Flying
Students, hide your logbooks...
10/02/2008
CFI Checkride Gouge
My CFI checkride is today. I'm scheduled with an FAA examiner and I'm really not feeling overly confident. This checkride is like any other I've had in that I could pass or fail it on any given day, except that this one is universally accepted as being extremely difficult. I'm reminded of this old joke:
Guy 1: I don't think I'm going to pass this test today.
Guy 2: C'mon dude... think positive!
Guy 1: Ok... I'm positive I'm not gonna pass this test today!
It's not quite that bad inside my head, but it's not wildly removed either.
Read More...
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Wait, it's 2008 now?
08/26/2008
I'm still alive. Some of you that have flown with me are probably shocked :)
Just a quick update if anybody is still reading... in no particular order, I have recently accomplished the following. One or more of these may receive more dedicated writeups as time permits in the future.
- Started www.BeechTalk.com
with Jeff Snyder
- Went to Osh Kosh
- Commercial checkride passed (SEL)
- Found an A36 to buy (coming home this week, I
hope)
- Finished CFI ground training
- Passed the following knowledge exams yesterday:
Fundamentals of Instruction, Advanced Ground
Instructor, Flight Instructor Airplane
As you can see, I've been busy. Too busy to write and keep up this site. Can't promise that will change, but I'll update it as soon as practicable :) Read More...
IFR Lesson 18 - Lateralus - The Checkride
12/21/2007
IFR Lesson 18 -
Lateralus - The Checkride
It's pretty amazing really. About two months before I began studying for the IFR written I put on my calendar the days I would take both the written and the practical tests for my instrument rating. I took the written one day earlier than I originally scheduled myself. Today is the exact day I pencilled in to take the practical, some three months prior. If I can fly as well as I schedule, this rating is as good as done.
I do wish I had gotten more sleep last night. With life in general, and the holidays in particular, intruding upon my studies, I found myself a little under prepared last night for the oral, so I stayed up later than I would have preferred to ensure the hemispheres of my brain were within 50rpm of each other. On the upside, I feel very much prepared for the oral now, and only a smidgen lean of peak in general terms for the flight. And with this paragraph, I've hit my quota of corny pilot metaphors so we can safely trudge onward.
As is my custom, I pick up doughnuts and bring them to the FBO. I was early but the DE has an office there, and I found him chatting casually with the chief pilot of the school.
Me: Here you go, gentlemen. I figure the extra sugar can only help my chances.
After a brief, but welcome, delay cramming warm, glazed doughnuts down the pipe and cutting up with two pilots with more combined total flight time than I have total time breathing, it's time to begin the oral. I may have exaggerated slightly. I forget that I'm getting "old".
We start with the customary logbook, 8710, and payment dance. He then goes over the IFR flight I've planned per his instructions and has a few questions about that. No problems there, really. Afterwards, he asks for a weight and balance for the flight and I immediately produce that. Unfortunately, we'll have to drain some fuel from the airplane to be under gross, but I'm aware of this and have notified the school about it. He appears pleased that I have not overlooked this detail. Score one for me and high-fructose corn syrup!
Now it's time for DE to take the lead and for me try real hard not to step on his toes or dip him at the wrong moment in the tune. Here are the questions I can remember. There were many, many others that I can't. It was a long, thorough session of question, answers, and discussion.
1. How often should we do a VOR check?
Every 30 days
2. Describe the ways do that.
VOT, designated check point, airborne check, dual VOR check
3. What is the frequency for a VOT at smyrna?
110.2
4. Where is that information listed?
AFD
5. What are three sources of in-flight weather advisories?
AIRMET, SIGMET and convective SIGMET.
At first I just really didn't understand the question, somewhat out of context as it was. Then he spotted me "AIRMET" and it all came tumbling out. Brain lock.
6. How often are AIRMETs issued?
Every 6 hours (he then prodded me for "or as needed")
7. What are the three types of AIRMETS and what are they for?
Sierra (IFR), Tango (turbulence), Zulu (ice)
8. To whom do they apply?
Small aircraft
9. To what weather phenomena might a SIGMET alert you?
Turbulence, wind shear, icing, ash, etc
I needed a bit more prodding here, but got a few without it.
10. What about a convective SIGMET?
Thunderstorms, hail, tornadoes, etc
11. To whom do they apply?
All aircraft
12. At what airspeed do you fly the approaches?
About 90 (correct, but bad answer, see question 13)
13. About 90 huh? So which is it? Category A or B?
I said B and explained it was based on the fastest portion of the approach not the slowest. He nodded in apparent satisfaction.
14. At what temperature should you be concerned with ice potential?
+/- 5 degrees C
15. At what temperature/dewpoint spread should you be concerned about the formation of fog?
2 degrees C
16. What procedure should you follow if you lose a radio?*
Answer he wanted and that your DE will want: Assigned, vectored, expected, filed
Originally I stated that, while this wasn't the answer he was looking for, I would pull out my backup radio. Then as I began to explain the actual answer he interrupted and began to go through it himself. Wanting to show him that I knew the material, I interrupted back as he arrived at "filed". I think that kind of perturbed him, but it was important to me to show that I wasn't being flippant out of ignorance, I just truly would pull out my backup radio. Flippant would be to describe how I would curse when I discovered the dead batteries.
17. En route charts: At what altitude would you file this route?
Looked at chart and give him the MEA
18. En route charts: At what altitude would you cross this fix?
Looked at chart, noted the MCA flag and gave him the MEA on the other side of the flag
19. En route charts: What does this symbol mean? (MCA flag)
Cross at or above the altitude on other side
20. Runway signs. 26 of them.
A quiz given in the form of matching the description next to the sign picture.
Of the 26, he counted 7 that I missed. I did not want to be the one to point out to him that, because it's a matching quiz and I didn't use any answers twice, I could not have missed an odd number. Thus I either actually missed either 6 or 8 [Edit - Oops, yes you can, my mistake, 7 is the number]. Complicating the matter further, he tallied the grade as 68 instead of 73. I tried to alert him to that, as if it somehow made my performance stellar, but he just looked at my quizzically so I decided to let it drop, filing it away for clarification in the unlikely event that he failed me on the oral based solely on this result.
DE: Didn't do too well on that did you?
Me: No, sir.
A couple of the symbols I'd never seen before in my life. A couple of them, like the runway hold short and the free-movement area demarcation line look similar and are much easier to discern in context than on a piece of paper. I believe I transposed the answers for those, for example. Others had odd descriptions like "holding short of this line is imperative to ensure wingtip clearance of passing aircraft", and therefore were ambiguous as it could be the answer for more than one of the symbols.
Don't mean to sound like I'm making excuses, but I really do know my airport symbols and lights pretty well. Still, I was not able to demonstrate that on his quiz for one reason or another. The results speak for themselves so my answer to him was straight-forward: I didn't do well.
21. When must you file an alternate?
If weather forecast within 1 hour earlier or later than arrival time is worse than 2000 ft ceilings and 3 nm vis.
22. What are the following: MEA, MCA, MOCA, MRA, MSA
Min Enroute Altitude
Min Crossing Altitude
Min Obstruction Clearance Altitude
Min Reception Altitude
Min Safe Altitude
23. What items are included in a position report?
Position, time, altitude, type, estimate, next
24. What are the Part 91 takeoff minimums?
There aren't any
25. What are your personal takeoff minimums?
1000 ft ceiling, 2nm vis
26. Why do these two adjacent en route charts not line up correctly at the edges?
The scale of the charts is different
27. What are some benefits of filing and flying IFR?
Less weather worries, you're in the system, etc
He prompted me for traffic separation, TFRs, etc. I actually had in mind TFR avoidance by my "in the system" comment but had not explicitly stated it.
28. How often must the altimeter / transponder / etc be checked?
24 calendar months
29. Describe the current requirements for instrument flying.
6 approaches within 6 months
30. What must you do if you let your currency lapse more than 12 months?
You must take an instrument proficiency check flight
31. Where might you encounter wind shear?
Near thunderstorms, temperature inversions
32. Are you more likely to encounter strong wind shear ahead of a cold front or a warm front?
Warm front (did not know this one)
33. What should you do if you encounter wind shear?
Be aware of large performance decreases, be ready to apply power and go around as necessary
34. Where might you encounter a microburst?
Near a thunderstorm
35. What should you do if you encounter a microburst?
"I'm probably screwed. But I'll apply power and try to get out of there anyway."
36. What altitude would you file if going east?
Odd thousands
37. Is that magnetic, true and heading or course?
Magnetic course. Embarrassingly, I answered magnetic heading and he corrected me.
After several hours of back and forth on the above, he puts his hands on the table and looks out the window.
DE: Looks like it's clearing up out there. Let's go fly.
