your ADM but this is how we all can stay sharp and safe.

[@FlightChops]

Yeah I’m happy to share and take feedback.

[@sb135]

EXCELLENT, video! It’s important to show the bad stuff as well as the good stuff, I am very weary of shooting to mins. I felt for you brother!

[@FlightChops]

Thanks! It was a tough one for sure, but I’m glad to have it under my belt.

[@JCP_323]

As a data point, there’s a reason U.S. airlines only allow VMC circles. Additionally going to a short runway when wet with known gusty winds especially after a very long day was probably not the best idea. We’ve all made decisions that weren’t the best as pilots, but use this as a learning opportunity of things that might be best not tried again in the future. These are just my thoughts after 20+ years of flying GA, airline, corporate, and air ambulance ops. Sometimes the bigger airport that’s less convenient is the better choice.

[@hansjuergensen9232]

Circling can be done safely, if you follow the approach plate limits.

[@mrRaleigh97]

Seeing the title of this video, and I immediately thought YES, he pushed it too far. Im so glad you made it on the ground safe man. Be careful out there, don't be afraid to use your alternate if the conditions suck.

[@FlightChops]

Yeah, I think I pushed it not just going to the alternate after the 2 failed attempts. Things worked out, but it's a fine line between a good challenge and going too far - that's why I was inspired to share this one.

[@TheBarzook]

I think you made the right call, going back up to the alternate adds some work load also compared to trying another landing. My instructor never wanted me to practice CTL approaches. I can understand why, they seems pretty stressful, specially at 500 AGL. Your video is very informative and brings a lot of reflexion on what I would have done.

[@aritapper4279]

Thank you very much for sharing this, it's a great learning tool and a great example of the challenges of IFR. Also, my CFI and I were doing pattern work in Duluth the other week when you dropped in, we both did a double take when we heard you on the radio.

[@danielhawley6817]

That's actually a confidence builder - knowing you can perform in absolute marginal conditions. Like extra ammo in the usual IFR approach where you rarely go to minimums. If you have to, you can.

[@Paughco]

Thank you for this video. Well played. I remember the first FlightChops video I ever saw, which was where you and a pal were flying in a Cessna somewhere near the Great Lakes and you got caught briefly in IMC. Or maybe you just got really close to it - it's been a long time since that video. You've sure come a long way since then! Thank you!

[@jeremyhill2243]

Everybody has an opinion….anyway what aircraft are you flying? I love it! I love your humility. Most people’s ego’s would not have allowed them to post such a valuable video. I think you are an EXCELLENT pilot.

[@FlightChops]

Thanks Jeremy, I appreciate that!

[@FlightChops]

Oh, and it's an RV-14 - we covered the build over about 2 dozen episodes on the channel a couple years ago if you wanna check out the build vlog.

[@ASPextra]

Thanks for the reminders and experience. Go arounds are free!!

[@simonhughes-king]

The risks were there but you were aware and you made good safety decisions at each stage. A good lesson for us all. (Just started building my 14)

[@FlightChops]

Right on thanks! And congrats on the 14! I’m approaching 400 hours in this one and I love it!

[@ruairitiernan8727]

Incredible video!! That’s the most I’ve learnt from any video in a long time. Thanks for sharing!!

[@FlightChops]

👍 Glad it was helpful! 👊

[@edwardszane]

Thanks for sharing.....you kept your cool and stayed patient, nice job

[@FlightChops]

Appreciate it - it turned out ok, but there are some things I could have done better!

[@dwaynesykes694]

You earned my respect and a subscriber by sharing this honestly.

[@FlightChops]

Appreciate it! 🙏 And welcome - check out the over 250 back catalogue episodes on the channel.

[@robje4824]

B737 instructor here..hats off for decision making sir.

[@FlightChops]

I really appreciate hearing that from some one with your qualifications - thanks for the support! and thanks for watching 👊

[@RV7FlyPer]

Your best video ever Steve!!! Honest, transparent and good learnings !!

[@FlightChops]

Thanks 👍

[@peacewind-aero]

I'm going to enjoy whipping this one out with my instructor when we cover Circling in my IFR training. Thanks again for great learning content, Steve! I'm glad you made it in safely that day.

[@hardypahardypa1]

This video was EXCELLENT. Merci for this. Solid airmanship in my eyes. Human factors are as expected and you were fantastic. Bravo for sharing this!

[@jimfogarty4123]

I could see you had it made on the third landing. Great job. Thanks for sharing.

