----2 days before check ride----
The first of the 2 days was with someone i had not flown with yet. I met him at the airport at 8am. Ill leave his name out, simply because it's irrelevant to the story. We begin by talking about flying, and different rules, regulation, and sort of went directly into the oral portion. I had an answer for just about every question, but struggled with a few. I knew my charts perfectly. Knew weather minimums. Knew the airplane systems. I had a little trouble at first with the math to calculate the density alititude, but once i took a minute, and didn't try to rush through it, i came up with the correct answer.
Rule #1: Do Not Rush any part of the check ride. Take your time, and think about the answer. You do not make quick not thought out decisions up there, so why do them on your check ride, or oral portion. Take your time and relax.
I was happy with the oral portion of that. We went for the pre flight, and he watched me but did not interfere. He asked me a few more questions about the airplane, and what was required, not required, optional.
For these i remember the acronym. ATOMATOFLAMES and FLAPS for Night Requirements
Anti Collision Lights
Tachometer
Oil Pressure
Manifold Pressure
Altimeter
Temp (If water Cooled)
Oil Temp
Fuel Gauge
Landing Gear Lights
Air Speed Indicator
Magnetic Compass
ELT
Seat Belts
Flashlight
Landing Light
Anti Collision Lights
Position Lights
Strobe Light
We got into the airplane and he informed me what we would do. We would stay in the pattern and get in some landings, then go over to simi valley and do some maneuvers and then we would come back and do a few more landings.
We went around and came back to try it again. This time he wanted a short field landing. I got setup, but that tail wind still behind us, pushing us, i had to go around again. I felt the instructor was getting aggravated, as i was unable to land the plane on the last 2 times. So he told me, OK lets go over to simi valley. We will do some maneuvers and come back to the landings.
Up until this point, besides when i was learning to land, i never had this much trouble with landing. I figured it would be better when we return. So i inform tower we are going over to the practice area. I start to climb, but still thinking about the crappy landings, i ALMOST BROKE INTO CLASS C AIRSPACE. As i'm climbing, i hear "9LB i would advise to stop your climb unless you want to go into Burbank Airspace.". i chime back in "Roger. Stopping climb. 9LB". I quickly pull some power, and level out immediately. I then say really loudly "COME ON MATT. YOU KNOW ALL THIS. THINK!!!" to myself, but i know the other instructor heard it. I was getting frustrated here!
Rule #2: Even if the last maneuver was not up to par, as long as you don't have the instructor/DE take the controls, or tell you it's over, DO NOT HARP ON IT. It will cause you to not think about what is going on, but rather what has happened. Then you will start to loose situation awareness. Once your behind the airplane, your going to make mistakes.
We get over to simi valley, and he starts by having me do some stalls. But this time (For the first time ever) i was doing them in a bank. Those went well, and he mentioned to me to not push in on the yoke, but simply release some pressure. You don't want to force the nose down so much, you want to decrease the AOA beyond the critical point. Yes you can nose down quickly, if your at 2000+ feet, but as he explained most stalls are when your low and slow. So you don't want to dive towards the ground and loose extra altitude, you just want to decrease the angle of attack, so that the wings are not stalled.
He asked me to put on the hood so we can do some instrument work. For about 10 minutes he has me keep straight and level, climb, descend, turn, and follow VOR's. That all went well. He then has me do slow flight while under the hood. Slow flight is 1000% easier to keep coordinated when under the hood, then when i do it VFR. I was coordinated, and on altitude, and heading the entire time with the stall horn blaring in the background. He was happy with that. He asks me to take off the hood. I do and he gives me back the controls.
He pulls the power, and as i start looking for places to make a emergency landing, there is really nothing, but part of a hill. I looked for about 40 seconds, while i got the plane setup for best glide, and ran though the checklist. I tell him where im going to land, and he asks me why there. I said because i could not spot anywhere else, and that looks like the safest place to land, and it is away from people and property. He really enjoyed that answer. i have a feeling he pulled the power there on purpose as that was really the only place to go. Once 500-1000 ft from the ground, he instructs me to climb back up to 2500 ft.
