Lesson 29: Mocked by CFI1
08/08/2007 Filed in: Flying
Wednesday - 08/08/07
Mock checkride today with CFI1. For once, the visibility is good. The weather here is still north of 100 daily, so I'm glad we're starting at 7am today.
CFI1 and I discuss the plan a bit, which is to head towards Shelbyville (KSYI), hopefully locating my checkpoints along the way, practice maneuvers again, and then head back for landings. A main focus of mine for today is to not screw up the approach to Smyrna from the south today. I've yet to get that right, and it's beginning to get on my nerves.
I handle the preflight as usual and then begin my exterior summary check, which includes a final view of the airplane from about 30 feet away. I see the pitot cover ribbon flapping in the wind.
Me: What the... I know I removed that!
CFI1: <looking sheepish>
Me: Did you put that on there?
CFI1: Just making sure you were paying attention.
Oh, I see. Well I can think of all kinds of ways to make sure he's paying attention later in our flight. I file most of them away for now in the interest of preparation.
Apparently he's had plenty of time on his hands during my preflight (I'm really quite slow about it). When I climb in, he's ever so slightly pulled the fuel valve and tripped a circuit breaker like he did in our third lesson together. I don't even glance his way as I fix them both and continue with the checklist. I'm more concerned with any new tricks he may not have shown me yet. Definitely on high alert now.
The rest of the checklists go smoothly and we're off towards KSYI in short order.
My first checkpoint is an unmistakable 1500 foot MSL tower immediately south of Smyrna. CFI1 has affectionately labeled it the "Diamond skewer". I find the name pretty hilarious, despite its ominous underpinnings.
Anyway, I find it without issue and then it's several miles of VOR practice until we reach Shelbyville.
CFI1: You ever done a 0G pushover?
Me: Nope.
CFI1: Wanna try one?
Me: Sure [duh!], what do I do?
CFI1: Just pull back a little and then push it over enough to make things float a little.
Me: Ok. No time like the present.
So I pull back on the stick for about 3 seconds and then push forward quickly and, apparently, a good deal more forcefully than was required. I don't know my own strength, you see.
The notepad CFI1 was holding for demonstration purposes slams into the bottom of the canopy and I hear the beginnings of a percussion ensemble from all the crap in the back.
Me: Oops.
CFI1: <chuckle> That was more of a negative G pushover.
Me: Yeah, noticed that.
On the way to Shelbyville he also pulls the engine to idle. I pitch for best glide and then look for a field. For the first time ever, I change my mind a couple of times while still high enough that it doesn't really matter. I'm happy with my final choice however, and apparently so is CFI1.
I get all setup and go through the checklist, simulated communication, all the usual business. After circling a while, I find myself on final for the field and I am, you guessed it, high. I begin to slip and it looks like I'll touchdown somewhere towards the middle of the field.
CFI1: Not bad. We were high so you probably would have come to a stop in those bushes at the end of the field.
I'll take that over not making the field, but I find myself wishing I were a better judge of the katana's gliding distance. Still, it's acceptable, if not great, and we move on to maneuvers.
Next are turns around a point, and while they're better today, there is some fine-tuning to be done. Then it's on to stalls, which are also uneventful.
CFI1: Ok, take me to Murfreesboro (KMBT).
Me: Hrm, ok. Where are we?
CFI1: You tell me.
Me: Can I use GPS?
CFI1: Try it first without it.
I knew he'd say that. So I start by checking our position against the Shelbyville VOR and then I cross that with our position from the Nashville VOR. I get a fix and mark it on my sectional. I then look off to my left at highway 840, right where it should be. We fly along it for a few minutes and I'm looking for the diamond skewer. I'm high enough that it doesn't concern me, but where is the thing??
Me: Ok, I'm here, but where's that tower?
CFI1: It's under this wing.
Me: <moving wing> Well, how about that. I know where we are now!