So, it wasn't my best performance on an oral, but I was reasonably pleased with it. Keep in mind that I tend to remember questions I stumbled on better than ones I got right immediately so the stumbles are probably over-represented in the above. If not for the sign quiz, I'd have been very pleased with my performance on the oral. But I've passed, so time to get my head in the game for the flight portion.
Incidentally, the following should not be construed as a complete description of the approaches and related items that I performed on the ride, but it's a reasonable representation of the kinds of things that will be required of a pilot on an IFR checkride.
I preflight the airplane before he comes down from his office, and I'm finding myself a lot more nervous than usual for this ride. As part of the preflight, I perform a VOR check and note it's within 1 degree. That'll do. Then I make a point of checking the departure procedures for MQY in the US Terminal Procedures book. I have heard stories of guys who did not do this, particularly at untowered fields, and received a pink note to take home to mommy for their lack of caution.
I take off and flip down the glasses at 300 AGL. He requests that I level off at 2500 to stay VFR, and I graciously comply. Except that the DE successfully distracts me just before level off by asking me to check the highest obstacle in the MSA area for MQY. As I'm doing so, I notice the altitude coming up quickly, but my level off is crap and I'm immediately dangerously close to busting out of my 100 ft PTS grace confinement.
DE: (gruff and annoyed) Does this airplane have trim on it?
Me: Yes, sir, just getting to that now.
I trim the airplane and get it where it should be, acutely aware of how close a call that little fiasco was.
Next up are constant airspeed climbs, descents, turning descents, turning climbs, etc. Mainly because of the bumps present down this low, these weren't fantastic, but I was +/- 5 most of the time. DE seemed satisfied with it all.
He also asked me to slow down to 80 knots in level flight which, despite having practiced it, is surprisingly tricky to do. I opted to use one notch of flaps to help get there and increase lift a bit, but looking back on it this was almost certainly unnecessary. Still, it helped as we transitioned to slow flight and other maneuvers afterwards, so meh.
A few unusual attitudes and various other maneuvers later and it's time to start our approaches. We start with a VOR approach.
DE: First give me a hold, standard turns, on this intersection (pointing to plate)
The point at which I was to hold was a DME waypoint, 18nm from the BNA VOR. Since there's no DME in the Katana, you have to use the "Nearest VOR" page in the Garmin 420 to simulate DME instead. I tune in and identify the VOR, turn to the Nearest VOR page on the Garmin, and begin to dial in the inbound course on the OBS. I got this. No problem.
DE: Uh.... I'm trying to figure out what you're doing.
That statement seriously unnerved me. Now I'm sure I've done something wrong, but I can't figure out what!
I look again at the chart, back to the OBS and begin to doubt myself. Did I put in the wrong course? Surely not. Nope, looks right. Nevertheless, I began to dial in the reciprocal just in case that's what he was looking for.
DE: No, put that back where you had it.
At this point I'm throughly confused and coming up quickly on the point where I need to figure out the hold entry and start turning. Fortunately, it's a direct hold so it doesn't complicate what is quickly becoming a confusing situation. I decide to let him be confused and I start my turn back outbound in the hold based on the "DME" on the 420 and just hope for the best. As I begin to time the outbound leg...
DE: Why are you doing this the hard way?
He turns the 420 back to the moving map, loads the approach and shows me the waypoint on there. Well hell, that's what he meant! He was confused about the nearest VOR thing on the Garmin. Well, that's how CFII and I have always done it, and I (incorrectly) assumed he wanted me to simulate a VOR approach and hold w/o using GPS. I so love miscommunication and false assumptions on checkrides.
DE: Use every tool you've got. Make it as easy as you can.
Me: Ok, roger that.
Now that we're finally on the same page with regard to this approach, I turn back inbound and he appears satisfied with my hold. Now it's time to begin the approach in earnest.
I get to the intermediate leg and begin my descent down to 1900 at 700-800 fpm like we always practiced on non-precision approaches.
DE: What's your hurry to get low? How long do you have to get down there?
Me: About 4 more miles.
Presumably, he wanted me to slow down my descent to something that would have me reach the FAF at the prescribed altitude. From this point, maybe something like 200 fpm. That's counter to the way I've read about and practiced, so I have a bit of trouble finding a power setting that will slow the descent and keep my airspeed within PTS. Consequently I end up fighting the aircraft with trim, throttle, and pitch all at the same time in a precariously unbalanced dance to remain within standards.
This is not going well.
Finally I get to the FAF and descend down to minimums. Sure enough, runway environment in sight, time to go missed per the instructions received from BNA approach. After that we'll start our next approach, but I am already feeling frazzled, and DE must have noticed.
DE: Get yourself a drink there... relax.
Me: (big exhale) Ok...
Me: You're not seeing the best of what I got.
DE: (mock surprise) What?! You mean you fly better without me in the airplane? (chuckle)
Heh, yeah, I do actually. Although I see his point and can only imagine the number of times he's heard that tidbit. Let's see if we can pull this together for the next approach. First he fails the attitude indicator and DG then tells me I'll be flying a GPS approach.
This one goes considerably better, except that the airspeed/descent thing is a concern again. Other than that, I manage not to bust the minimums and go missed at the appropriate time.
As I'm ascending and turning for the missed, he tells me to dial up the ILS 32 for Smyrna. As I'm doing that, I overshoot the assigned altitude by *almost* 100 feet. I immediately correct it and nose down aggressively.
DE: Whoa, that was a big bump there.
Me: (chuckle) Yes, it was.
Score two distractions for DE, dammit.
Next he "fails" the GPS for the ILS 32 approach. I just slightly overshoot the turn inbound on the localizer, but nothing that can't be easily cured. I correct for the wind, capture the glideslope, and fly right on down to circling minimums with virtually no trouble. In an error that would send CFII's blood boiling, I fiddle with the throttle trying to maintain the airspeed. Had I been thinking clearly, I would have simply left it alone as I had been taught, but I've been successfully put off my game by this ride to the point that I'm no longer performing up to my usual standards. Here's betting I bounce the landing.
Still, the approach is clearly made from the passing mold and he gives me the nod. From here it's a simple matter of circling, landing, taxiing, and not saying or doing anything (else) stupid.
As we're shutting down the DE looks at me for the post-flight debrief.
DE: Ok, you made it. The main thing I have to say is "Trim the airplane!" You fought with pitch and throttle and nearly busted the airpseed several times. Let the trim do the work for you.
Me: Yes, sir.
So there you have it. I passed, but it was a performance not altogether praiseworthy. In the past, I've had some of my best flights ever during checkrides, so I guess it's an inevitability that this trend would not continue indefinitely. Still, I like passing with flying colors and it appears this time those colors are rather bland shades of beige.
At this point, all I can do is recognize and learn from the mistakes I made, as well as recognizing the successful parts of the flight. Thus, in avoiding overthinking and overanalyzing my performance, per the admonitions found in the lyrics of the song serving as the title of this post, let's spiral out to new territory. I feel like I have a whole world of potential flying destinations that just opened up for me with this rating. The additional freedom is breathtaking, and I am most anxious to exercise my new privledges.
As an aside, you may have noticed all the titles of my IFR lesson posts were song titles. For those that care, here is the list. It'd make for an eclectic iTunes playlist, I'll tell ya that.
1. Aint No Sunshine - Bill Withers
2. Even Better than the Real Thing - U2
3. Hold Me Now - Thompson Twins
4. Blame Canada - Southpark (Trey Parker, Matt Stone)
5. Since I Lost My Baby - The Temptations
6. Mama I'm Coming Home - Ozzy Osbourne
7. It's Not Easy Being Green - Kermit the Frog
8. Tones of Home - Blind Melon
9. All Along the Watchtower - Jimi Hendrix
10. If You Could Only See - Tonic
11. Crossfire - Stevie Ray Vaughan
12. Long Way Around - Chris Whitley
13. All Falls Away - Big Jim Slade
14. The Last Mile - Cinderella
15. Monkey Business - Skid Row
16. Rumblin Train - Badlands
17. Countdown - Rush
18. Lateralus - Tool
And in my usual tradition of sharing pictures of the journey, here's another slideshow. This one is set to a song that I've never heard in an aviation video before. And while not strictly within the bounds of the song's intended meaning, I think it's a very fitting tune for aviators. Hope you enjoy it.
But first, a hearty thanks to everyone who read these entries, offered encouragement or advice, and generally supported my efforts. I'm very grateful for the opportunity to learn from other pilots in describing the trials and tribulations of training through my writeups. So again, thank you. And to CFII, thanks for everything, I really couldn't ask for a better instructor.
Now, where did I put those commercial ticket requirements...