We then start on the steep turns. I do well with this, and surprise myself. I stay on altitude the entire time instead of going up 20, down 20, up 20, down 20. Now i'm really starting to feel warmed up. We go and perform S Turns on the 118 freeway, and he is happy with this as well. So he asks me to go back to Van Nuys. About 10 minutes later we are in the pattern. He asks me for a soft field landing. We are on 34L now and landing into the wind. So this makes it A LOT easier. Perfect Soft field landing. Then he asks for a short field landing. We come around, and perform a lovely short field landing. He then says he is happy and that we should go park. Park, Shutdown, and talk for a bit. He primarily tells me what i thought he was going to tell me. Landings, Class C, don't harp on not so perfect maneuvers. All in all he said i was a safe competent pilot. I went home, and studied a bit, then got some sleep. ----1 days before check ride----
I had my usual instructor meet me there at van nuys at 9am. We discuss the previous day with the other instructor. Mike asked if there was anything i wanted to work on. I say LANDINGS!!! He asks why and i explain what happened with my landings the previous day, and how i had to go around 2 times. He said ok, and we can work on those. He also wanted to do a bit more hood work, do a few stalls, and a little VOR work. Before we did anything with the airplane, we did another mock oral test. He asked various questions about the rules governing a pilots license, the requirements to fly, weather minimums, required items, what is required to be on board the aircraft, what inspections are required (AV1ATE), what are various ways of getting weather, common frequencies. He asked me to pull out my sectional map, and pointed towards different airspace, obstacles, airports, text in the airport info, vor frequencies. So make sure you know your maps, and how to read everything. Or at least most everything. There is also a legend on the sectional that will tell you what it is. So that is a fail safe. We then went over some of the logs from the airplane, and he asked me where to find the inspections, and ensure the aircraft is airworthy.
He was happy with my knowledge. So we went out to the airplane, and i did my preflight. He didn't really ask anything while i was doing my preflight, and glanced over at me once or twice, but he always let me do the preflight, and trusted me. That's because a few times in the beginning of my training, he would "Hide" things about the plane, for me to find and remove, so he knew i was actually looking at what was going on, instead of just breezing by. I always found what ever it was he was doing to the airplane, so i figure that is why he let me do the preflight and trusted my judgement.
Rule #3: Do a proper preflight, and KNOW what you are looking for. Know what the fuel color is, and what type of fuel it uses. Know max fuel in your plane. Know how much oil is max, recommended, and low. Know what each part of the airplane is, what it does, and how it operates. Move the ailerons, rudder, and elevators. Look for additional thread on bolts. Ensure there are no foreign objects anywhere on the airplane, or near the propeller.
We were shortly in the air. He wanted to do pattern work at first. Do we stayed in the pattern and i had NO PROBLEMS landing. I think i was intimidated by the new instructor and that is why i was a little off. As well as the tailwind. We performed about 8 landings, and all of them were spot on. We then went to the practice area, and did some maneuvers.All in all the flight was excellent. He told me, he doesn't doubt for a second that ill get my license. That was good to hear. But as he has said many times, he is not going to send you unless you are ready. So he said i was ready. So I went home, got everything together, and went to sleep. Now for the big Day!!!
----Check ride Day----
I arrived about 45 minutes before the DE got there. I printed out the weather, my application (Just in case the internet is not working when he is there), and did my FAR 91.103 (Preflight Action). Mike had talked to him earlier in the week, and he said to come up with a flight plan to anywhere. So i choose Borrego Valley - L08. I did all my calculations to ensure we had enough fuel, the weight was up to par, the density altitude was ok, the runway lengths were ok. The proposed route was KVNY, KEMT, PDZ, KBNG, PSP, TRM, HENOM, L08. From my calculations everything looked perfect. So i filled out the flight log, and got it completely filled out.
The DE arrived, and shortly after mike left. He wanted to make sure that there was nothing he needed to sign. So it was just the DE and I. We talked for a few minutes just causally. It helped to ease the tension that i had built up. We then went directly into the oral portion of the checkride.
He first asked about any inspections that must be performed in order for us to fly that day. I used the AV1ATE acronym. Annual {12 / months}, VOR {30 Days}, 100 Hour {Rental, For Hire}, Altimeter {24 / months}, Transponder {24 / months}, ELT {12 / months, replace after 1/2 useful life or 1 hour of use}.
He then asked if other inspections need to be done. I mentioned AD's. He asked what an AD was, and what types of AD's are there. I told him about an AD and the types which are one time, and recurring. He asked if this airplane had any AD's and i said yes, and showed him which AD's affected the airplane.
