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The Pilot Lounge
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Welcome to The Pilot Lounge. The Pilot Lounge is an On-Line community,
dedicated to offer support and information about
General Aviation and Flight Training.
In our forums, pilots of all extractions and all levels of experience can get togheter
and share their stories, ask questions, find answers or simply talk about anything, aviation related or not.
Everybody is welcome, especially student pilots or people that are looking into beginning flight training!
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IFR checkride (ntbjounin - Wednesday, December 05, 2007 12:06 PM)
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Well, I don't know if anyone even reads these things anymore.
But I had my Instrument ride yesterday. We flew a 172-N model slant alfa. c172/a
THe oral he asked about LOTS of weather, then some aircraft systems and how weather affects them. What instruments do what and how are tehy powered?
What instruments are required for IFR?
stuff like that
Then we took off From Addison KADS with a mock clearance that he made up. And we went to hold at FINGR intersection. Then we left the hold at FINGR and flew up to do the VORDME-A apporoach to McKinney KTKI. We did that partial panel with a mock vacuum failure. (no HI or AI)
We went missed at the MAP and we did a steep turn and some unusual attitudes. He then vectored me to intercept the localizer to 17 mesquite HQZ and we did a full procedure LOC BC 35 at KHQZ circle to land 17, but we didnt land b/c some stupid helicopter just dropped right in front of us on the runway. We went around. He vectored me up for the ILS 17 KHQZ which i ACED, and then we headed back to KADS.
I passed. Cloudy skies cant keep me down! (just lightning) 
anyone in dallas wanna fly?
Posted by - ntbjounin
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Wild & Crazy 1st Solo- But Successful! (Sheldon957 - Friday, August 17, 2007 6:03 PM)
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The winds were 100@10G13, so Runway 9 was the active for the day. Temp was around 93 at 4:00 EST in Palm Beach County, FL, so thermals were also active. The most unusual aspect was the wind coming in from the ocean would "roll" over the condos creating a type of "mountain wave" that undulated towards the airport. KLNA is about 2 miles E from the condo's on the ICW and 2.75 miles E of the ocean Condo's.
At around 400' on take off you would start bumping, and the plane wanted to roll right. At one point I had the yoke at the 10:00 position to maintain level flight. On another take off, the airplane rolled to a 30degree bank attitude and it took some pressure to add in left aileron. My instructor showed me how adding a little left rudder also, would kick it back level nicely. On one of the landings, as I was rounding out, the wind gusted and lifted me about 20' or so and I did a go around, even though there was plenty of runway. I just didn't feel like trying to wrestle the plane at that moment.
After 7 landings in these conditions without any assistance, my instructor stated these wind levels were very borderline for his level of allowing solo's, but as I had completed 7 w/o assistance, he asked if I felt I could do this. I thought about for a few seconds, and the winds were dying down a little, so I affirmed I believed I was ready.
I stopped and let the instructor out, and he observed with a handheld radio. As I waited my turn to take off, unknown to me, the Head Flight instructor came out to watch also, My instructor is the #2 man. There are around 8 or so instructors at my school.
The traffic had started to build with around 5 fixed wing in the Left Hand traffic pattern, and 2 Helicopters in a RH traffic pattern. Some of the fixed wing would stay in the pattern, some would depart straight out, and later rejoin the pattern. The Helicopters would either come to the right side of the runway and hover over the grass, or sometimes autogyrate to the actual runway.
I had wondered how nervous I would be at this time. I was nervous in the taxi and take off at first, being alone in the plane, but as soon as I started the climb, it was all automatic, and calming, and I was "In The Zone". The first take off, pattern and landing were perfect, and probably my best landing to date.
On final approach the 2nd time, I had a really good approach and speed, was about 150' AGL, watching the numbers be stationary in my window picture, and LOW & BEHOLD  a C152 from the other flight school at the airport, pulls out in front of me on the runway and starts his take off roll! My first thought was: "This can't be real or happening. YOU DON"T DO THAT, PULL OUT IN FRONT OF AN AIRPLANE LANDING!"
I quickly went into a go around mode, but this time I diverted to the right of the runway (glad there were no helicopters there at this time) and announced I was continuing my UPWIND parallel to runway 9 due to a runway incursion. I gradually overtook the 152 and was above and in front of him. I glanced over my left shoulder, and looked at him. Over the radio I said: " Cessna 152 on the upwind runway 9, state your intentions!" No answer. Then I repeated it a 2nd time probably a little more forcefully, and I imagine I was pretty loud and irritated sounding, (I forgot to ask my instuctor how I sounded)
He finally answered that He was staying in the pattern, so I announced I was executing an extended up wind, and staying in the pattern. He then stated that he was sorry and thought he could make it without interferring with me. I yelled, ummm retorted back that I was at 150', how could he not interfere. No reply. This leads me to believe he never either looked, or never saw me, or only saw the next plane in the pattern on base.
I performed a little slow flight exercise, to add distance between us, and landed after him. Again, even after all of this, it was one of my top 5 landings. When I stopped after the turn off and hold bars to "clean up" the plane, I looked over at him in front on the return taxiway, and he was looking pretty nervous as if he half expected me to jump out of my plane, drag his sorry butt out of his plane and proceed to kick it thoroughly (which did briefly cross my mind)
The third T/O and landing went fine, my landing was a little off, slight drop but no bounce, but a happy ending to a major milestone day, that could have been a disaster. Got my shirt cut, and a replacement that states: "I lost my shirt at Palm Beach Flight Training".