It's pretty amazing really. About two months before I began studying for the IFR written I put on my calendar the days I would take both the written and the practical tests for my instrument rating. I took the written one day earlier than I originally scheduled myself. Today is the exact day I pencilled in to take the practical, some three months prior. If I can fly as well as I schedule, this rating is as good as done.
I do wish I had gotten more sleep last night. With life in general, and the holidays in particular, intruding upon my studies, I found myself a little under prepared last night for the oral, so I stayed up later than I would have preferred to ensure the hemispheres of my brain were within 50rpm of each other. On the upside, I feel very much prepared for the oral now, and only a smidgen lean of peak in general terms for the flight. And with this paragraph, I've hit my quota of corny pilot metaphors so we can safely trudge onward.
As is my custom, I pick up doughnuts and bring them to the FBO. I was early but the DE has an office there, and I found him chatting casually with the chief pilot of the school.
Me: Here you go, gentlemen. I figure the extra sugar can only help my chances.
After a brief, but welcome, delay cramming warm, glazed doughnuts down the pipe and cutting up with two pilots with more combined total flight time than I have total time breathing, it's time to begin the oral. I may have exaggerated slightly. I forget that I'm getting "old".
We start with the customary logbook, 8710, and payment dance. He then goes over the IFR flight I've planned per his instructions and has a few questions about that. No problems there, really. Afterwards, he asks for a weight and balance for the flight and I immediately produce that. Unfortunately, we'll have to drain some fuel from the airplane to be under gross, but I'm aware of this and have notified the school about it. He appears pleased that I have not overlooked this detail. Score one for me and high-fructose corn syrup!
Now it's time for DE to take the lead and for me try real hard not to step on his toes or dip him at the wrong moment in the tune. Here are the questions I can remember. There were many, many others that I can't. It was a long, thorough session of question, answers, and discussion.
1. How often should we do a VOR check?
Every 30 days
2. Describe the ways do that.
VOT, designated check point, airborne check, dual VOR check
3. What is the frequency for a VOT at smyrna?
110.2
4. Where is that information listed?
AFD
5. What are three sources of in-flight weather advisories?
AIRMET, SIGMET and convective SIGMET.
At first I just really didn't understand the question, somewhat out of context as it was. Then he spotted me "AIRMET" and it all came tumbling out. Brain lock.
6. How often are AIRMETs issued?
Every 6 hours (he then prodded me for "or as needed")
7. What are the three types of AIRMETS and what are they for?
Sierra (IFR), Tango (turbulence), Zulu (ice)
8. To whom do they apply?
Small aircraft
9. To what weather phenomena might a SIGMET alert you?
Turbulence, wind shear, icing, ash, etc
I needed a bit more prodding here, but got a few without it.
10. What about a convective SIGMET?
Thunderstorms, hail, tornadoes, etc
11. To whom do they apply?
All aircraft
12. At what airspeed do you fly the approaches?
About 90 (correct, but bad answer, see question 13)
13. About 90 huh? So which is it? Category A or B?
I said B and explained it was based on the fastest portion of the approach not the slowest. He nodded in apparent satisfaction.
14. At what temperature should you be concerned with ice potential?
+/- 5 degrees C
15. At what temperature/dewpoint spread should you be concerned about the formation of fog?
2 degrees C
16. What procedure should you follow if you lose a radio?*
Answer he wanted and that your DE will want: Assigned, vectored, expected, filed
Originally I stated that, while this wasn't the answer he was looking for, I would pull out my backup radio. Then as I began to explain the actual answer he interrupted and began to go through it himself. Wanting to show him that I knew the material, I interrupted back as he arrived at "filed". I think that kind of perturbed him, but it was important to me to show that I wasn't being flippant out of ignorance, I just truly would pull out my backup radio. Flippant would be to describe how I would curse when I discovered the dead batteries.
17. En route charts: At what altitude would you file this route?
Looked at chart and give him the MEA
18. En route charts: At what altitude would you cross this fix?
Looked at chart, noted the MCA flag and gave him the MEA on the other side of the flag
19. En route charts: What does this symbol mean? (MCA flag)
Cross at or above the altitude on other side
20. Runway signs. 26 of them.
A quiz given in the form of matching the description next to the sign picture.
Of the 26, he counted 7 that I missed. I did not want to be the one to point out to him that, because it's a matching quiz and I didn't use any answers twice, I could not have missed an odd number. Thus I either actually missed either 6 or 8 [Edit - Oops, yes you can, my mistake, 7 is the number]. Complicating the matter further, he tallied the grade as 68 instead of 73. I tried to alert him to that, as if it somehow made my performance stellar, but he just looked at my quizzically so I decided to let it drop, filing it away for clarification in the unlikely event that he failed me on the oral based solely on this result.
DE: Didn't do too well on that did you?
Me: No, sir.
A couple of the symbols I'd never seen before in my life. A couple of them, like the runway hold short and the free-movement area demarcation line look similar and are much easier to discern in context than on a piece of paper. I believe I transposed the answers for those, for example. Others had odd descriptions like "holding short of this line is imperative to ensure wingtip clearance of passing aircraft", and therefore were ambiguous as it could be the answer for more than one of the symbols.
Don't mean to sound like I'm making excuses, but I really do know my airport symbols and lights pretty well. Still, I was not able to demonstrate that on his quiz for one reason or another. The results speak for themselves so my answer to him was straight-forward: I didn't do well.
21. When must you file an alternate?
If weather forecast within 1 hour earlier or later than arrival time is worse than 2000 ft ceilings and 3 nm vis.
22. What are the following: MEA, MCA, MOCA, MRA, MSA
Min Enroute Altitude
Min Crossing Altitude
Min Obstruction Clearance Altitude
Min Reception Altitude
Min Safe Altitude
23. What items are included in a position report?
Position, time, altitude, type, estimate, next
24. What are the Part 91 takeoff minimums?
There aren't any
25. What are your personal takeoff minimums?
1000 ft ceiling, 2nm vis
26. Why do these two adjacent en route charts not line up correctly at the edges?
The scale of the charts is different
27. What are some benefits of filing and flying IFR?
Less weather worries, you're in the system, etc
He prompted me for traffic separation, TFRs, etc. I actually had in mind TFR avoidance by my "in the system" comment but had not explicitly stated it.
28. How often must the altimeter / transponder / etc be checked?
24 calendar months
29. Describe the current requirements for instrument flying.
6 approaches within 6 months
30. What must you do if you let your currency lapse more than 12 months?
You must take an instrument proficiency check flight
31. Where might you encounter wind shear?
Near thunderstorms, temperature inversions
32. Are you more likely to encounter strong wind shear ahead of a cold front or a warm front?
Warm front (did not know this one)
33. What should you do if you encounter wind shear?
Be aware of large performance decreases, be ready to apply power and go around as necessary
34. Where might you encounter a microburst?
Near a thunderstorm
35. What should you do if you encounter a microburst?
"I'm probably screwed. But I'll apply power and try to get out of there anyway."
36. What altitude would you file if going east?
Odd thousands
37. Is that magnetic, true and heading or course?
Magnetic course. Embarrassingly, I answered magnetic heading and he corrected me.
After several hours of back and forth on the above, he puts his hands on the table and looks out the window.
DE: Looks like it's clearing up out there. Let's go fly.
So, it wasn't my best performance on an oral, but I was reasonably pleased with it. Keep in mind that I tend to remember questions I stumbled on better than ones I got right immediately so the stumbles are probably over-represented in the above. If not for the sign quiz, I'd have been very pleased with my performance on the oral. But I've passed, so time to get my head in the game for the flight portion.
Incidentally, the following should not be construed as a complete description of the approaches and related items that I performed on the ride, but it's a reasonable representation of the kinds of things that will be required of a pilot on an IFR checkride.
I preflight the airplane before he comes down from his office, and I'm finding myself a lot more nervous than usual for this ride. As part of the preflight, I perform a VOR check and note it's within 1 degree. That'll do. Then I make a point of checking the departure procedures for MQY in the US Terminal Procedures book. I have heard stories of guys who did not do this, particularly at untowered fields, and received a pink note to take home to mommy for their lack of caution.
I take off and flip down the glasses at 300 AGL. He requests that I level off at 2500 to stay VFR, and I graciously comply. Except that the DE successfully distracts me just before level off by asking me to check the highest obstacle in the MSA area for MQY. As I'm doing so, I notice the altitude coming up quickly, but my level off is crap and I'm immediately dangerously close to busting out of my 100 ft PTS grace confinement.
DE: (gruff and annoyed) Does this airplane have trim on it?
Me: Yes, sir, just getting to that now.
I trim the airplane and get it where it should be, acutely aware of how close a call that little fiasco was.