He then asked to see these in the logbooks. So i opened the logbooks and showed him the most recent inspections, and the mechanics signature and statement, saying the airplane is in good working order, and is airworthy. I also showed him the AD's that were complied with, and signed off by the mechanic.
We then move on to what me as a pilot can and can not do. Easy enough. I explained what i can and can not do. He asked what i need to do to stay current on my license, and in order to take passengers with me. I told him the 3 landings in the preceding 90 days. Flight review each 24 calendar months, unless wings program is attended, or a rating is acquired. Next was checklist i need to personally go through to fly. IMSAFEE. Limitations of aircraft i can fly.
Next we talked about medical things. What is hypoxia. What is carbon monoxide. Ways to prevent these. Hyperventilating. What is it, how to spot it, how to help fix it. hypoxia at night. Why this is dangerous. What to do in a medical emergency.
Next he asked to see my proposed flight route. I pulled out the nav log, and sectional chart. He then started asking tons of questions about the map, and what things are. Letters, symbols, numbers, airspace, airports, airways, altitude of airways, military routes. I suggest you know your sectional charts, and what everything means. Spend time on this. The better you know the map, the better off you are in ALL aspects. Once you know what everything is, the maps are extremely easy to read. It just takes time, and practice, looking at it, studying it, and using it for practical purposes. There is a legend you can study as well, that will tell you what everything is.
This brought up questions about weather minimums. He would point towards a point on the map, and ask weather minimums, day and night. Then he would use a real life example, of trying to fly somewhere, with made up weather conditions, and he would ask if you could fly into <points at an airport> this airport. Then says you take off and continue to fly and you would encounter <made up weather conditions>, what would you do. Could you land at <points at another airport> this airport. So make sure you know your weather minimums, in all airspace. This make this part of the oral exam a breeze. Once he saw i knew my airspace, weather minimums, maps, and navigation he was pretty confident in my knowledge.
He then started to ask about types of altitude. What they are, calculations, how to determine density altitude. He asked about flying from high temps to low, and visa versa. This brought up types of speed, and how to calculate them. Have to do some calculations to determine density altitude for conditions he made up.
Next he started to poke around in the emergency procedures area. What would i do if i lost an engine. Got intercepted. Hijacked. Lost radios <although we already went over this earlier>. Lost. How would i gain situational awareness again? What can i use to get myself back on track. (VOR's, ADF, ATC, Landmarks, Gain Altitude <CCC - Climb, Confess, Cooperate>).
He then looks at me and says, I'm happy with all of that. Lets go fly. I smiled as i did really good on the check ride oral exam. I spent a LOT of time preparing for it so i was relieved to be done, and to do well on it. The oral exam took about an hour total time. So now for the preflight.
The preflight was very uneventful. He continued to ask questions during the preflight. But he did follow me and ask what i was doing, or why i was moving the aileron, or what i was looking for when i was looking in to check if there was thread past the nut on the bolts in the elevator. But i ALWAYS do a meticulous preflight. I like to ENSURE the aircraft im flying is in good working order. Once i was done with the preflight inspection, i grabbed the checklist, and one by one, made sure i got everything. I then gave the DE a safety briefing.
Rule #4: You are pilot in command. You are in charge. Always give a safety briefing to tell passengers what to do, and rules to abide by. Remember this.
I first told him about the exits. 2 exits. One on each side. How to open the door. Fasten seat belt. I asked him to tell me if he smelt smoke or saw smoke, to tell me. I mentioned the fire extinguisher. I told him in the event of a off airport landing, to go to the back of the aircraft when vacating.
We got into the airplane. He insisted he knew how to operate the seat belts, and the door, so i don't need to show him, or assist him. I got belted in, put on my knee board, grabbed my checklist, and started to go through the checklist. Started the engine, and today, she started right up. No hesitation, no trouble, in maybe 2 full rotations of the prop. I continued through the checklist, and got ATIS, and we were ready. Weather was good but strong. Few at 12,000, wind 330@11, Visibility 10. Alt: 30.12. Besides the strong wind, perfect conditions. Crosswind correction during taxi, takeoff and landing is crucial at this point. Climb into and Dive away. I kept whispering that to myself as i was taxing.