The instructor and Head Instructor said "Very Nice Job!", and it was just how they would have handled the situation.
Posted by - Sheldon957
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DC ADIZ Changes (MSmith - Thursday, July 26, 2007 4:38 PM)
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FAA Administrator Marion Blakely has announced a change in the DC ADIZ on August 30, 2007. It will be reduced in size to a 30NM circle around the DCA (Reagan National) VOR/DME, eliminating the "Mickey Mouse ears" around Dulles and Baltimore. There is also a speed restriction of 180 knots in the ADIZ and 230 knots in the 30NM to 60NM ring around it below 18000 feet.
Here is the letter from the AOPA:
Dear AOPA Member:
Over the past four years, pilots like you and I flying in the Baltimore-Washington area have struggled with the effects of the Washington, D.C., Air Defense Identification Zone (ADIZ). For the first time since it was implemented in February 2003, the size and requirements are about to change.
Today, FAA Administrator Marion Blakey made public the fact that the ADIZ is being reduced to a 30-nautical-mile radius, centered around the DCA VOR/DME. Many of us had been hearing rumors about it for months.
As I explained in some detail and with a graphic at the AOPA Fly-In last month, this action is separate from the FAA's rulemaking proposal; the FAA will do this through a notam that will become effective August 30, 2007. The charts will be revised to reflect the changes.
While I fully realize this is good news for some of you, I know that for many pilots there is no change. AOPA considers this an important step in what will hopefully be an elimination or greater reductions of the ADIZ at some point in the future. It comes as a result of the more than 22,000 pilots who filed individual comments in opposition to the FAA's notice of proposed rulemaking to make the ADIZ permanent. The nearly 400 pilots who attended the four public meetings also played an important role by having security and transportation officials meet face to face with pilots and hear firsthand the hardships created by the ADIZ.
My staff and I have leveraged this outpouring of support from pilots in ongoing lobbying efforts for ADIZ reform in meetings with security officials and Congress. We have had numerous meetings in the past year with representatives from the Department of Homeland Security, FAA, Department of Defense, and White House. We also have been meeting with members of Congress, both in aviation leadership and homeland security roles.
One of the actions we have pushed for as an alternative to a final rule was an immediate change to the notam. So, while we are not totally content with today's announcement, it is significant.
But most important are the operational facts: The new notam will exclude roughly 20 percent of based aircraft and 8 percent of the operations currently covered by the ADIZ. It will eliminate ADIZ requirements at four public-use airports?Martin State (MTN), Essex Skypark (W48), Bay Bridge (W29) and Kentmorr Airpark (3W3) as well as a new special transition area for Leesburg Airport (JYO). As we understand it, pilots operating out of Leesburg will file a D.C. ADIZ flight plan with flight service, squawk a dedicated ingress or egress code, communicate on CTAF, and enter or exit via the most direct route. Egress procedures will also be permitted at six private/public-use fringe airports: MD47, MD77, MD43, MD14, 51VA, and 04VA.
The Flight Restricted Zone (FRZ) will be modified slightly to allow better access to the Baltimore-Washington VFR corridor and for more efficient departures from Washington Dulles International. For example, one will be able to more easily transition directly from Tipton (FME) to Montgomery County Airpark (GAI). The agency is expected to make it clear that VFR flight plans will be considered "closed" when an aircraft exits the ADIZ or lands inside the ADIZ (no need to cancel the flight plan). To ease operations and communications, four new controller positions will be added at the Potomac Tracon.
The FAA is also implementing a VFR speed restriction of 180 knots indicated airspeed inside the ADIZ (no problem for those of you like me with Cessna Skyhawks and the like). This was a recommendation made by AOPA as an alternative to ADIZ requirements, not in addition to them. There will also be a separate notam requiring a VFR speed restriction of 230 KIAS in the airspace from 30 nm to 60 nm below 18,000 feet. This was done as part of the compromise process the FAA went through to obtain approvals by security and defense agencies.
And, while on the subject of the more than a half dozen agencies that had to sign off on these new procedures, let me acknowledge the fact that although the FAA was often blamed for the ADIZ, unlike the user fee issue it has truly been general aviation's "agent for change" within all levels of government.
As you can see, these are incremental changes. Let me be clear, AOPA would love to see the ADIZ completely eliminated, but with constant broad-based security threats against our nation, almost appearing weekly in the news, we all must accept the relief that has been provided for now. Keep in mind these changes are scheduled to become effective August 30, but AOPA will also inform you when the official notam has been issued.
Phil Boyer
AOPA President
Posted by - MSmith
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I'm a commercial pilot (Marco - Saturday, June 23, 2007 3:25 PM)
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It's been a very rough month (well, three months really).
I haven't been here much because for the last 3 months I have been working 12 hours days on a project that is coming to conclusion next week (we are talking about a multi-million dollar project with a lot at stake, including our jobs). I have been working weekends too to boot.
Add that to the fact that I was trying to study and practice for my commercial license and you have a pretty good indication of why I didn't show up much lately. I basically would work, fly or study, then pass out in bed, then wake up ... repeat.
But all that is quickly coming to an end.
