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This morning was perfect IFR weather. 500 OVC with about 3 miles of vis, but no rain or tstorms for at least 150 nm. I filed a short flight to a neighboring airport for an NDB approach, then back to home base for the ILS. All was easy, launched into 500 OVC, headed direct to the Boone NDB, was cleared for the approach. The minimums for this particular approach are high (1000 AGL) so I was solidly in the soup throughout the approach. I managed to fly directly over the NDB for the MAP, climbed up and was vectored by approach for the ILS to home base. I nailed the ILS, with not even a dot of deviation the entire way down. Broke out at about 700 AGL and followed the rabbits in. No wind really helps with that stuff. Probably two of my best approaches ever. Ended up with .8 total, .7 actual. fun fun.

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Everyone must believe in something, I believe that I will go flying.

Tony,
Makes me think of the time I consider my first actual IFR.
I was heading to the east coast with wife and 2 year old daughter from Reno in Sep. 78 in our Mooney M20E. As the first day was getting long over the plains, I decided to stretch the flight to St. Louis. I'd arrive some hour+ after official dark, but we had plenty of fuel and the conditions were clear with 3mi vis in haze, not predicted to change. I had a sister living there and we'd arrive that evening instead of the next day for a short visit.
As dusk fell and the sky darkened, we could see a couple bright stars faintly, and the occasional farmhouse light occasionally, and the horizon not at all. Couldn't really tell the difference between the farmhouse lights and stars, and there were plenty of times when neither were visible. The last hour of flight was definitely on the gauges & VORs, and knowing that it wasn't a practice flight.
Everything was in order and went fine. When St. Louis lights finally came into view, I could relax and stop feeling I had to be at absolute max performance. We could again tell where the ground was.
I had been training for IFR, done my cross country with some actual with the CFI sitting next to me. I was current for night landings. I knew the skills were there in case they were needed. I didn't expect, though, to need them so thoroughly. It's one of those experiences I will never forget.

Don't let any of your low-time students loose in 3mi "VFR" weather at dusk!

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Aviation in itself is not inherently dangerous. But to an even greater degree than the sea, it is terribly unforgiving of any carelessness, incapacity, or neglect.

A bunch of approaches two weeks ago with holds, missed, and a circling approach so I was feeling pretty good...till about 900agl. That's about when I passed into the overcast layer. A swirling gray distraction. Somehow the trusty Mooney just didn't want to hold its line. Condensation wringing out of the clouds onto the windscreen only added to the confusion. At times like this I just want to pull my foggles on and hide from the distracting view of swirling gray. Opps...fixating a bit resume that climb, there we go, easy does it, keep scanning. The next thing you know I'm breaking out, tops at 2300. That was fun and a perhaps a bit too exciting.

Off to Stockton for the ILS, two layers this time, beautiful I wish you were here. After a full stop I'm armed with a tower-enroute for the return to Livermore. After a climbing left turn I'm back in the gray and held there all the way home. ATC calls traffic at one o'clock and five miles, "unable" I say, "one-eight-uniform is in the clouds".

Almost home. The ILS seems a bit squirrely today so I have to chase it around a bit before it finally settles down. Once on the ground I taxi for fuel and note the airport is all but deserted. After startup I'm cleared taxi across the ramp and down to Charlie and to cross 25R and to cross 25L and to taxi all the way to the south hangers...there really must be nobody around but me!

Yes, flying IFR is fun but I wonder. Is it just me or do others find it harder to fly in ACTUAL because of the distractions?