Before getting a starting roll to taxi, i pulled the yoke all the way back, and let it roll just a little then applied brakes. We come to a stop. Good the brakes work. This is important. I would hate to be rolling faster than slow walk without brakes. I check this NOW when i start to roll, and if the brakes did not stop me, i would chop the power. Make sure you do this. I do it not only for the check ride, but every time i fly.
We get clearance to taxi to 34L so we have a little while to go. I taxi to the run up area, and we stop, and out comes the checklist again. Perform the run up. He asked what i was looking for on the MAG check. So make sure you know what is acceptable, and what would make you question the airplane. We get the run up done. He asks me to do a short field takeoff. I taxi up to the hold short line, and look for traffic, and contact tower to get the clearance for takeoff. I get clearance for takeoff below 3000, @ or above 2500.
I tell him i would use every inch of runway, but we had landing traffic behind us, so he said i dont need to get to the very edge. Just taxi into place, and do the short field. I do my 10 degree of flaps, Engine to full while holding the brakes. Check instruments, release brakes, and climb at 58. I wobbled on the runway just a bit while gaining speed and keeping crosswind correction, but we stay close to the center line, and then climb out. I turn crosswind, and begin to level out at 1800. I don't know why. I guess im use to the traffic pattern being 1800 at van nuys. He asks me why im leveling off, i catch this and begin to climb. I see him out of the corner of my eye start writing something on his paper.
Rule #5: Do not care what the DE is writing down on the paper. As long as they don't have to take the controls, and they don't tell you it's over. Don't worry about it. They could just be taking notes!!!
We turn downwind and once at the flood basin he asks me to show him on the G1000, how to find a VOR, and then he wants me to tune it into the NAV. I quickly scan for traffic, and start to find the VNY VOR. I glance over at my altimeter and we are coming up on 2800'. So i pitch down, trim the airplane, and then continue finding the VOR. I find it and tune it. He wants me to turn west and then track until we are on the 184 degree radial, then tell him.
I do this, and along the way he is asking me to turn to this heading, turn to this heading. Once outside of burbanks airspace, he starts asking me to turn left and descend, then turn right and climb, then half way through, he would change his mind. Coming up on the 184 radial he asks me to contact socal and request flight following while we are maneuvering. I tune up 134.2 and ask for flight following which they kindly give me. Once i put in the squawk code and we received radar coverage, we got to the 184 radial of the VOR and i informed him of this. He acknowledged.
He then asked me to perform slow flight. No problem. Slow, add flaps, at 55 add power to 1800 and stay coordinated. We flew like this for a little while. Then he asked for a power off stall. Easy since we were already in slow flight. I pulled back the power, and we stalled about 5 seconds after. I recovered in about 70 feet. Then he asked me to climb back up and do a power on stall. Climb to requested altitude, and then pulled the power. Once at rotation speed, power to full, and pull up. We stall and i recover in about 50 feet.
He then asks for power on and off stall while in a bank. I perform this no problem. He then asks for steep turns. Ohh no. This is the one i can do, but am scared of not doing well. I setup for this, after doing clearing turns, but he wants 180 one direction to a 180 the other direction for the steep turns. I enter, and immediately begin to loose altitude and go beyond airspeed. He asks what airspeed im suppose to be at, and tells me to get setup and try it again. (OUCH!!!). I get setup again, go into it, and this time was perfect. I stayed within 10ft of my attitude. On the rolling to the other 180 i gained about 20 feet as i didn't put enough forward pressure on the yoke. (This is because i use the trim to help keep me in the steep turn). But i gradually loose that on the other turn, and roll out right on heading, airspeed and altitude.
He pulls the power on me. We are about 4500' and i know exactly where to go. We are in the mid valley on the west end. There is a huge empty dirt area. (I'm assuming it's for flooding). I turn towards that and get the plane slowed to best glide (68 knts), trim it to stay there, and start my checklist. Fuel selector both, shutoff valve in, mixture full, throttle full, fuel pump on, mags both. I ask if the engine restarts and he says no. So i run though the next checklist. Mags off, fuel pump off, throttle idle, mixture full lean, cutoff valve out, fuel selector left, squawk 7700, contact ATC (We were on with socal so that would be a easy call), ELT, I go over the procedure with him which was: When we get close, unlatch and open the door, but hold it shut. When exiting, go to the back of the airplane. We get almost to the field, and he tells me to climb and get back up to 4500'.