The commercial license agony came up to an end today.
You need to understand something: I wasn't supposed to have my commercial checkride today. It was scheduled for today, but to the very last minute I had to fight every fiber in my body and mind to keep me from cancelling it because I simply DID NOT FEEL READY.
In the past 2 weeks, I practiced and practiced and practiced and basically failed every mock checkride, every manouver, everything.
Tuesday I flew for 2 and 1/2 hour with my instructor and I simply SUCKED at everything. I was convinced I was going to fail. You have no idea how depressed and angry at myself I was.
But then I thought I would feel even angrier at myself if I just gave up. What if I canceled? I would have the doubt that if I hadn't canceled I would have passed the exam. I decided that giving up would hurt much more than failing. I made a habit of canceling things because I didn't "feel right" about it. Bull$hit. Enough of that. So I didn't give up.
Today it started pretty bad, in fact if you based your judgement on how bad it started you would assume this was a disaster in the making.
I get to the checkride appointment on time and after 3 minutes the examiner asks for my logbook. I realize I forgot it at home.
He asks how far away I live and I say that I live half an hour away, which means I'll be back in an hour. He looks irritated (with GOOD reason ... I'm a schmuck) but says ok (thank God).
Incredibly calm, I push it to the limit to make it back, with logbook, wihin 45 minutes. (I pushed it but I didn't really break the speed limits ... too much. last thing I wanted was to get pulled over. That would have been the end of the day).
So, head still cool, and luck on my side (I hit all green lights) I get back there to an examiner that is pleasantly surprised to see me back so early.
We sit down and after going through the paperwork (which in perfect order), he starts the oral.
At this point I lose track of time and all of a sudden, I remember EVERYTHING.
And I say ... EVERYTHING. I couldn't remember my F---ING first name a week ago when my instructor was quizzing me. Now I nail every single answer.
At some point the examiner says something along the lines of "Have you ever forgot to lean at altitude?" it was a question about performance.
Now, I NEVER forget to lean ... but I my big mouth opens up and this is what comes out: "Well, I would answer that I never forget to lean, but then again, I never forgot my logbook either before today ..."
The examiner cracks up. "Exactly my point ... " he says chuckling ... but the ice is broken and I can tell that the incident is forgiven at this point.
The oral exam flies fast. I am answering like a machine. At some point he says he is going to try to up the pressure and ask me real hard questions to see if he can make me make a mistake (he says with an evil glint in his eyes).
Nope ... not today. Again, I answer EVERYTHING perfect.
We wrap up and move the plane.
"Since you want to become a CFI", he says (I told him earlier that that's what I wanted to do), "Teach me how to preflight".
Incredibly, I start "teaching". It's automatic, I explain everything smoothly like I have done this all my life and all of a sudden I realize that yes ... I like the idea of becoming a CFI.
He notices it too, so he just stops me halfway through it and does the preflight with me, all the while telling me his flight stories and commenting on how crappy the plane looks (it's a solid, well maintained airplane but it needs a new paint job ... BAD)
And up we go ... up in the air, to do the manouvers I can't do.
... but you already know what I am about to say, right?
I nail all the manouvers. When he asks me to do the lazy eights I cringed. I have been unable to do one good since I started. Today it's PERFECT. Nailed. Altitude, heading, speed, all perfect.
Oh, did I mention it was a bumpy, turbulent, wind-shear-y type of day? I don't know how I did it.
From that point on the checkride is made.
We go back and he has me try a soft field landing. Windshear makes a mess of it, but I still hit soft and keep the nose up, so even if it wasn't the prettiest landing ever, it's satisfactory.
Then we do a short field and what do you know? it's the shortest I ever made and it's DEAD ON THE NUMBERS.
Then it's time for the one that has frustrated me the most, the 180 power off.
I actually tried it 3 times.
The wind today was horrible: 300-10G19 V250-350. Translated? Gusty as sh!t and windshear like you wouldn't believe. I felt it but I was so much in the zone, it didn't even register.
There was a real bad pocket of windshear at 700 feet and the plane dropped from under me on the first try. So I went around.
I shot a lot higher this time and touched down, barely within 200 feet ... but still too high, too fast.
So the examiner gave me a third shot (muttering to himself how nasty the wind was today).
I think I never flew with so much intensity in my life ... like my life depended on it.
I nailed that sucker smack on the touchdown zone.
The examiner exclaims "That was PERFECT! Good job. Well done all around. You passed, now taxi back to the parking area without hitting anything."
After a (very short) debrief, we shake hands, and he gives me a temp Commercial License (taking away my private license ... bye bye).
And as of today, I am a Commercial Pilot.
Moral of the story? Who Dares Wins.
Posted by - Marco
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Special Bulletin about a breaking situat... (Marco - Tuesday, May 15, 2007 1:24 PM)
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If you are from NJ:
Quote:
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Special Bulletin about a breaking situation on USER FEES
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STOP USER FEES: CONTACT YOUR SENATOR TODAY!
AOPA NEEDS YOU NOW!