Navigation to KMBT is trivial from here, so I tune in the AWOS and the wind is favoring runway 18. I then tune to the CTAF and announce our position and that I'll overfly the field and enter a 45 for the downwind for that runway.
CFI1: What runway is in use?
Me: Hrm... good question.
CFI1: I heard someone announce 36.
Me: Oh.
I admit it, I'm not as attentive to CTAF radio calls when I'm still a ways out, so I often miss trivial things like the active runway. I make a mental note to get better at that, and then I call again to tell the folks anxiously awaiting my arrival that I'll enter 45 for runway 36 instead.
CFI1 has me perform a short-field landing here, and it's passable. We exit the pattern and he has me head back to the southwest so I can enter Smyrna from the south, as if we had come from my Huntsville trip on the checkride.
This time I enter the pattern, find the runway, and report to tower like a seasoned pro. I'll be one relieved pilot larva if I can manage to repeat this tomorrow.
On downwind CFI1 requests a long final and receives it. We had discussed landing at class C airports in my ground study session with him last night, and at the time I had asked about what to do when told to "keep your speed up" on final approach.
CFI1: We're going to practice that fast approach today.
Me: Oh, cool.
CFI1: Now, get the airplane descending at 500 ft per minute at around 110 knots.
Me: Ok.
CFI1: You'll also want a slightly lower approach and then we'll chop power about a mile out, put in flaps and slow it down for landing.
Well, ok, that all sounds rather dramatic, but I find myself looking forward to the process. I get the speed and descent basically right, but I can't quite bring myself to get as low as I'm instructed. We chop the power and get the flaps in and I'm still stuck way up in the air as we cross the threshold.
Me: I can land this. <starting to pull up slightly>
CFI1: What, the 55 trick?
Me: Yeah, CFI3 showed me the other day.
I pitch for 55 and the airplane basically falls out of the sky. You know, controlled and all that. We hit the runway a little hard because I forgot to add a little speed for the flare, but the airplane appears to still be servicable afterwards.
At debrief time, CFI1's main criticism is to listen more carefully at the uncontrolled fields, and he's right. That was my Achilles heel today.
CFI1: Good luck on your test. When you pass, because I know you will, you better call me.
Me: Well, that makes one of us. I could pass it or fail it on any given day, so I'm not really nervous about it. I'll do my best.
It's 9am. The checkride is scheduled at exactly 24 hours from now, and I have a lot to do between now and then.
Logged: 1.4
Comments:
tburling
Junior Member
Registered: Jul 2007
Location: Roanoke, Va
Posts: 6
I am, actually I think we all are, on the edge of our seats and wishing for a successful checkride for you. Thanks for the posts. I can relate to them as a 20hr student pilot.
What are your total hours and landings to this point?
Jeff S KDTW
Patent Pending
Registered: Jan 2003
Location: Flying at Mach 0.30
Posts: 7836
I'm feeling baited now.
I ~know~ you've taken your checkride. And I ~know~ you have passed. But I have to sit through these albeit good episodes for the finale during sweeps week.
Good job nonetheless.
By the way, when I was training for my PPL, I too wrote up most of my lessons (or at least the major ones) here on this forum. Due to forum software issues, I also copied mine into a journal along with pictures, etc.. I'm glad I did. I like to read it from time to time and know I will really be glad to have it when this whole flyin' gig is over.
__________________
Personal Photo/Aviation Website|FARs|AIM|AC|PCG|FAA Opinions
soulie13
Senior Member
Registered: Feb 2006
Location: KHEF
Posts: 391
Yeah, can we get past this checkride stuff and get back to spending your money for you on that DA40?
Also, I never look at CTAF as just another place to announce my attentions. I start listening as early as possible. Gives you a feel for how busy the field is, if anyone is doing anything unique(T&Gs, using the wrong runway, etc. etc.) On my checkride, I announced I was going to use runway 4. And then someone in the pattern announced they were using 22. To which I told my DE, "Well, it would be better to play along with everyone else, and since the wind is calm, let's circle around and use 22".