I get back to 4500' and he asks me to use the autopilot to keep the plane level. I for some reason kept hitting arm, instead of ALT to set the +/- FPM climb rate. It takes me a minute, but i get it. He mentions that i should have been hitting ALT instead of ARM. I know. Guess i got a little jumpy. He asks me to put on the hood. Instrument time. I ask him to take the airplane as the mask goes on, he pulls way up, and banks to the side, and pulls power and then says "Ohh No. Fix this". I grab the controls and get her back under control.
I get the airplane back under control, and he asks me to find the frequency for KSMO. I grab my sectional and as im looking at it, we get into a banked nose dive at full power. He yells "Help, Take the Controls!!". I look at the instruments, and adjust the airplane to get it under control. He then asks me to really get the frequencies and he wouldn't do that again. I get the freq and start to listen to ATIS in the background. Get the settings, and he asks me to use the GPS to plan a flight to SMO, and fly to it using the GPS route proposed. I do a direct to and put in KSMO, and there we go.
I fly the heading proposed by the GPS. He asks how long it will take to get there. I look at the GPS info on the glass screen in front of me, and tell him 20 minutes. He then has me talk to SoCal, and tell them we are going to KSMO. We continue flying and i dont really hear anything out of him. Still under the hood, still flying to SMO using the GPS course, and right on course. About 10 miles out, i contact SoCal and ask them to cancel flight following and we are going to be landing in KSMO. We get handed off to KSMO and i contact them. They ask me to enter right traffic.
Wind was 230@8, so i was landing on runway 3. About 5 miles out , he asks me to take off the hood, and enter the pattern. I do this and we come around for a landing. We were cleared to land, and i came in way too high!!!. I should have pulled power a lot sooner, but i didn't want to be low. So i kept making small power adjustments, instead of effective adjustments. I tried to slip it in to loose speed and altitude, but was unsuccessful. So still a decent distance in the air and before the runway, i make the executive decision. I didn't like this situation. This called for a GO AROUND.
Rule #6: My flight instructor has told me many times, if your too high right now, your going to be way too high in just a few seconds, and then even more a few seconds after that. So DO SOMETHING ABOUT IT. If needed, make large power adjustments to get yourself back on glideslope. Then get re-established. And if it doesn't feel right, or you can not get established, try it again. DO NOT FORCE A LANDING. Go around. Try it again.
Here was my go around. I inform the tower we are going around, and they tell us to make left traffic 3. So we climb to patter altitude, and fly in the pattern. He asks for a regular landing, and while rolling keep the nose wheel up, and do a soft field takeoff. This sounds a little tricky but doable.
I get setup for the landing, and get cleared to land. I come in and we touch down, i pull flaps to 10, keep the nose wheel up, and have to use ALOT of rudder to keep us on the runway. I had my foot just about full right rudder. We come off the ground, and i didn't push right away. He pushes the controls, so i level out, and then leans back into his seat. I fly in ground effect for a few and take off into the sky. He asks for another landing for just a normal touch and go.
We get back into the pattern and get are #2 after a jet. I pulled power back to get setup , and he asked if i had the jet in sight yet, i said no, and he asked my i was pulling back power and starting to descend. Good point. Its natural for me to begin to setup for landing abeam the numbers. I put the power back in and climb to pattern attitude. The jet passes me and ATC tells me to turn base. I turn base and start to get setup.
As im coming in, i keep using the ailerons to try and keep lined up with the runway, and he shakes the controls, and says that's not going to do it, and to use rudder. I apply a bit more rudder, and keep the nose down the center line, and we come in for a good landing. Retract flaps, take back off. He tells me to go back to van nuys, and he wants a short field landing, and off at the first taxi way.
I inform KSMO that we are going to van nuys, and they tell us to make left downwind. We turn and he asks me how im going to get there. I said i could use the GPS, and he said no. What landmarks. I mention the getty center, and he tells me to fly to the getty center and then contact van nuys, and land. I climb to 3000 to get over the hill, but to stay below burbanks airspace, i have to drop down after to under 3000 right after the hills.
Contact Van Nuys and get 34R as my runway. I get the plane down to 61 knots for short field landing. I'm getting nervous of another go around, and once i got a little high, i pulled more power and pitched for 61. I kept it at 61 the entire time coming down. I put in full flaps, and touched right at the numbers. We landed hard, i braked, and we were safely slowed before the first taxi way. I pulled off at the first taxiway and had to wait for another aircraft to land on 34L before i was able to cross the other runway. I turned off strobe as i was doing my after landing checklist, and that was one of the items, and the DE mentioned keep it on until clear of active runways. I quickly turned it back on.