Please immediately call your U.S. Senator Frank Lautenberg at 202/224-3224 who is a member of the Commerce Committee urging his support of the Nelson/Sununu amendment that strikes all user fees from the Senate FAA funding bill. Time is of the essence since this bill is scheduled for a vote by the Committee tomorrow, Wednesday, May 16 at 2:30 p.m. (EDT). This amendment, if offered during the Commerce Committee’s consideration of the Aviation Investment and Modernization Act of 2007 “S.1300,” would eliminate the $25 per flight "Air Traffic Modernization Surcharge" from the bill.
Based on experiences around the world, this $25 user fee will escalate and expand to all segments of GA—this is a chance to win now! AOPA has worked Capitol Hill on your behalf to secure this amendment. Even though piston engine aircraft are exempted from this user fee, AOPA is adamantly opposed because once a user fee or surcharge is imposed it is only a matter of time before it applies to all aircraft.
Please call the Senator’s Washington, D.C., office at 202/224-3224. If you have difficulty getting through use the general Capitol Hill switchboard number 202/224-3121.
Urge your Senator to support the Nelson/Sununu amendment if offered during tomorrow’s Senate Commerce Committee mark-up.
You can also send a message to the Senator’s office via facsimile to 202/228-4054.
Your fellow pilots are counting on you to make this call now! A limited number of members in key states are being asked to take this action. Thank you for your help.
Sincerely,
Phil Boyer
P.S. – Please be sure to let us know if you hear back on their support by calling the AOPA Pilot Information Center at 800/872-2672, e-mail the correspondence to this repository e-mail account[email]FAAfunding@aopa.org[/email]
AOPA sent you this important message because you subscribe to "AOPA ePilot." If you do not wish to receive non-ePilot messages in the future, reply to this message and type "SUPPRESS" in the subject line.
AOPA, 421 Aviation Way, Frederick, Maryland 21701
Telephone: 800/USA-AOPA or 301/695-2000
([url]http://www.aopa.org[/url] )
If you are from another state, you should have received a similar email regarding you senator (I am assuming).
Posted by - Marco
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Shooting at Virginia Tech (Marco - Tuesday, April 17, 2007 11:12 AM)
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Enough is being said around the waves and many other forums already. I am not posting this to start a debate but just to express my condolences to the families of the victims. This is an incredible tragedy which has no explanation or rationale. No talking-head on TV can make any sense of this, despite the fact that some of them (as I have seen this morning) are already making some pathetic attempt at capitalizing on what happened by pushing their own agendas (anti-gun, anti-videogames, etc ... the usual crowd).
It's a shame that some people would use this tragedy as a tool to push their own interests, but alas some people have no morality at all.
For me, I just wanted to express my sadness and offer my condolences (for what they are worth) to those lost their loved ones
And I would like to add a prayer that the bastard that did this (which is now dead of his own hand apparently) rots in the deepest hole in hell.
Posted by - Marco
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Finny's Flight Lesson #15 (27/3/07) (finny - Friday, March 30, 2007 2:30 AM)
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I missed writing up the last lesson which was on the 12th. It was only an hour and we just did different types of circuits. I didn't do to bad with most fairly nice, however the last landing was a short field and I screwed it up fairly well. It was the hardest landing I've ever done, now I have that benchmark I plan to never reach it again.
But for this lesson things are a bit different. When I got to the flight school, there were quite a few people there. My instructor was talking to someone that went to the same uni. He had flown one of the school's pilots back after dropping off the King Air, in a Beech Duchess. I went out to preflight the plane and my instructor followed after me.
We did 3 circuits on 04 with the wind being a real pain. It would be still as we took off then by the time we got to base it was gusting up to at least 8-9kts, in any direction it felt like. During the third, a Tobago called inbound 10 miles to the East. My instructor said to make this one a full stop. As I was backtracking I was being asked, are you comfortable with everything right now, the wind, turbulence, my landings and the traffic. I said I was. As I pulled off onto the taxiway my instructor said to stop there. She said that she was getting out and I had to do a full stop, backtrack and give her a thumbs up if I was right to do another.
I was going solo!
I entered the runway and pushed the throttles forward. As I was gaining speed the plane that was coming in said they were joining crosswind on 04. I spotted him almost straight away. I hit 60 and the plane wanted to leap off the ground. I pulled it up and I was airborne by myself for the first time, now that is a good feeling  . But then it was back to doing what I've done so many times before. Although, the traffic that was ahead of me decided to things a little different. I normally like to turn final before the dam at the end of 04, the other plane though decided to go a fair bit further than that. So in not cutting him off I followed him out. When I turned final I was a fair way out and what resulted was a fairly flat landing with a bit of a bounce, but I was more than happy with it as my first PIC landing.
I backtracked 04 and turned of onto the taxiway. When I stopped my instructor ran over and congratulated me. She also told me that the plane ahead had come in way to high and fast, killed the power put in as much flap as they had, then when they were dropping to fast added power but to late and pulled up. He ended up missing hitting his tail by the smallest of margins.
I then said I was right for another one. So I entered the runway and took off again. This time of downwind a Jaibiru announced they were taxiing for 04. So now on my first solo the circuit was the busiest it has ever been while I've been flying. But it didn't last for long, after the Tobago did its touch and go it announced it was departing the circuit. My next landing was better with not much of a bounce. I did one more circuit and tried to make it the absolute best I could, I had airspeed, altitude and my turns all right on the money and the landing was pretty good to. I flared for a bit longer than I would've liked but still came down nice and soft.