__________________
PP-ASEL
5/22/2007
Mock checkride today with CFI1. For once, the visibility is good. The weather here is still north of 100 daily, so I'm glad we're starting at 7am today.
CFI1 and I discuss the plan a bit, which is to head towards Shelbyville (KSYI), hopefully locating my checkpoints along the way, practice maneuvers again, and then head back for landings. A main focus of mine for today is to not screw up the approach to Smyrna from the south today. I've yet to get that right, and it's beginning to get on my nerves.
I handle the preflight as usual and then begin my exterior summary check, which includes a final view of the airplane from about 30 feet away. I see the pitot cover ribbon flapping in the wind.
Me: What the... I know I removed that!
CFI1: <looking sheepish>
Me: Did you put that on there?
CFI1: Just making sure you were paying attention.
Oh, I see. Well I can think of all kinds of ways to make sure he's paying attention later in our flight. I file most of them away for now in the interest of preparation.
Apparently he's had plenty of time on his hands during my preflight (I'm really quite slow about it). When I climb in, he's ever so slightly pulled the fuel valve and tripped a circuit breaker like he did in our third lesson together. I don't even glance his way as I fix them both and continue with the checklist. I'm more concerned with any new tricks he may not have shown me yet. Definitely on high alert now.
The rest of the checklists go smoothly and we're off towards KSYI in short order.
My first checkpoint is an unmistakable 1500 foot MSL tower immediately south of Smyrna. CFI1 has affectionately labeled it the "Diamond skewer". I find the name pretty hilarious, despite its ominous underpinnings.
Anyway, I find it without issue and then it's several miles of VOR practice until we reach Shelbyville.
CFI1: You ever done a 0G pushover?
Me: Nope.
CFI1: Wanna try one?
Me: Sure [duh!], what do I do?
CFI1: Just pull back a little and then push it over enough to make things float a little.
Me: Ok. No time like the present.
So I pull back on the stick for about 3 seconds and then push forward quickly and, apparently, a good deal more forcefully than was required. I don't know my own strength, you see.
The notepad CFI1 was holding for demonstration purposes slams into the bottom of the canopy and I hear the beginnings of a percussion ensemble from all the crap in the back.
Me: Oops.
CFI1: <chuckle> That was more of a negative G pushover.
Me: Yeah, noticed that.
On the way to Shelbyville he also pulls the engine to idle. I pitch for best glide and then look for a field. For the first time ever, I change my mind a couple of times while still high enough that it doesn't really matter. I'm happy with my final choice however, and apparently so is CFI1.
I get all setup and go through the checklist, simulated communication, all the usual business. After circling a while, I find myself on final for the field and I am, you guessed it, high. I begin to slip and it looks like I'll touchdown somewhere towards the middle of the field.
CFI1: Not bad. We were high so you probably would have come to a stop in those bushes at the end of the field.
I'll take that over not making the field, but I find myself wishing I were a better judge of the katana's gliding distance. Still, it's acceptable, if not great, and we move on to maneuvers.
Next are turns around a point, and while they're better today, there is some fine-tuning to be done. Then it's on to stalls, which are also uneventful.
CFI1: Ok, take me to Murfreesboro (KMBT).
Me: Hrm, ok. Where are we?
CFI1: You tell me.
Me: Can I use GPS?
CFI1: Try it first without it.
I knew he'd say that. So I start by checking our position against the Shelbyville VOR and then I cross that with our position from the Nashville VOR. I get a fix and mark it on my sectional. I then look off to my left at highway 840, right where it should be. We fly along it for a few minutes and I'm looking for the diamond skewer. I'm high enough that it doesn't concern me, but where is the thing??
Me: Ok, I'm here, but where's that tower?
CFI1: It's under this wing.
Me: <moving wing> Well, how about that. I know where we are now!
Navigation to KMBT is trivial from here, so I tune in the AWOS and the wind is favoring runway 18. I then tune to the CTAF and announce our position and that I'll overfly the field and enter a 45 for the downwind for that runway.