We taxied over to the parking spot, and the DE went over his notes with me. He had a few things to critique, but all in all, he said i did well, and just need to focus a little bit more, and if i'm high pull the power. If i'm off altitude, fix it. If i don't have the plane in sight i'm landing after, don't descend. He asked what if we lost an engine, in Santa Monica, when we were landing after the other plane, once we turned to base behind the jet, if we continued to descend. We would not have many options and be low to the ground. if we were still at pattern altitude, we would have more chances, and may be able to glide to the airport. He mentioned the autopilot and to not push buttons so quick, and take a minute to look at what it says. All valid points. I took everything he said to heart. All things to make me a better pilot.
He then said, "CONGRATULATIONS. You are now a private pilot!!!". He extended his hand with a smile, and shook my hand. I couldn't help but smile, and let out a sigh of relief. I DID IT. All the hard work, and dedication, paid off. He smiled and then said to tie down the plane, and meet him inside, once i'm done. I do exactly that. Tie her down, get my belongings, and i walked into Pentastar PROUD. It was the Proudest moment in my life. I was so ecstatic i passed. 1 1/2 years and I had my pilots license. It took a total of 76 hours for me to get it, and many many flights.
I have been flying since, and love every single flight. I have taken friends and family to many different places already. This will be a passion that i will have for my entire life. I will keep posting tutorials to the blog, and stuff i learn. So don't fret. More blogs to come!!
I tell him i would use every inch of runway, but we had landing traffic behind us, so he said i dont need to get to the very edge. Just taxi into place, and do the short field. I do my 10 degree of flaps, Engine to full while holding the brakes. Check instruments, release brakes, and climb at 58. I wobbled on the runway just a bit while gaining speed and keeping crosswind correction, but we stay close to the center line, and then climb out. I turn crosswind, and begin to level out at 1800. I don't know why. I guess im use to the traffic pattern being 1800 at van nuys. He asks me why im leveling off, i catch this and begin to climb. I see him out of the corner of my eye start writing something on his paper.
Rule #5: Do not care what the DE is writing down on the paper. As long as they don't have to take the controls, and they don't tell you it's over. Don't worry about it. They could just be taking notes!!!
We turn downwind and once at the flood basin he asks me to show him on the G1000, how to find a VOR, and then he wants me to tune it into the NAV. I quickly scan for traffic, and start to find the VNY VOR. I glance over at my altimeter and we are coming up on 2800'. So i pitch down, trim the airplane, and then continue finding the VOR. I find it and tune it. He wants me to turn west and then track until we are on the 184 degree radial, then tell him.
I do this, and along the way he is asking me to turn to this heading, turn to this heading. Once outside of burbanks airspace, he starts asking me to turn left and descend, then turn right and climb, then half way through, he would change his mind. Coming up on the 184 radial he asks me to contact socal and request flight following while we are maneuvering. I tune up 134.2 and ask for flight following which they kindly give me. Once i put in the squawk code and we received radar coverage, we got to the 184 radial of the VOR and i informed him of this. He acknowledged.
He then asked me to perform slow flight. No problem. Slow, add flaps, at 55 add power to 1800 and stay coordinated. We flew like this for a little while. Then he asked for a power off stall. Easy since we were already in slow flight. I pulled back the power, and we stalled about 5 seconds after. I recovered in about 70 feet. Then he asked me to climb back up and do a power on stall. Climb to requested altitude, and then pulled the power. Once at rotation speed, power to full, and pull up. We stall and i recover in about 50 feet.
He then asks for power on and off stall while in a bank. I perform this no problem. He then asks for steep turns. Ohh no. This is the one i can do, but am scared of not doing well. I setup for this, after doing clearing turns, but he wants 180 one direction to a 180 the other direction for the steep turns. I enter, and immediately begin to loose altitude and go beyond airspeed. He asks what airspeed im suppose to be at, and tells me to get setup and try it again. (OUCH!!!). I get setup again, go into it, and this time was perfect. I stayed within 10ft of my attitude. On the rolling to the other 180 i gained about 20 feet as i didn't put enough forward pressure on the yoke. (This is because i use the trim to help keep me in the steep turn). But i gradually loose that on the other turn, and roll out right on heading, airspeed and altitude.