I taxied back and had the customary photo taken in the wing root of the plane. Since we had all day there and no one else had booked the plane, I went up with another instructor for a few circuits and came back down. These landings were all fine and one being a short field it made me feel a bit better about full flap after the landing on my last lesson.
After those my instructor got out again and I was to do another 3 landings, this time though on 11. He said to do some with full flaps as well. The first circuit was good with a now quiet circuit and the landing with full flaps was fairly smooth to, better than the one I did with my instructor on board. After that circuit though the wind shifted to more of a cross wind. I didn't want to use full flaps for that landing so I only used two stages. As I was on short final (with PAPI 2 red 2 white, I don't normally use them, it was only that the REX had just flown in and turned the lights on) a gust of wind pushed me fairly well sideways, I got on the rudder and straightened it out and ended up with a solid landing a bit further down the runway than I would've liked but I'm happy how I coped with the wind. Then on the third after that gust I decided to use only two stages again. This landing was my best all day, I was down where I wanted be down, had the airspeed right and coped with the slight crosswind well and ended up with a nice smooth landing.
So it was one of the best days I've ever had. I ended up with 6 solo landings and 1.1 hours solo in the circuit. I got congratulated by all the people in the school and went home very happy.
This Lesson: 1.7hr
Total: 21.9hr (with the 1 hour from the last flight I didn't write up)
Posted by - finny
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MS - Instrument Checkride (MSmith - Saturday, January 06, 2007 7:50 PM)
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Note to The Pilot Lounge readers - there have been a number of flights that I didn't write up here. Suffice it to say that I got my XC required hours, my instrument training required hours and perfected the ILS and holds.
TODAY was the day for my instrument checkride. I set it up 2 weeks ago and only flew the FS2004 at home in the last two weeks doing ILS and holds.
The weather here in NJ is insane. The high for the day at home was 72 F (in January; the plane said 75 at takeoff) and winds were anywhere from 12 gusting to 19 knots to as much as 15 gusting to 28. At 3000 feet it was 270 at 35-40 knots. I started out wearing long pants and a T-shirt, but ended up changing into shorts before the examiner arrived. (yes, a checkride in a T-shirt and shorts in January in New Jersey!)
The plane that I flew was N43MJ - a Piper Warrior I with a 160hp engine. It has dual VOR's, dual Com's, and a moving map VFR GPS (with a tiny moving map). No ADF, no IFR GPS. It's new to the club and in excellent conditions - everything works and is clean.
I got to the club about 11:30am for a 1pm checkride. I immediately headed to the hangar to see the mechanic and get the plane's logbooks. There was nothing wrong in the books, so I pre-flighted the plane. The club office was nice enough to call for fuel in advance so the pre-flight found nothing wrong.
I then arranged my papers and books in the classroom and headed to the lounge. I hung out with other instructors and pilots and talked about checkrides and the Commercial rating. Our club doesn't have a complex retractable single-engine right now, so I couldn't finish the commercial even if I wanted to. I'll fly around for a while and build time. I also read a book (well, a few pages) to relax. I was much calmer this time than I was for the Private checkride - mainly because I'd been through that one and knew what to expect (same examiner).
The examiner arrived about 12:50pm, and we got started right away. He reviewed my paperwork and logbook and asked about my experience. All was well, so we continued.
He then talked about how the checkride would work. He created a simulated mission - my club owner's car had broken down at PNE (Philadelphia Northeast airport) and he wanted a ride home. The weather was IMC - 500 foot ceiling and 1 mile visibility at PNE, 800 foot ceiling and 1 mile visibility at VAY (South Jersey Regional airport - home) with today's winds. If I accepted the mission (at that point I piped up and said "Not ME!" and he laughed and said "Let's assume that you have a lot more experience") I'd fly the ILS 24 at PNE and the VOR 26 at VAY. He would pretend to be ATC and do the radios - I just had to use the radios on takeoff and then talk to Faux Approach control.
He then began a safety lecture. The gist of the lecture was that the FAA experience requirements are too lax, and that each certificate or rating really qualifies you to fully use the last rating. To that end, the instrument rating allows the pilot to fully use the VFR parts of a Private certificate (notably low ceilings, low visibility, and night XC). He recommended not flying in actual IMC without a CFII, examiner or high-time instrument pilot until I have a lot of actual experience.
He also talked about the fact that it takes 5-15 hours for the average pilot to fully adapt to actual conditions. Any instrument training device (hood, Foggles, etc) is imperfect in that they allow enough non-cheating glimpses of the surroundings to keep a level attitude. Actual IMC is totally different (and I agree, having done 7.5 hours already with several in the thick soup). He added that the notes above about when to fly in actual only apply after you have adapted. I can agree with this.
He asked what the book (holding the FAR/AIM) IFR currency requirement was. I recited it. He stated that the 6 month FAA currency requirement is inadequate. That the real limit is 2 weeks. To "recharge" your instrument rating you need to have a flight with a CFII within 2 weeks. Thus, if you plan to take the wife and kids to Myrtle Beach with even the possibility of IMC you should take a flight with an instructor within 2 weeks before.