Next up are constant airspeed climbs, descents, turning descents, turning climbs, etc. Mainly because of the bumps present down this low, these weren't fantastic, but I was +/- 5 most of the time. DE seemed satisfied with it all.
He also asked me to slow down to 80 knots in level flight which, despite having practiced it, is surprisingly tricky to do. I opted to use one notch of flaps to help get there and increase lift a bit, but looking back on it this was almost certainly unnecessary. Still, it helped as we transitioned to slow flight and other maneuvers afterwards, so meh.
A few unusual attitudes and various other maneuvers later and it's time to start our approaches. We start with a VOR approach.
DE: First give me a hold, standard turns, on this intersection (pointing to plate)
The point at which I was to hold was a DME waypoint, 18nm from the BNA VOR. Since there's no DME in the Katana, you have to use the "Nearest VOR" page in the Garmin 420 to simulate DME instead. I tune in and identify the VOR, turn to the Nearest VOR page on the Garmin, and begin to dial in the inbound course on the OBS. I got this. No problem.
DE: Uh.... I'm trying to figure out what you're doing.
That statement seriously unnerved me. Now I'm sure I've done something wrong, but I can't figure out what!
I look again at the chart, back to the OBS and begin to doubt myself. Did I put in the wrong course? Surely not. Nope, looks right. Nevertheless, I began to dial in the reciprocal just in case that's what he was looking for.
DE: No, put that back where you had it.
At this point I'm throughly confused and coming up quickly on the point where I need to figure out the hold entry and start turning. Fortunately, it's a direct hold so it doesn't complicate what is quickly becoming a confusing situation. I decide to let him be confused and I start my turn back outbound in the hold based on the "DME" on the 420 and just hope for the best. As I begin to time the outbound leg...
DE: Why are you doing this the hard way?
He turns the 420 back to the moving map, loads the approach and shows me the waypoint on there. Well hell, that's what he meant! He was confused about the nearest VOR thing on the Garmin. Well, that's how CFII and I have always done it, and I (incorrectly) assumed he wanted me to simulate a VOR approach and hold w/o using GPS. I so love miscommunication and false assumptions on checkrides.
DE: Use every tool you've got. Make it as easy as you can.
Me: Ok, roger that.
Now that we're finally on the same page with regard to this approach, I turn back inbound and he appears satisfied with my hold. Now it's time to begin the approach in earnest.
I get to the intermediate leg and begin my descent down to 1900 at 700-800 fpm like we always practiced on non-precision approaches.
DE: What's your hurry to get low? How long do you have to get down there?
Me: About 4 more miles.
Presumably, he wanted me to slow down my descent to something that would have me reach the FAF at the prescribed altitude. From this point, maybe something like 200 fpm. That's counter to the way I've read about and practiced, so I have a bit of trouble finding a power setting that will slow the descent and keep my airspeed within PTS. Consequently I end up fighting the aircraft with trim, throttle, and pitch all at the same time in a precariously unbalanced dance to remain within standards.
This is not going well.
Finally I get to the FAF and descend down to minimums. Sure enough, runway environment in sight, time to go missed per the instructions received from BNA approach. After that we'll start our next approach, but I am already feeling frazzled, and DE must have noticed.
DE: Get yourself a drink there... relax.
Me: (big exhale) Ok...
Me: You're not seeing the best of what I got.
DE: (mock surprise) What?! You mean you fly better without me in the airplane? (chuckle)
Heh, yeah, I do actually. Although I see his point and can only imagine the number of times he's heard that tidbit. Let's see if we can pull this together for the next approach. First he fails the attitude indicator and DG then tells me I'll be flying a GPS approach.
This one goes considerably better, except that the airspeed/descent thing is a concern again. Other than that, I manage not to bust the minimums and go missed at the appropriate time.
As I'm ascending and turning for the missed, he tells me to dial up the ILS 32 for Smyrna. As I'm doing that, I overshoot the assigned altitude by *almost* 100 feet. I immediately correct it and nose down aggressively.
DE: Whoa, that was a big bump there.
Me: (chuckle) Yes, it was.
Score two distractions for DE, dammit.
Next he "fails" the GPS for the ILS 32 approach. I just slightly overshoot the turn inbound on the localizer, but nothing that can't be easily cured. I correct for the wind, capture the glideslope, and fly right on down to circling minimums with virtually no trouble. In an error that would send CFII's blood boiling, I fiddle with the throttle trying to maintain the airspeed. Had I been thinking clearly, I would have simply left it alone as I had been taught, but I've been successfully put off my game by this ride to the point that I'm no longer performing up to my usual standards. Here's betting I bounce the landing.
Still, the approach is clearly made from the passing mold and he gives me the nod. From here it's a simple matter of circling, landing, taxiing, and not saying or doing anything (else) stupid.
As we're shutting down the DE looks at me for the post-flight debrief.
DE: Ok, you made it. The main thing I have to say is "Trim the airplane!" You fought with pitch and throttle and nearly busted the airpseed several times. Let the trim do the work for you.
Me: Yes, sir.
So there you have it. I passed, but it was a performance not altogether praiseworthy. In the past, I've had some of my best flights ever during checkrides, so I guess it's an inevitability that this trend would not continue indefinitely. Still, I like passing with flying colors and it appears this time those colors are rather bland shades of beige.
At this point, all I can do is recognize and learn from the mistakes I made, as well as recognizing the successful parts of the flight. Thus, in avoiding overthinking and overanalyzing my performance, per the admonitions found in the lyrics of the song serving as the title of this post, let's spiral out to new territory. I feel like I have a whole world of potential flying destinations that just opened up for me with this rating. The additional freedom is breathtaking, and I am most anxious to exercise my new privledges.
As an aside, you may have noticed all the titles of my IFR lesson posts were song titles. For those that care, here is the list. It'd make for an eclectic iTunes playlist, I'll tell ya that.
1. Aint No Sunshine - Bill Withers
2. Even Better than the Real Thing - U2
3. Hold Me Now - Thompson Twins
4. Blame Canada - Southpark (Trey Parker, Matt Stone)
5. Since I Lost My Baby - The Temptations
6. Mama I'm Coming Home - Ozzy Osbourne
7. It's Not Easy Being Green - Kermit the Frog
8. Tones of Home - Blind Melon
9. All Along the Watchtower - Jimi Hendrix
10. If You Could Only See - Tonic
11. Crossfire - Stevie Ray Vaughan
12. Long Way Around - Chris Whitley
13. All Falls Away - Big Jim Slade
14. The Last Mile - Cinderella
15. Monkey Business - Skid Row
16. Rumblin Train - Badlands
17. Countdown - Rush
18. Lateralus - Tool
And in my usual tradition of sharing pictures of the journey, here's another slideshow. This one is set to a song that I've never heard in an aviation video before. And while not strictly within the bounds of the song's intended meaning, I think it's a very fitting tune for aviators. Hope you enjoy it.
But first, a hearty thanks to everyone who read these entries, offered encouragement or advice, and generally supported my efforts. I'm very grateful for the opportunity to learn from other pilots in describing the trials and tribulations of training through my writeups. So again, thank you. And to CFII, thanks for everything, I really couldn't ask for a better instructor.
Now, where did I put those commercial ticket requirements...
IFR Lesson 17 - Countdown
12/20/2007
IFR Lesson 17 - Countdown
Test prep again. I figure that's appropriate the day before the checkride. Read More...
Test prep again. I figure that's appropriate the day before the checkride. Read More...
IFR Lesson 16 - Rumblin Train
12/19/2007
IFR Lesson 16 - Rumblin Train
Yeah, another IFR lesson writeup. Sure, I could sit here and blather on endlessly about how CFII covered up all the instruments in the cockpit and demanded I fly every approach within a 50nm radius with duct tape over my eyes and my left foot and right hand tied together. Or.... I can briefly tell you we did slow flight, stalls, unusual attitudes, and a couple approaches and then detail me and CFII goofing off for an hour in the Seminole together.
I know which one I'd want to read, and I for damn sure know which one I'd rather write! Read More...
Yeah, another IFR lesson writeup. Sure, I could sit here and blather on endlessly about how CFII covered up all the instruments in the cockpit and demanded I fly every approach within a 50nm radius with duct tape over my eyes and my left foot and right hand tied together. Or.... I can briefly tell you we did slow flight, stalls, unusual attitudes, and a couple approaches and then detail me and CFII goofing off for an hour in the Seminole together.
I know which one I'd want to read, and I for damn sure know which one I'd rather write! Read More...
IFR Lesson 15 - Monkey Business
12/18/2007
IFR Lesson 15 - Monkey Business
Today we'll mix business and pleasure.
Me: You wanna fly over to Lebanon and see if they'll rent us the Seminole?