[@FlightChops]

Thanks 👍

[@goatflieg]

Wow. Despite a long flight culminating in challenging conditions, you appeared to handle it all like a pro. Just remember, even pros aren't perfect but they learn from their mistakes. That's been one of your strongest attributes ever since you started flying. I knew the exhaustion would hit you the minute you shut down, and that loud sigh said it all. Good job my friend. As for me, I'm approaching my one year anniversary for the last time I was PIC... and currently stranded in Simville. And it's not even my sim! Pretty weird place to be. Crawling toward the goal of building the Kolb, but that dream will not be firmly in place until the end of next February.

[@MCT72]

You know how we watch the Olympics and all become experts on every discipline because the people performing on our TV screens make it look easy. Well I think you did a stirling job. 100 ways that could have been done worse. Well done sir.

[@healerf18]

Excellent video and definitely some things to think about for other pilots watching this. I'm not being critical in any way, but I do want to throw this out there - I'm an Aviation Medical Examiner and as an instrument rated private pilot I'm interested in the minimums airline and corporate pilots set for themselves when they fly GA. I see a lot of pilots. I'm sure there are some who read this who will roll their eyes, but I have yet to meet a professional pilot who will knowingly fly an IFR approach to minimums when flying solo GA. Most set their solo personal ceiling minimum at 1000 or 2000 feet, and some will not fly IMC solo at all. They are all aware that there is no room for error and almost never a good reason to attempt an IFR approach to minimums on a personal flight.

[@scottwright8354]

I flew freight, and corporate, as a single pilot in a lot of IFR weather. I understand your point, but the difference between legal and personal minimums is about your proficiency. Given the nature of the weather patterns where I flew, fall and spring provided the usual times when many instrument approaches occurred, and I was much more proficient. I had no qualms flying an approach to minimums as long as I was well practiced or "proficient," I was not overly fatigued, or faced with challenging crosswinds, to name a few variables I always considered. My corporate flying was considered Part 91, or GA. I sometimes added a hundred or two hundred feet to my minimums if any of the above criteria wasn't met, but I sure didn't add 1 or 2 thousand feet above. No matter what type of flying you are doing, airline, corporate, or personal, it's important to always be assessing your personal condition, that of the airplane, and the exact weather and crosswinds you are facing. Just my 2 cents.

[@ChrisB257]

This seems potentially of huge value for other people - and as usual your honesty in relating it all is to be commended. Tiredness for sure was not your friend! 900 miles - phew, that's quite a stretch :)

[@formfaktor]

Thanks for sharing man. Also goes to show. You can have tons of screen in there for situation awareness, but ain't gonna change aerodynamics, stick and rudder work and the weather. Great share, great reminder!

[@vinzenzfreigassner8660]

Thanks for this!!! It shows GA pilots that it is ok to go around more than once!!

[@FlightChops]

It really is!

[@weshillsberry6275]

If not mentioned already this is also a good example of how quick IMC can lead to spacial disorientation idk how it felt or looked from the seat maybe just some of the canera angle but a couple of times it appeared the airplane was in a right bank angle and i had to keep looking at the artifical horizon to verify the wings were actually straight and level scary stuff!! Definitely stay proficient with that instrument rating!!! Thanx for sharing happy landings

[@FlightChops]

Good point! And glad you found this one helpful

[@rogerclarke3291]

Well done getting her down. I always learn loads from your channel. Thank you for sharing.

[@FlightChops]

Thanks for watching Roger!

[@HaxiFlies]

Student pilot here. I have my checkride in a few weeks and going straight into instrument training after. I appreciate you sharing this!

[@SoccerLovingAviator67]

Great video and thank you for sharing and making this a learning moment. I would have liked a discussion in the video of how many attempts at landing you were willing to make before diverting to the alternate airport. I fly for an airline and we always discuss how many approaches to attempt before we divert. Fuel is often a consideration, although in your case you probably had plenty of fuel for several attempts. Also, with every unsuccessful attempt the stress level gets higher and fatigue gets worse. Unless some factor has dramatically improved, we would generally not make more than 2 attempts before diverting.

[@FlightChops]

Hey thanks! And yes for sure after the 3rd try, I was heading to the alternate if it didn’t work… I probably should have made that more clear in the video… I think the voice over said something about not being ready to give up just yet as I set up for that one.

[@Beeterfish]

You were awesome pulling this extra difficult landing off! Great and exciting video, man!