Last, he talked about some concepts to make IFR flying safer. One was an autopilot WITH altitude hold. He fully believes that it's a good idea on a long IFR flight to set the autopilot, keep an eye on the plane, and eat something to keep the blood sugar up (and drink something to keep from getting dehydrated). Even better is a GPS with approach coupling to the autopilot - which can save lives in lousy IMC conditions down to minimums where one dot on either axis can be the difference between seeing the lights or going missed. Having said that, he also advised that we avoid the trap of becoming autopilot-dependent - we need to hand fly enroute and approaches once in a while. He also mentioned that a GPS coupled autopilot with a non-pilot who is trained to set it up can make the difference between life and death for non-pilots passengers in the event of pilot incapcitation. The autopilot will make the world's worst landing, but the passengers will live even if you don't.
I think he worked more than just the one question into the oral, but I'm not sure that I noticed it. At any rate, it ended and time to go fly.
We headed for the plane and I got out my PNE ILS 24 chart. I had never flown that approach before (probably why he picked it), but it looked easy enough. I was able to leave the big Jeppesen approach binder on the ground - we were only going to do these two approaches. I got my stuff set up in the plane and he got in and I started the engine (I love this plane, it ALWAYS starts in a second or two once the prop turns).
He was going to handle the Com radios, so I didn't need to set them up. I set up the VORs - ARD at 108.2 and IPNE at 111.3. I had trouble with the big knob on the #1 VOR - I had to push on it to get the large number to change. I dialed up the OBS, got comm checks on both radios, and then we headed out to do the runup.
As I rolled and turned, I narrated the instrument check - turn coordinator turning, heading indicator turning, attitude indicator stable. This was a new attitude indicator - the old one got a hole in the diaphragm and my instructor and I had to cancel an IMC flight 2 weeks ago because the plane failed the vacuum check during the runup - AFTER we had a clearance and release time. Runup was fine, and off we went.
I did the takeoff and because of the winds the roll was a little squirrelly at first but I got it settled. The takeoff was very smooth. We hit the bumps at 200 feet AGL. At 500 feet, he had me put on the Foggles. The clearance he'd given me was direct Yardley (ARD), so I headed that way. I was climbing to my assigned 2000 feet. At that point I started fighting with the plane a bit - this plane has wheel pants and the maximum legal length climb prop so it was almost in the yellow arc at the usual cruise power of 2450 RPM. I got it settled without busting 200 feet (which was allowable in these winds) and after that never got outside of 150 feet above or below my assigned altitude (again - allowed due to gusty high winds).
I was on a heading of 010. He then gave me an assigned hold at ARD. Hold on the 330 radial. I read it back and he asked "OK, what will it be?" I said it would be a parallel. He then asked "what do you turn to?" I said "first to 330, then fly out for a minute and turn left until you reintercept and then fly the oval". He asked what I'd set the OBS to and I said "150". He then said "Good" and gave me a vector to the ILS of 330. I guess I didn't have to FLY the hold.
I got on the vector (at this point I discovered that the heading indicator wasn't holding heading well - it went out every 5 minutes). This was essentially a base for the 24 ILS. I then tried to identify the ILS code. It wasn't right. I heard it twice and it still wasn't right. I looked at the radio - 111.3. I looked at the chart - OY! 111.1! I said "Wrong Frequency", fixed it, and got the right code. Phew! (for the record, 111.3 is the TTN ILS - very close the other way)
He then asked about how I'd identify the FAF with no marker and I said I'd set the #2 VOR to the 191 radial of ARD. At that point he pointed to the OBS which was different and I said that I hadn't set it yet so I did.
OK, so he then contacted PNE tower and got us set up. We were told to go missed early enough to turn and avoid crossing runway 33 for traffic on that runway. Faux Approach asked me to call at BORDA (the FAF) and I did so when I got there. I had already gotten the GUMPS check done and gotten slowed to 90 knots with one notch of flaps, so I set power to 1700 and headed down.
I did the approach with no more than a 2.5 dot deflection (wind correction on a gusty day). I had a killer 40 knot headwind, so I had a bit of trouble with getting the right power setting to hold 90 knots and stay on glide slope. I finally had to use about 1900 RPM (rather than 1700 RPM) and a descent rate of 250 feet per minute to stay on the slide slope with my extremely slow ground speed. The approach felt like it took 7-8 minutes with that ground speed. Finally I got to 500 feet (on a minimum of 316) and he told me to make a climbing turn to the left (NOT the missed procedure) and turn to 120 at 2000 feet. That took us back to the VOR approach.
On the way up, he covered the attitude indicator and heading indicator and asked why they would fail (vacuum failure). He asked how I'd know that they'd failed and I answered "the instrument cross-check". He asked for another way and I was stumped. He meant the vacuum gauge. Ok fair enough. I also would have gotten a vacuum light in this plane.
He had me do turns 30 degrees left and right once I got to 2000 feet and leveled. I used the timed turn method - about 10 seconds for each turn and inched out the end of the turn. I guess he was pleased with my ability to hold heading on the partial panel. After a while he removed the covers and told me that I was approaching the VAY VOR 26. I set up and identified the VOR's as soon as he got done with the radio (and thus out of my way) and he was pleased. He finally told me "2 miles north of LOUEY, turn to 210 maintain 2000 until established cleared VOR 26 approach". I immediately added a notch of flaps and slowed to 90 and the needle came in just as I reached LOUEY so I started down. Again, the heading indicator was off so I fixed it twice and then decided to use whatever it decided to point to and concentrate on the VOR needle for correction. I was also using the compass alot. Down I went but with the headwind (same heading as the ILS, more or less) I had to hold at 700 feet for a while before I could see around the panel the CVS warehouse. Before I reached it he said "OK, my airplane". Then he told me that it was a good idea to turn on the fuel pump so that I didn't have to do it during the approach. I forgot the GUMPS check! He also suggested that I should have switched fuel tanks every half hour, but I checked my timer and we'd only been flying for 34 minutes. So I switched tanks.