CFII: Sure. Let's do an approach on the way.
Always thinking, that one.
I had heard from my MEI that if you trained in the Seminole, the FBO will rent it to you after you pass the checkride. Not having tried that so far, and being very close to losing multi currency, I figure today's as good a day as any to go see if I heard right. Read More...
Today we'll mix business and pleasure.
Me: You wanna fly over to Lebanon and see if they'll rent us the Seminole?
CFII: Sure. Let's do an approach on the way.
Always thinking, that one.
I had heard from my MEI that if you trained in the Seminole, the FBO will rent it to you after you pass the checkride. Not having tried that so far, and being very close to losing multi currency, I figure today's as good a day as any to go see if I heard right. Read More...
IFR Lesson 14 - The Last Mile
12/14/2007
IFR Lesson 14 - The Last Mile
Despite my horrible performance in the last lesson, I have apparently crossed
a milestone. The log entry for today's flight is the first to contain those
fateful words: "Test Prep"
CFII: Anything in particular you want to work on?
Me: I'm still shaky on just about everything.
CFII: Well, we haven't done GPS waypoint holds, so we'll start with that.
We hop into a DA-20 and rocket our way through the harrowing flight to
Murfreesboro (KMBT), a full 10nm away. I pull up the GPS 36 approach and
then... Read More...
Despite my horrible performance in the last lesson, I have apparently crossed
a milestone. The log entry for today's flight is the first to contain those
fateful words: "Test Prep"
CFII: Anything in particular you want to work on?
Me: I'm still shaky on just about everything.
CFII: Well, we haven't done GPS waypoint holds, so we'll start with that.
We hop into a DA-20 and rocket our way through the harrowing flight to
Murfreesboro (KMBT), a full 10nm away. I pull up the GPS 36 approach and
then... Read More...
IFR Lesson 13 - All Falls Away
12/13/2007
IFR Lesson 13 - All Falls Away
I apply full power and release the brakes on the Arrow just as a gaggle of crows land on either side of runway 19 about 500 ft ahead of us.
Me: Watch those birds.
CFII: Ok.
Sure enough, about 100 ft before we reach them, they spring up and fly right in front of the airplane. I immediately pull the throttle back to the stops. Brakes aren't necessary as they clear out just moments before we puree them. I continue the takeoff from there as normal and try very hard not to view a flock of suicidal ravens as an omen for the flight.
But wait, let's back up a minute... Read More...
I apply full power and release the brakes on the Arrow just as a gaggle of crows land on either side of runway 19 about 500 ft ahead of us.
Me: Watch those birds.
CFII: Ok.
Sure enough, about 100 ft before we reach them, they spring up and fly right in front of the airplane. I immediately pull the throttle back to the stops. Brakes aren't necessary as they clear out just moments before we puree them. I continue the takeoff from there as normal and try very hard not to view a flock of suicidal ravens as an omen for the flight.
But wait, let's back up a minute... Read More...
IFR Lesson 12 - Long Way Around
12/12/2007
IFR Lesson 12 - Long Way Around
CFII and I had planned to the the long IFR cross country today. The weather is... um... interesting. Seems we have IFR and LIFR in just about every direction. I call CFII to see if we're a go.
Me: This is exactly the kind of weather that would be a no-go for me personally. But if you're very comfortable, it would probably be a good experience for me.
CFII: I'm good, but we need a plane. Read More...
CFII and I had planned to the the long IFR cross country today. The weather is... um... interesting. Seems we have IFR and LIFR in just about every direction. I call CFII to see if we're a go.
Me: This is exactly the kind of weather that would be a no-go for me personally. But if you're very comfortable, it would probably be a good experience for me.
CFII: I'm good, but we need a plane. Read More...
IFR Lesson 11 - Crossfire
12/11/2007
IFR Lesson 11 - Crossfire
Another simulated IFR XC today. This time the weather is very much VFR with a few scattered clouds. We decide to take a Katana to Crossville (CSV), fly an approach there, and then fly back.
I suspect very strongly that CFII had some inside knowledge of the winds at CSV when he suggested this destination. They were reporting 190@11G17. The runways are 08/26. So basically, if I don't have enough fun on the approach, I should have plenty when I land.
Read More...
Another simulated IFR XC today. This time the weather is very much VFR with a few scattered clouds. We decide to take a Katana to Crossville (CSV), fly an approach there, and then fly back.
I suspect very strongly that CFII had some inside knowledge of the winds at CSV when he suggested this destination. They were reporting 190@11G17. The runways are 08/26. So basically, if I don't have enough fun on the approach, I should have plenty when I land.
Read More...
IFR Lesson 10 - If You Could Only See
12/10/2007
IFR Lesson 10 - If You Could Only See
Careful what you wish for. I wanted actual, and the NWS saw fit to deliver to us 700 ft ceilings throughout the area. I actually find that I'm pretty nervous about the whole thing as I'm driving in. I think in large part it's due to the fact that I'm flying the school's Piper Arrow for the first time. Were it not for my extreme confidence in CFII's ability to promptly correct my more life-threateing mistakes, there's no way I'd fly a new airplane into actual. The instrument-fu is strong with that one. Read More...
Careful what you wish for. I wanted actual, and the NWS saw fit to deliver to us 700 ft ceilings throughout the area. I actually find that I'm pretty nervous about the whole thing as I'm driving in. I think in large part it's due to the fact that I'm flying the school's Piper Arrow for the first time. Were it not for my extreme confidence in CFII's ability to promptly correct my more life-threateing mistakes, there's no way I'd fly a new airplane into actual. The instrument-fu is strong with that one. Read More...
IFR Lesson 9 - All Along the Watch Tower
12/05/2007
IFR Lesson 9 - All Along the Watch Tower
I walk in the FBO office and CFII is talking to another CFI. We'll call him CFI-A.
CFI-A: What are you guys doing today?
Me: (shrug) Instrument stuff.
CFI-A: (to CFII) You should show him the GPS 18 approach into Murfreesboro.
Me: Why's that?
CFI-A: Because there's a big water tower right along the approach course. It's a good lesson on why you never want to be low on an approach.
Me: Ack!
Read More...
I walk in the FBO office and CFII is talking to another CFI. We'll call him CFI-A.
CFI-A: What are you guys doing today?
Me: (shrug) Instrument stuff.
CFI-A: (to CFII) You should show him the GPS 18 approach into Murfreesboro.
Me: Why's that?
CFI-A: Because there's a big water tower right along the approach course. It's a good lesson on why you never want to be low on an approach.
Me: Ack!
Read More...
IFR Lesson 8 - Tones of Home
12/04/2007
IFR Lesson 8 - Tones of Home
Another simulated IFR XC today.
CFII: So how about 2M2 with MRC as an alternate with approaches into both?
Me: Works for me.
I've been wanting to visit MRC (Maury County) for a while anyway. The way I hear it they're basically giving away hangar space down there and the gas prices aren't bad either. The thing about where I live is that I'm equidistant between about 5 local airports, all of which are at least a 30 minute drive. MRC is one of the farther ones, but the cheap hangar space has me intrigued. Read More...
Another simulated IFR XC today.
CFII: So how about 2M2 with MRC as an alternate with approaches into both?
Me: Works for me.
I've been wanting to visit MRC (Maury County) for a while anyway. The way I hear it they're basically giving away hangar space down there and the gas prices aren't bad either. The thing about where I live is that I'm equidistant between about 5 local airports, all of which are at least a 30 minute drive. MRC is one of the farther ones, but the cheap hangar space has me intrigued. Read More...
IFR Lesson 7 - It's Not Easy Being Green
11/30/2007
IFR Lesson 7 - It's Not Easy Being Green
I point to the sleeping dragon that is some Evangelical group's 747 short that is even now sitting on the ramp at MQY. It easily dwarfs all of the corporate jets that, until today, appeared big to me.
Me: My God! Look at that monster!
CFII: Yeah, it's apparently a 747 short.
Me: I've never even heard of such a thing.
CFII: Me either until this one.
Me: Shhhh! You might wake it! Read More...
I point to the sleeping dragon that is some Evangelical group's 747 short that is even now sitting on the ramp at MQY. It easily dwarfs all of the corporate jets that, until today, appeared big to me.
Me: My God! Look at that monster!
CFII: Yeah, it's apparently a 747 short.
Me: I've never even heard of such a thing.
CFII: Me either until this one.
Me: Shhhh! You might wake it! Read More...
IFR Lesson 6 - Mama I'm Coming Home
11/29/2007
IFR Lesson 6 - Mama I'm Coming Home (aka ATC and
"Your Mama" jokes)
First lesson out of the sim! The DA40 at our school has been broken for *checks watch*... ever. My last five lessons have been in the full-motion MOTUS simulator at the school. Having fully mastered the art of IFR flying on the contraption, I put in a request to CFII that we train in the DA20 until such time as the 40 decides to depart its current state of depression.