[@eds.173]

I know you're not a CFI/CFII but I really found this video instructional regarding: ATC interaction, dexterity with GTN and autopilot buttonology, approach briefing, weather, go-arounds, etc. Great job editing and I'm glad you DID put it out there for us! I'm old, yet pursuing an instrument rating so I don't have the creds to comment (much) on your 3 circling attempts. I do wonder if in your self-briefing on the ground, you would attempt to take it this far again. I imagine one of the most difficult things in flying, IFR or otherwise is to adhere to your personal minimums.

[@EmesiS]

Awesome video as always and a great learning aid. I'm also glad some people still talk like I do by saying dude and man. Love it!

[@FlightChops]

Yup 😂

[@aut665]

Glad you made it down safely. That fatigue with the challenging conditions is brutal

[@FlightChops]

Thanks and agreed.

[@I-0-0-I]

Just wanna say that at 1:08 - the RV looks soooo good.

[@FlightChops]

Thanks!

[@trmurray1962]

Thank you for sharing this video. I honestly learn something with every video you post. That makes me a better pilot. Thank you…..

[@FlightChops]

Awesome - This was a tough one to share - After the day I had, I was not at my best, but I like to keep it real - thanks for the encouragement.

[@flyingpuck15]

You Have come So Far!!!!! It’s All Was better to just go around, that what that extra fuel is for. Well Done!

[@gazevans1571]

Thank you for sharing this! Hopefully someone will learn from your situation and you could save a life or 4.

[@FlightChops]

I sure hope so!

[@thierrylevasse494]

I was planning on getting an RV-14 kit for quite a while, and on the very day I made the order I chose the -14A EXACTLY for such a scenario! I don’t think you pushed the IFR too far Steve. You can’t compare with airlines for circling minima. A piston single is a lot more manoeuvrable and easy to circle than a large jet, and seems to me you had more than enough visibility to safely manoeuvre. Landing a taildragger in rough conditions after a long day of flying is by far the biggest threat you faced. You dealt with the whole IMC/approach/circling very well, and I think if you’d been in a tricycle configuration the landing part would have been non event.

[@FlightChops]

Right on! Congrats on the 14A! You’re gonna love it. And yes agreed the tail dragger aspect made for a much more difficult end to my day on that trip.

[@jimmywalton4812]

Way to keep your cool. I am sure you beat yourself up on the landings (I own a -14). Full stall is the best, but be up on your wheel landings. Good Job!

[@FlightChops]

Thanks! And happy RV-14ing 👍

[@coreyjordan2745]

Good job brother, good job! My man flight chops. Excellent and outstanding.

[@MayhemCanuck]

You came down safe. Asking us "Did I Push It Too Far?" , that's something you ask yourself. ( which is the whole idea of your de-briefing) You are a great teacher of the good and the not so good. If you have learned something and improve your personal minimums it does not matter what we think as we are all different. I am surprised you tried the third time, was there get-there-itis in there somewhere. If you have had a passenger would you have done something different or would that have mattered. Love the content and safe flying.

[@FlightChops]

Thanks yeah.., I'm in the unique position of having the opportunity to ask a lot more than just myself, when I have a question like this... so that's why I put it out there. The conversation has been a good one.

[@kurtisf3366]

I know you hesitated to share this video but honestly, videos like these are your best ones. It was a similar video on inadvertent VFR flight into near IMC that drew me to this channel long ago (before the logo change).

[@cubdweller]

besides the first approach being high and fast , seems like the main problem was bouncing the landing on all three? little stick forward on touchdown might have planted the plane a bit better. thanks for sharing. Appreciate the videos

[@parkerschmitt1594]

The two things that made this much less dangerous than it could have been is you were in a position to go around at all times, even when floating down the runway you knew where you had to go round. The other thing too is you were familiar with the airport. Not being in a position to get out of the situation is when most of the accidents happen--what I liked is the whole time you had a game plan on how to get out of there. "Pushing it" without a "get the hell out of there" plan is scary but you had that plan the whole time. This was also a great demonstration of the crazy amount of situational awareness to circle at minimums, just reading the chart and doing this at an unfamiliar airport would be a bad idea....also furthermore again the entire time, each landing, each go-around you were talking to yourself about how you'd execute plan B.

[@imkindofabigdeal4308]

And the other thing Steve was familiar with was the performance of his plane and the systems interface of his avionics (the sexy glass being so much better for situational awareness).

[@Ahhalo-x7e]

Three times a charm! Nice!