I get back to 4500' and he asks me to use the autopilot to keep the plane level. I for some reason kept hitting arm, instead of ALT to set the +/- FPM climb rate. It takes me a minute, but i get it. He mentions that i should have been hitting ALT instead of ARM. I know. Guess i got a little jumpy. He asks me to put on the hood. Instrument time. I ask him to take the airplane as the mask goes on, he pulls way up, and banks to the side, and pulls power and then says "Ohh No. Fix this". I grab the controls and get her back under control.
I fly the heading proposed by the GPS. He asks how long it will take to get there. I look at the GPS info on the glass screen in front of me, and tell him 20 minutes. He then has me talk to SoCal, and tell them we are going to KSMO. We continue flying and i dont really hear anything out of him. Still under the hood, still flying to SMO using the GPS course, and right on course. About 10 miles out, i contact SoCal and ask them to cancel flight following and we are going to be landing in KSMO. We get handed off to KSMO and i contact them. They ask me to enter right traffic.
Rule #6: My flight instructor has told me many times, if your too high right now, your going to be way too high in just a few seconds, and then even more a few seconds after that. So DO SOMETHING ABOUT IT. If needed, make large power adjustments to get yourself back on glideslope. Then get re-established. And if it doesn't feel right, or you can not get established, try it again. DO NOT FORCE A LANDING. Go around. Try it again.
Here was my go around. I inform the tower we are going around, and they tell us to make left traffic 3. So we climb to patter altitude, and fly in the pattern. He asks for a regular landing, and while rolling keep the nose wheel up, and do a soft field takeoff. This sounds a little tricky but doable.
I get setup for the landing, and get cleared to land. I come in and we touch down, i pull flaps to 10, keep the nose wheel up, and have to use ALOT of rudder to keep us on the runway. I had my foot just about full right rudder. We come off the ground, and i didn't push right away. He pushes the controls, so i level out, and then leans back into his seat. I fly in ground effect for a few and take off into the sky. He asks for another landing for just a normal touch and go.
We get back into the pattern and get are #2 after a jet. I pulled power back to get setup , and he asked if i had the jet in sight yet, i said no, and he asked my i was pulling back power and starting to descend. Good point. Its natural for me to begin to setup for landing abeam the numbers. I put the power back in and climb to pattern attitude. The jet passes me and ATC tells me to turn base. I turn base and start to get setup.
I inform KSMO that we are going to van nuys, and they tell us to make left downwind. We turn and he asks me how im going to get there. I said i could use the GPS, and he said no. What landmarks. I mention the getty center, and he tells me to fly to the getty center and then contact van nuys, and land. I climb to 3000 to get over the hill, but to stay below burbanks airspace, i have to drop down after to under 3000 right after the hills.
We taxied over to the parking spot, and the DE went over his notes with me. He had a few things to critique, but all in all, he said i did well, and just need to focus a little bit more, and if i'm high pull the power. If i'm off altitude, fix it. If i don't have the plane in sight i'm landing after, don't descend. He asked what if we lost an engine, in Santa Monica, when we were landing after the other plane, once we turned to base behind the jet, if we continued to descend. We would not have many options and be low to the ground. if we were still at pattern altitude, we would have more chances, and may be able to glide to the airport. He mentioned the autopilot and to not push buttons so quick, and take a minute to look at what it says. All valid points. I took everything he said to heart. All things to make me a better pilot.
He then said, "CONGRATULATIONS. You are now a private pilot!!!". He extended his hand with a smile, and shook my hand. I couldn't help but smile, and let out a sigh of relief. I DID IT. All the hard work, and dedication, paid off. He smiled and then said to tie down the plane, and meet him inside, once i'm done. I do exactly that. Tie her down, get my belongings, and i walked into Pentastar PROUD. It was the Proudest moment in my life. I was so ecstatic i passed. 1 1/2 years and I had my pilots license. It took a total of 76 hours for me to get it, and many many flights.
I have been flying since, and love every single flight. I have taken friends and family to many different places already. This will be a passion that i will have for my entire life. I will keep posting tutorials to the blog, and stuff i learn. So don't fret. More blogs to come!!
No comments:
Post a Comment