Our timing is perfect as I have a helluva good reason to fly on an XC today: I have a demo in an A36 in Paducah. I mean, yeah, I might learn a thing or two about IFR flying on the way, ya killjoy! But in case you missed it, I get to fly a Bo for the first time today, so pretty much everything else is secondary. Read More...
First lesson out of the sim! The DA40 at our school has been broken for *checks watch*... ever. My last five lessons have been in the full-motion MOTUS simulator at the school. Having fully mastered the art of IFR flying on the contraption, I put in a request to CFII that we train in the DA20 until such time as the 40 decides to depart its current state of depression.
Our timing is perfect as I have a helluva good reason to fly on an XC today: I have a demo in an A36 in Paducah. I mean, yeah, I might learn a thing or two about IFR flying on the way, ya killjoy! But in case you missed it, I get to fly a Bo for the first time today, so pretty much everything else is secondary. Read More...
IFR Lesson 5 - Since I Lost My Baby
11/28/2007
IFR Lesson 5 - Since I Lost My Baby
The DA-40 is still down. Shit. Time for an executive decision.
Me: Let's train in the DA-20 with the hood. The sim is great, but I really need flight time.
CFII: Yeah, I know. That'll work as long as we have VFR weather. Problem is it's booked today.
Me: Grrr.
In the back of my mind, I'm thinking the DA-40 might still come up in the near future, but if not I'll see about flying the school's Piper Arrow. It's the only other IFR certified airplane they have. I think my time in the Seminole will translate nicely to it, so the transition doesn't worry me.
We do head over to the sim and fly a few approaches, including my first SDF into Tullahoma (nicked "Dullahoma" by the locals). A DME arc with a failed DG later and I'm ready to call it a day.
Next lesson ought to involve me leaving the ground. That will be a welcome change. Read More...
The DA-40 is still down. Shit. Time for an executive decision.
Me: Let's train in the DA-20 with the hood. The sim is great, but I really need flight time.
CFII: Yeah, I know. That'll work as long as we have VFR weather. Problem is it's booked today.
Me: Grrr.
In the back of my mind, I'm thinking the DA-40 might still come up in the near future, but if not I'll see about flying the school's Piper Arrow. It's the only other IFR certified airplane they have. I think my time in the Seminole will translate nicely to it, so the transition doesn't worry me.
We do head over to the sim and fly a few approaches, including my first SDF into Tullahoma (nicked "Dullahoma" by the locals). A DME arc with a failed DG later and I'm ready to call it a day.
Next lesson ought to involve me leaving the ground. That will be a welcome change. Read More...
IFR Lesson 4 - Blame Canada
11/27/2007
IFR Lesson 4 - Blame Canada
CFII: I got bad news.
Me: Wait, don't tell me. DA-40 is still not up.
CFII: Nope. Want to go to the sim?
Me: Sure.
The sim is a great tool, it really is. And I think every instrument student should do at least *some* training in one. Trouble is, I really need flight time to meet the IFR experience requirements, and the sim is less helpful in that regard.
We practice my first ILS approaches into Smyrna, complete with the missed approach. This whole missed approach thing seems like overkill to me. I'm just going to fly them all perfectly so I don't need that. I run my idea by CFII and he is unimpressed.
I demonstrate my superior skill by wiggling the localizer needle like a windshield wiper blade. All the while oscillating so wildly around the glideslope that I have to call simulated flight watch to give a severe turbulence pirep just to maintain appearances. After testing the tolerances of the simulator's glideslope, we call it a day. Read More...
CFII: I got bad news.
Me: Wait, don't tell me. DA-40 is still not up.
CFII: Nope. Want to go to the sim?
Me: Sure.
The sim is a great tool, it really is. And I think every instrument student should do at least *some* training in one. Trouble is, I really need flight time to meet the IFR experience requirements, and the sim is less helpful in that regard.
We practice my first ILS approaches into Smyrna, complete with the missed approach. This whole missed approach thing seems like overkill to me. I'm just going to fly them all perfectly so I don't need that. I run my idea by CFII and he is unimpressed.
I demonstrate my superior skill by wiggling the localizer needle like a windshield wiper blade. All the while oscillating so wildly around the glideslope that I have to call simulated flight watch to give a severe turbulence pirep just to maintain appearances. After testing the tolerances of the simulator's glideslope, we call it a day. Read More...
IFR Lesson 3 - Hold Me Now
11/23/2007
IFR Lesson 3 - Hold Me Now
After a couple of days of expressing my gratitude for all that I have by stuffing my face full of turkey and pie, I'm up for more virtual aviation fun today. But first CFII wants to teach me about holds. Naturally, I read about them when studying for the written. Let's show him how smart I am.
Read More...
After a couple of days of expressing my gratitude for all that I have by stuffing my face full of turkey and pie, I'm up for more virtual aviation fun today. But first CFII wants to teach me about holds. Naturally, I read about them when studying for the written. Let's show him how smart I am.
Read More...
IFR Lesson 2 - Even Better Than the Real Thing
11/20/2007
IFR Lesson 2 - Even Better Than the Real Thing
Bright and early, I'm back in the sim today at 7am, well-rested and fully prepared to blow through some assigned headings and altitudes. And with vigor. Read More...
Bright and early, I'm back in the sim today at 7am, well-rested and fully prepared to blow through some assigned headings and altitudes. And with vigor. Read More...
IFR Lesson 1 - Aint No Sunshine
11/19/2007
There I sit on the runway at Smyrna in my trusty
DA-40. It's never let me down before, but today there
are clouds littering the sky, obscuring any hope I
have of seeing anything above 200 AGL. I'm not
nervous though, because I know that even on my first
IFR lesson I'll be a wicked badass, capable of
one-handed, blind-folded approaches to minimums in
the dark with a failed engine. Well, that and today
I'll be flying the school's MOTUS full-motion
simulator. Read
More...
PIC XC - Over the road again.
11/16/2007
Over the Road Again
Holy hell it's good to fly again! All that IFR book learnin made me giddy in anticipation of today's task. There are heroin addicts who are looking forward to their next fix less than I'm looking forward to this flight.
Since acquiring my ticket back in August, I've completed a series of successively challenging tasks: DA40 checkout. Complex endorsement. Completion of Multi training in the Seminole. High-performance endorsement. PIC on long XCs in a BE58P. IFR written.
But today I face an arduous task and a mean machine like no other: Fly a 152 into a headwind for 130nm. And back.
Read More...
Holy hell it's good to fly again! All that IFR book learnin made me giddy in anticipation of today's task. There are heroin addicts who are looking forward to their next fix less than I'm looking forward to this flight.
Since acquiring my ticket back in August, I've completed a series of successively challenging tasks: DA40 checkout. Complex endorsement. Completion of Multi training in the Seminole. High-performance endorsement. PIC on long XCs in a BE58P. IFR written.
But today I face an arduous task and a mean machine like no other: Fly a 152 into a headwind for 130nm. And back.
Read More...
6 year old on Mooney
10/04/2007
Adding to offspring conversation fun today, I'm
drying my 6 year old's hair when she notices my
T-shirt.
6yo: [That says] Mooney.
Me: Yep.
6yo: What's so great about Mooney?
Me: They're fast.
6yo: What else?
Me: They're fast.
6yo: What else?
Me: Uh... they're strong.
6yo: What else?
Me: (shrug)
6yo: Do they carry 200 people?
Me: (chuckle) No.
6yo: 100?
Me: No. Four.
6yo: Four? Oh, that's not good.
6yo: [That says] Mooney.
Me: Yep.
6yo: What's so great about Mooney?
Me: They're fast.
6yo: What else?
Me: They're fast.
6yo: What else?
Me: Uh... they're strong.
6yo: What else?
Me: (shrug)
6yo: Do they carry 200 people?
Me: (chuckle) No.
6yo: 100?
Me: No. Four.
6yo: Four? Oh, that's not good.
Multi Checkride: After a two week nap, the writeup...
10/02/2007
9/13/2007
Another checkride already. Feels really odd. Weirder still, I think I want to pass this one even more than my PP-ASEL checkride, mostly due to the extra expense of training and inconvenience of traveling to M54. That said, I'm not particularly nervous, much like last time. I can pass or fail any given day, but I'm as prepared as I can be at this moment.
The weather is absolutely perfect. I arrive at M54 early so I can preflight and get things moving. We have to fly from M54 to KRNC for the checkride. Only about a 20 minute flight, but it takes me a while to untie the airplane, pull off the cover, preflight, runup, etc. I'm not doing cartwheels when I find out some dude has the airplane right now. Read More...