He then told me to put my head down and close my eyes. He then did the unusual attitude dance (worse than my instructor) and told me to recover (note - we're at 1000 feet here just outside the pattern). I first got a climbing left turn and recovered correctly immediately. Then he did another one, and I got a descending right turn and I corrected well. He was pleased. He then said "My airplane" and got on base to land.
My instructor had warned me in advance that this examiner LIKES to do the landing on windy days, so I wasn't worried. In fact I was happy - I was a bit nauseous after the unusual attitudes. He said that he'd like to land and I said "OK with me - you know the numbers like approach speed, right?" He said "Yes" and came in to land. He did a really nice job with a crosswind landing in gusty conditions, and our club's 172 said on the radio "Nice job". I answered, "The examiner thanks you" which got a laugh from the examiner and a "Oh ho HO!" from the other plane. He gave me back the plane for taxi.
As we taxied back, he started telling me what instruments to cross check before takeoff, and how to check the vacuum indicator and the alternator (very important - electrical failure in instrument conditions is deadly). Of course, I'd already narrated these checks on the way out but I wasn't about to tell him that now - I think he missed it writing up paperwork when I did it. I taxied back into my place and tried to miss the chock that was already in the space but rolled over it (oops). I shut down.
He then turned to me and said "Congratulations!". He handed me the temporary certificates to sign (in that funny sideways spot) and left the plane. I asked if he'd help put the cover on and he agreed. Once my instructor saw that, he came running out and told the examiner that he could take off and my instructor would help with the cover. I got my stuff out of the plane, a few other club members tied down for me, and we headed inside.
One successful checkride. A few mistakes - and in general I can fly better than I did today. One of the problems is that the checkride (particularly with this examiner) is not like a normal flight. There isn't a point to breathe and ask "what do I do next?" It all just runs together. So I made a few little mistakes but not anything that would get me killed. It was good enough.
Before the flight -
Total Time: 180.2
Instrument Time: 46.0 with 7.5 actual IMC
XC Time: 52.1
I want to again thank and recommend Ben Antrim - my instructor. He's got exactly the right personality to work with me, and is very patient. I would recommend him to anyone at my club.
Posted by - MSmith
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The Checkride (Marco - Sunday, December 17, 2006 12:18 PM)
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The checkride was in Doylestown. My plane is parked in Central Jersey (about 25 miles to the east of Doylestown) so it was a 15 minutes flight to get there.
Central Jersey's runways are 25-7 and Doylestown 23-5. The wind was 300-340 8 gusty to 18.
Translation: one hell of a pain in the ass crosswind.
Taking off from Central Jersey was not an issue. On the way I was getting bumped around a bit with the occasional moderate turbulence jolt.
But I wasn't even paying attention. I need to confess: I was VERY nervous. I didn't feel ready or prepared at all. I was convinced I was going to fail the checkride.
Landing at Doylstown wasn't exactly easy ... on final the gusts were quite strong. At some point I was banked a good 20 degrees against the crosswind (using the wing low approach). Closer to the ground it became less of a problem.
I was tense enough at the oral that the examiner managed to take notice. So he started the exam by saying "Relax. I am not here to fail you. I am here to make sure you won't cause a problem when you'll fly IFR. I just need to make sure you won't pose an danger to the others flying in the system, to your passengers or ... to the people on the ground" he smirked.
The rest of the oral was very "conversational". He asked very generic questions and a couple of "pointed" ones. I answered about 90% of his questions which were really just general IFR knowledge. On second thought he asked me about pretty much everything and maybe this was all "general IFR knowledge" to me given the fact that I studied my ass off for the past weeks.
One question I missed: when are you supposed to file an alternate even if your destination is forecast to be VFR one hour before to one hour after your arrival? When it doesn't have a IAP.
Then we head off to the practical test.
useless to say it's bumpy as hell. The plane is not just getting bumped around (which is not an issue) but it's getting PUSHED up or PULLED down, so the altimeter jumps +/-200 feet and i need to yank on the yoke and play with the throttle to avoid getting the speed out of limits (in one instance I had to cut power completely to stop the plane from climbing and the speed from busting into the yellow arc, which on a day like this would be unadvisable).
So I had my hands full.
The first thing we do is an ILS to Allentown, which goes fairly well.
Then we try an approach to Queen City.
Here it is:
http://204.108.4.16/d-tpp/0612/05171VGB.PDF
I was approaching from the East on a 260 heading.
Pass the station, turn to 253, teardrop entry ... then ....
... turn left.
So I do all of that.
Immediately into the turn my VORs start looking VERY wrong to me.
Every second that passes my VOR look worse and worse. They are not supposed to be pegged to the left ... they are supposed to be pegged to the right ... and as I turn left they should come off the right and I intercept the inbound ...
"SHIT!!! F#@%!!" comes out of my mouth before I can stop myself.
