Started working on approaches again. Started with vectors from KABQ to DUDLE, the initial approach fix for the ILS 22 at Double Eagle (the airport west of town). Unlike the last time we tried to do approaches at KAEG, it was nearly empty, so we were able to fly fairly deep into the approach. Decision height (the lowest altitude a pilot can descend without seeing the runway) for the ILS 22 is 6017′ MSL, or 200′ above the ground. We flew the approach to about 300′, then “broke out” (ie, I took off the view limiting thingy). I wasn’t exactly on the beam, but close enough that it would have passed inspection and at 300′ AGL, it would not have been a hard maneuver to land. We went missed, headed west per approach control’s instructions, and went on to the next approach.

Next approach was a full own navigation GPS 22 approach at KAEG, with a hold at EYIPE, the initial approach fix. I busted the altitude restriction during the hold, which is a big no-no. Other than that, did pretty well with the approach. Timed the descent from EYIPE to CUTIX (the final approach fix) almost perfectly — I only had to level off at 7700′ for a couple of seconds before reaching CUTIX and resuming my descent. The landing would have been mildly entertaining, as I started to drift a bit due to the wind, but would have been doable without any hard maneuvering. We went missed about 300′ AGL, headed west and contacted approach control to return to KABQ.

Winds favored landing on 3 at the Sunport and the ILS for 3 is out of service, so we finished the day with the GPS 3 approach at the Sunport. To do the full approach means going about 15 minutes out of our way, so we got vectors to TECZA, the final approach fix (about 6 NM from the end of the runway). I knew this one was going to result in a full stop landing (or that was the plan), so I was really careful about keeping the approach so that I ended up at decision height right before the missed approach point. In hindsight, this was a mistake, because even with an early breakout, I was still a bit low — not enough to cause problems, but enough to be more of a drag it in approach than a normal light plane approach. But it was a good approach setup for a landing.

I’ve been having some trouble with my landings in the Liberty, and it was getting frustrating. This time, I made sure to fly the numbers and flap settings exactly as the book says and setup a bit more carefully for the flare. I floated it ever so slightly, but hit within the landing block I was planning on. Hit the middle of the runway, perfectly tracking the runway centerline. Just as I touched down, the stall warning came on, which is exactly what you want in a light aircraft. The landing was a slight bump and the nose stayed off until we lost some airspeed. Finally a good landing in the Liberty!