Another checkride already. Feels really odd. Weirder still, I think I want to pass this one even more than my PP-ASEL checkride, mostly due to the extra expense of training and inconvenience of traveling to M54. That said, I'm not particularly nervous, much like last time. I can pass or fail any given day, but I'm as prepared as I can be at this moment.
The weather is absolutely perfect. I arrive at M54 early so I can preflight and get things moving. We have to fly from M54 to KRNC for the checkride. Only about a 20 minute flight, but it takes me a while to untie the airplane, pull off the cover, preflight, runup, etc. I'm not doing cartwheels when I find out some dude has the airplane right now. Read More...
Multi Checkride Prep
10/01/2007
9/12/2007
(Yeah, it's late, takes a while to spew this garbage)
Multi-engine training has to be the most flagrant misnomer in all of aviation.
You'll get to fly with one engine working for about one lesson. The remainder of your training hours are all filled with the various and sundry methods of killing one or more of the fans. The upside to multi-engine training is that your quadriceps should regain a semblance of symmetry, as left rudder is once more a useful control input.
Read More...
(Yeah, it's late, takes a while to spew this garbage)
Multi-engine training has to be the most flagrant misnomer in all of aviation.
You'll get to fly with one engine working for about one lesson. The remainder of your training hours are all filled with the various and sundry methods of killing one or more of the fans. The upside to multi-engine training is that your quadriceps should regain a semblance of symmetry, as left rudder is once more a useful control input.
Read More...
More Money for Mooney
09/25/2007
So I've made no secret of the fact that I like the Diamond aircraft. I trained in a DA20 and I strongly considered purchasing a DA40. Note that's past tense. Now that I've flown a Mooney, I don't think there's any going back for me. That Kerrville kool-aid is just damned tasty.
It all started with some posts I read on the AOPA forum archives... Read More...
First pax: Whole lot of shakin going on
09/23/2007
First person to entrust their continued existence to
my pilot savvy: My wife. No, not that kind of shakin.
I'm shocked, frankly. My wife is typically a very intelligent, coherent woman with a strong knack for sound judgment. Fortunately for my aspirations of having her as a first passenger, today, she was not up to her usual standards. Had I been a thinking man, I would have tried to parlay her momentary lapse into a subsequent bedroom encounter, but as it is, I'll have to accept "first pax" as the highlight of my day. Read More...
I'm shocked, frankly. My wife is typically a very intelligent, coherent woman with a strong knack for sound judgment. Fortunately for my aspirations of having her as a first passenger, today, she was not up to her usual standards. Had I been a thinking man, I would have tried to parlay her momentary lapse into a subsequent bedroom encounter, but as it is, I'll have to accept "first pax" as the highlight of my day. Read More...
Multi checkride
09/07/2007
No time for writing recently, which is why there are no updates here. I've got a couple of lessons for sure that I will write up, but for now, just letting you know that my Multi-engine checkride is scheduled for Thursday, Sept 13th. Wish me luck.
I also got checked out in a 2007 DA40XL. That's my first G1000 checkout, so there's a lot of book-learnin' to be done. I'm going to have to fly it a lot more to determine whether I really like the G1000. That's a counter-intuitive statement from a computer guy, but shiny flashy things that distract me in the cockpit of an airplane are not necessarily the welcome additions I thought they'd be. Time will tell.
Can't. Help. Too. Funny.
08/25/2007
From the same thread noted in the previous entry.
(By the way, first multi lesson on Monday and first XC as a private pilot immediately after. Wish me luck.)
-------
During my long cross-country I landed at a Class D airport and exited the runway. When I contacted Ground I said something like:
Me: "XYZ Ground Comanche N1234C is at runway 32 Intersection um, er, well the sign says "C" but I can't remember what I'm supposed to call it and I'd really like to taxi to parking"
Ground: "Maybe I can help. Do you suppose it means cactus?"
Me: "No, I don't think that's it"
Ground: "OK, how about one of these: Cookie, caramel, crabby, cranberry, or California?
Me: "I don't think any of those sound right. Did I mention that I'm a student pilot?"
Ground: "That would be Charlie. Please proceed to parking" Read More...
(By the way, first multi lesson on Monday and first XC as a private pilot immediately after. Wish me luck.)
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During my long cross-country I landed at a Class D airport and exited the runway. When I contacted Ground I said something like:
Me: "XYZ Ground Comanche N1234C is at runway 32 Intersection um, er, well the sign says "C" but I can't remember what I'm supposed to call it and I'd really like to taxi to parking"
Ground: "Maybe I can help. Do you suppose it means cactus?"
Me: "No, I don't think that's it"
Ground: "OK, how about one of these: Cookie, caramel, crabby, cranberry, or California?
Me: "I don't think any of those sound right. Did I mention that I'm a student pilot?"
Ground: "That would be Charlie. Please proceed to parking" Read More...
Scratch that, I'll take two
08/24/2007
There is an enormously fun thread on the AOPA forums.
The thread title is "The dumbest thing you've ever
said on the radio?"
URL for those of you AOPA members:
http://forums.aopa.org/showthread.php?t=12368
1) My favorite post so far, and I'm only 5 pages in:
I'd like to forget all the dumb things I've said on the air, (and there have been a lot of them,) but I like to remember the ones other people have said.
Example:
I was flying traffic watch, and circling outside of HWD control zone. If you don't remember control zones, call it class D airspace. The weather was 800' ceiling and three miles visibility; the tower had told me; "...remain clear of the control zone and stand by," when I requested special VFR. I heard another plane on the frequency.
Piper xxx: "Hayward tower, this is Piper xxx at the Bart yard, landing."
HWD Tower: "Piper xxx, Hayward weather is below VFR minimums, state your intentions."
Piper xxx: "Uhh, we'd like to land."
HWD Tower: "Piper xxx, Hayward weather is below VFR minimums, state your intentions."
Piper xxx: "(click) Uhh...(click)."
HWD Tower: "Piper xxx, did I hear you requesting a special VFR clearance?"
Piper xxx: "Yeah! We want one of those things!"
2) That, followed closely by this one on page two: Read More...
URL for those of you AOPA members:
http://forums.aopa.org/showthread.php?t=12368
1) My favorite post so far, and I'm only 5 pages in:
I'd like to forget all the dumb things I've said on the air, (and there have been a lot of them,) but I like to remember the ones other people have said.
Example:
I was flying traffic watch, and circling outside of HWD control zone. If you don't remember control zones, call it class D airspace. The weather was 800' ceiling and three miles visibility; the tower had told me; "...remain clear of the control zone and stand by," when I requested special VFR. I heard another plane on the frequency.
Piper xxx: "Hayward tower, this is Piper xxx at the Bart yard, landing."
HWD Tower: "Piper xxx, Hayward weather is below VFR minimums, state your intentions."
Piper xxx: "Uhh, we'd like to land."
HWD Tower: "Piper xxx, Hayward weather is below VFR minimums, state your intentions."
Piper xxx: "(click) Uhh...(click)."
HWD Tower: "Piper xxx, did I hear you requesting a special VFR clearance?"
Piper xxx: "Yeah! We want one of those things!"
2) That, followed closely by this one on page two: Read More...
Multi-engine training, Cirrus demo, and checkouts
08/23/2007
Since receiving my ticket, here's what I've done:
- Diamond DA-40 checkout with CFI3
- Cessna 172 checkout with CFI1
- Demo a Cirrus SR-22 turbo (wow)
- Signup for for multi-engine training with a new
CFI at Lebanon (M54)
- First passenger
Read More...
Lesson 30: Checkride - And then I farted on the DE...
08/09/2007
Thursday - 08/09/07
No, not really. But I'm flattered that you've come to expect as much from me.
I managed to sleep fairly well last night, but while lying half asleep in bed at 5am my mind briefly flickered to the checkride and that was that. I'm up.
Deep breath. Today's the day. Read More...
No, not really. But I'm flattered that you've come to expect as much from me.
I managed to sleep fairly well last night, but while lying half asleep in bed at 5am my mind briefly flickered to the checkride and that was that. I'm up.
Deep breath. Today's the day. Read More...
Lesson 29: Mocked by CFI1
08/08/2007
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. Read More...
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. Read More...
Last solo practice as a student pilot - I hope
08/07/2007
Tuesday - 08/07/07
Solo practice today. I'm determined to head south again today and find my way back to Smyrna without the tower hand-holding required on the past couple of southerly excursions.
Heading out is uneventful, and as I approach Shelbyville (KSYI), I veer west and work on turns around a point, S-turns, and steep turns. All are passably good by the time I finish, but at one point I cleared the area only to see that I've strayed too close to the KSYI field and I've got a real good look at an airplane on final approach that I wish I had seen earlier. Read More...