CFI1: What runway is in use?
Me: Hrm... good question.
CFI1: I heard someone announce 36.
Me: Oh.
I admit it, I'm not as attentive to CTAF radio calls when I'm still a ways out, so I often miss trivial things like the active runway. I make a mental note to get better at that, and then I call again to tell the folks anxiously awaiting my arrival that I'll enter 45 for runway 36 instead.
CFI1 has me perform a short-field landing here, and it's passable. We exit the pattern and he has me head back to the southwest so I can enter Smyrna from the south, as if we had come from my Huntsville trip on the checkride.
This time I enter the pattern, find the runway, and report to tower like a seasoned pro. I'll be one relieved pilot larva if I can manage to repeat this tomorrow.
On downwind CFI1 requests a long final and receives it. We had discussed landing at class C airports in my ground study session with him last night, and at the time I had asked about what to do when told to "keep your speed up" on final approach.
CFI1: We're going to practice that fast approach today.
Me: Oh, cool.
CFI1: Now, get the airplane descending at 500 ft per minute at around 110 knots.
Me: Ok.
CFI1: You'll also want a slightly lower approach and then we'll chop power about a mile out, put in flaps and slow it down for landing.
Well, ok, that all sounds rather dramatic, but I find myself looking forward to the process. I get the speed and descent basically right, but I can't quite bring myself to get as low as I'm instructed. We chop the power and get the flaps in and I'm still stuck way up in the air as we cross the threshold.
Me: I can land this. <starting to pull up slightly>
CFI1: What, the 55 trick?
Me: Yeah, CFI3 showed me the other day.
I pitch for 55 and the airplane basically falls out of the sky. You know, controlled and all that. We hit the runway a little hard because I forgot to add a little speed for the flare, but the airplane appears to still be servicable afterwards.
At debrief time, CFI1's main criticism is to listen more carefully at the uncontrolled fields, and he's right. That was my Achilles heel today.
CFI1: Good luck on your test. When you pass, because I know you will, you better call me.
Me: Well, that makes one of us. I could pass it or fail it on any given day, so I'm not really nervous about it. I'll do my best.
It's 9am. The checkride is scheduled at exactly 24 hours from now, and I have a lot to do between now and then.
Logged: 1.4
Comments:
tburling
Junior Member
Registered: Jul 2007
Location: Roanoke, Va
Posts: 6
I am, actually I think we all are, on the edge of our seats and wishing for a successful checkride for you. Thanks for the posts. I can relate to them as a 20hr student pilot.
What are your total hours and landings to this point?
Jeff S KDTW
Patent Pending
Registered: Jan 2003
Location: Flying at Mach 0.30
Posts: 7836
I'm feeling baited now.
I ~know~ you've taken your checkride. And I ~know~ you have passed. But I have to sit through these albeit good episodes for the finale during sweeps week.
Good job nonetheless.
By the way, when I was training for my PPL, I too wrote up most of my lessons (or at least the major ones) here on this forum. Due to forum software issues, I also copied mine into a journal along with pictures, etc.. I'm glad I did. I like to read it from time to time and know I will really be glad to have it when this whole flyin' gig is over.
__________________
Personal Photo/Aviation Website|FARs|AIM|AC|PCG|FAA Opinions
soulie13
Senior Member
Registered: Feb 2006
Location: KHEF
Posts: 391
Yeah, can we get past this checkride stuff and get back to spending your money for you on that DA40?
Also, I never look at CTAF as just another place to announce my attentions. I start listening as early as possible. Gives you a feel for how busy the field is, if anyone is doing anything unique(T&Gs, using the wrong runway, etc. etc.) On my checkride, I announced I was going to use runway 4. And then someone in the pattern announced they were using 22. To which I told my DE, "Well, it would be better to play along with everyone else, and since the wind is calm, let's circle around and use 22".
__________________
PP-ASEL
5/22/2007