Solo practice today. I'm determined to head south again today and find my way back to Smyrna without the tower hand-holding required on the past couple of southerly excursions.
Heading out is uneventful, and as I approach Shelbyville (KSYI), I veer west and work on turns around a point, S-turns, and steep turns. All are passably good by the time I finish, but at one point I cleared the area only to see that I've strayed too close to the KSYI field and I've got a real good look at an airplane on final approach that I wish I had seen earlier. Read More...
Lesson 28: You spin me right round, baby, right round, like a record baby...
08/06/2007
Monday - 08/06/07
Three days to checkride. 2 days, 16 hours, and 30 minutes to be more precise. Not that I've counted.
If all comes to pass as planned, today is my last flight with CFI3 as a student pilot. He's got his work cut out for him today, though. It is in his charge to imbue in me some semblance of skill on short field landings. If you've been keeping up, you're well aware that this is a daunting task, but he assures me he's up to it.
Because it's 103F on the ramp today, I do the preflight and then come back in for some water and air conditioning. CFI3 has just come in from another flight and appears to be in even less of a hurry to climb in our winged sauna than I.
Read More...
Three days to checkride. 2 days, 16 hours, and 30 minutes to be more precise. Not that I've counted.
If all comes to pass as planned, today is my last flight with CFI3 as a student pilot. He's got his work cut out for him today, though. It is in his charge to imbue in me some semblance of skill on short field landings. If you've been keeping up, you're well aware that this is a daunting task, but he assures me he's up to it.
Because it's 103F on the ramp today, I do the preflight and then come back in for some water and air conditioning. CFI3 has just come in from another flight and appears to be in even less of a hurry to climb in our winged sauna than I.
Read More...
Solo checkride practice - experience requirements met
08/03/2007
Friday - 08/03/07
Solo checkride practice today.
I'm gonna head back south again today and find all of the fields to which Mr. DE may divert me. I don't like to be surprised, and I have this horrible recurring dream where he pulls power, I setup for landing in a questionable field, and 500 ft above the ground he points to the grass strip immediately next to us.
Today's mission: find all the marked grass strips and practice some maneuvers and landings back at Smyrna.
Read More...
Solo checkride practice today.
I'm gonna head back south again today and find all of the fields to which Mr. DE may divert me. I don't like to be surprised, and I have this horrible recurring dream where he pulls power, I setup for landing in a questionable field, and 500 ft above the ground he points to the grass strip immediately next to us.
Today's mission: find all the marked grass strips and practice some maneuvers and landings back at Smyrna.
Read More...
Lesson 27: Purple haze, all in my brain
08/02/2007
Thursday - 08/02/07
Four mile vis in haze just aint the same.
Crazy poor visibility here lately. It's 3-5sm every day. The papers even say there's a health advisory for "bad air". Couple that with my penchant for little airplanes and I'm as comfortable as Courtney Love at an all-you-can-eat buffet.
CFI1 is unphased. Without him it's an easy no-go for me, but he's able to convince me that his younger eyes and vastly superior aviation skill will see us through. Ergo, go. Read More...
Four mile vis in haze just aint the same.
Crazy poor visibility here lately. It's 3-5sm every day. The papers even say there's a health advisory for "bad air". Couple that with my penchant for little airplanes and I'm as comfortable as Courtney Love at an all-you-can-eat buffet.
CFI1 is unphased. Without him it's an easy no-go for me, but he's able to convince me that his younger eyes and vastly superior aviation skill will see us through. Ergo, go. Read More...
Lesson 26: C152 - So this what they mean by slow flight
08/01/2007
Wednesday - 08/01/07
I lied.
I obsessed about the checkride all damn weekend. It was bad... my wife would be happily yapping away about some marginally important topic like family, or bills, or food and all I could think about was "Please God, please don't let me screw up next Thursday." I even took the first two days of this week off from flying to study for the oral.
So with the checkride scheduled and barely over a week away, I decided it was time to face my demons. I scheduled an intro to spins in the school's C152 with CFI1. O-M-G. Read More...
I lied.
I obsessed about the checkride all damn weekend. It was bad... my wife would be happily yapping away about some marginally important topic like family, or bills, or food and all I could think about was "Please God, please don't let me screw up next Thursday." I even took the first two days of this week off from flying to study for the oral.
So with the checkride scheduled and barely over a week away, I decided it was time to face my demons. I scheduled an intro to spins in the school's C152 with CFI1. O-M-G. Read More...
Lesson 25: Checkride scheduled - OMG, Panic!
07/27/2007
Friday - 7/27/07
As I'm on my way to the airport, I get an email on my Treo from the scheduling system at the school. It's html mail though, and the Treo handles those correctly about 1 out of 3 times. Oh iPhone, how I want you so.
I call to make sure CFI1 hasn't cancelled our lesson today. I'm assured that he hasn't by another CFI, so I press on.
When I get to the school, I am told the contents of that email.
CFI1: Your checkride is scheduled. It's August 9th. Plan a trip to Huntsville, and the DE's weight is [xyz].
Me: <stunned, terrified silence>
CFI1: Sorry it's two weeks out, I'd rather you take it sooner.
Me: Oh no! Don't be sorry, that's perfectly ok with me! Read More...
As I'm on my way to the airport, I get an email on my Treo from the scheduling system at the school. It's html mail though, and the Treo handles those correctly about 1 out of 3 times. Oh iPhone, how I want you so.
I call to make sure CFI1 hasn't cancelled our lesson today. I'm assured that he hasn't by another CFI, so I press on.
When I get to the school, I am told the contents of that email.
CFI1: Your checkride is scheduled. It's August 9th. Plan a trip to Huntsville, and the DE's weight is [xyz].
Me: <stunned, terrified silence>
CFI1: Sorry it's two weeks out, I'd rather you take it sooner.
Me: Oh no! Don't be sorry, that's perfectly ok with me! Read More...
Lesson 24: Who needs to land short anyway
07/26/2007
Thursday - 7/26/07
Today CFI1 and I get up bright and early and immediately head to the Murfreesboro airport (KMBT). On a day with good visibility, you can spot the runway almost immediately after liftoff, so there's little chance of becoming lost.
I dialup the AWOS and figure out which runway to use. I'll have to overfly the field and do a big 270 turn to the right to enter the 45 for downwind. I'm still a smidge high on the 45, but nothing spectacularly bad.
My landings are all pretty good except that my short field landing can in no way be classified as "short".
Read More...
Today CFI1 and I get up bright and early and immediately head to the Murfreesboro airport (KMBT). On a day with good visibility, you can spot the runway almost immediately after liftoff, so there's little chance of becoming lost.
I dialup the AWOS and figure out which runway to use. I'll have to overfly the field and do a big 270 turn to the right to enter the 45 for downwind. I'm still a smidge high on the 45, but nothing spectacularly bad.
My landings are all pretty good except that my short field landing can in no way be classified as "short".
Read More...
Lesson 23: Logging actual
07/25/2007
Wednesday - 7/25/07
Note to FAA or anyone with the power to fine, penalize, revoke, suspend, annoy, or, in any way, antagonize a student pilot and/or his instructor:
The following writeup contains only the representations of perceived events, on the day in question, of a student pilot of highly questionable recollection. Moreover, the events described herein may be, in whole or part, a complete misrepresentation of the actual events as they occurred for the express purpose of providing entertainment to the reader. It could be fact; it could be fiction. I do not recall. Any attempts to extract information from any involved party will likely only exacerbate the cognitive recall shortcomings described above.
With that out of the way.... howdy yall!
Sorry for the delay, but we're back in action finally. I have a lot of catching up to do with lessons, so you'll have to bear with me as I drudge through writeups of some rather uninteresting lessons. Further, some of them will have to be shortened to simply the highlight reel for the sake of my keyboard's longevity. Read More...
Note to FAA or anyone with the power to fine, penalize, revoke, suspend, annoy, or, in any way, antagonize a student pilot and/or his instructor:
The following writeup contains only the representations of perceived events, on the day in question, of a student pilot of highly questionable recollection. Moreover, the events described herein may be, in whole or part, a complete misrepresentation of the actual events as they occurred for the express purpose of providing entertainment to the reader. It could be fact; it could be fiction. I do not recall. Any attempts to extract information from any involved party will likely only exacerbate the cognitive recall shortcomings described above.
With that out of the way.... howdy yall!
Sorry for the delay, but we're back in action finally. I have a lot of catching up to do with lessons, so you'll have to bear with me as I drudge through writeups of some rather uninteresting lessons. Further, some of them will have to be shortened to simply the highlight reel for the sake of my keyboard's longevity. Read More...