Surpringly the instructor says "Very good! what do you do to fix it?"
Very good? I think to myself? This approach is FUBAR and he says very good? I completely thought he was going to say "that's it. You failed. let's head back".
Very good?
I mumble incoherently that I don't really know what's the best procedure in this case.
He simply chuckles and says "Look at the GPS and your position relative to the VOR"
Flustered I mention that I would keep turning to the VOR to re-enter the hold.
"oh hum" is the most I get out of him.
I re-enter the hold (direct entry this time). Not the best approach I have ever done, at that. The needle was a bit all over the place.
"I have never gotten a turn wrong!" I keep muttering to myself flustered, "EVER!"
After about a few minutes of this (and after my approach ends, right over the airport at least), the examiner mildly asks: "how often do you check your DG against your compass?"
"Oh crap" I think to myself "Here we go again"
It's been an hour since I last checked my DG and it's drifted, so (ignorant of that) I kept drifting to one side of the approach.
I fix the 20+ degrees it was off and again the examiner surprises me by saying "It's hard to check your DG and your compass with the hood on. It's understandable. Just make a habit of checking it before every approach "
Then we do some partial panel work ... including something I have never done before: a partial panel unusual attitude recovery (when I mentioned that to my instructor an hour later his eyes went wide like saucers).
I did recover just fine albeit a bit shakily ... I am fine flying partial panel but recovering from an unusual attitude without attitude indicator is sort of ... uncomfortable. The airspeed went over to 140 knots for a couple of seconds (which gave me the heebie jeebies) but that was about it.
The rest of the flight is a GPS approach to Doylestown (again all in partial panel) which goes without a hitch.
Before we flew he told me that he will tell me if I fail, right away. He wouldn't let me continue the flight if I had failed.
At the end of the approach we just land ... obviously ... I passed.
"Congratulations, I'll see you inside" he says when I cut the engine.
And that would be the happy ending of the story.
Except ...
After saying my good byes to the examiner (he took my license away!!!! ... yeah, and he gave me a temp one) I took off with the intention to stop by Somerset ... (where my instructor is).
On the way, just about when I was to fly over Central jersey (about 5 minutes away) my RPM needle goes haywire.
It drops to less than 1000 then it jumps to 3000 then back and forth oscillating.
The only thing that prevents me from having a coronary is my Manifold Presure indicator (which steady as a rock).
My plane is a fixed pitch prop, so in theory it doesn't have a need for one ... but it's there nonetheless ... and if the RPMs were oscillating that badly for real ... it would work mayem over the MP indicator. If the RPM changes were realy that is ...
... most importantly ... the engine feels smooth and sounds steady as a rock. It can only be that the Tach is simply crapping out ... and the engine is fine.
I am postive that everything is fine. then again, that RPM indicator is making me seasick ... and if I remember correctly my FAR the airplane just stopped being airworthy.
Besides the engine might be fine but I am not in the mood of gambling on the engine being fine if one of the gauges is having a fit.
It's not good for joyriding anymore ... so I land as soon as practicable: at my home airport which just happens to be there.
What timing ... and how nice of my airplane to last until my IFR checkride was over!!!
Posted by - Marco
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I passed the IFR checkride (Marco - Saturday, December 16, 2006 6:53 PM)
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I passed the IFR checkride. I am instrument rated, at long last.
...
He took my license away though!!! and gave me a temp one ... I almost choked when he wouldn't give it back to me ... 
Jokes aside. It's all done.
Commercial next.
I'll write more about how the checkride went, later ...
Posted by - Marco
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FSX Review Part 1 (Marco - Friday, October 27, 2006 10:38 AM)
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Well, it's here. I got it yesterday, I installed it and I started playing with it.
First off, it doesn't seem or feel like they changed the flight model at all. I still can't spin planes if I stall uncoordinated. I didn't see or feel any sort of ground effect after takeoff. Stalls still have no buffet and pre-stall behavior is still non-existent for what I can tell.
I couldn't get the Extra300 to spin in spite of all my botched attempts at stalling it uncoordinated. And these kinds of planes are supposed to spin if you just look at them wrong.
I landed a taildragger with heavy crosswind, and landing crabbed I did not groundloop at all. Any real-life run-of-the-mill taildragger, worthy of the name would have kicked my ass, but the FSX taildraggers just took the landing sideways without a hint of trouble.
So I gather that all the improvements are eye-candy and gameplay not physics.
I have to say though, that while the flight model is still "iffy" in my opinion, all the other bells and whistles offered seem to be worth my money, in my opinion. Other people might be disappointed if they were looking for more "radical" changes to the engine. But to be honest with you, if you want realism ... go play IL2 Sturmovik. 
Graphics are not bad and even turned down to medium-low they still look good (even better) than FS9 cranked up to high. Incredibly, my rig was able to play FSX decently with medium low-settings, so I am fairly impressed by the eye-candy even if I could not run it all the way up. I have a P4 3.0GHz with 1GB of ram and a ATI Radeon 9800XT 256MB ... so I have a fairly beefy machine. Lower machines might have an issue with this.
I will have to get a more powerful machines to run FSX all the way to max AND put up with the PMDG monsters when they release them.
That being said, the first noticeable thing is the dynamic point of view. Now, if you encounter turbulence, your point of view will bounce around inside the cockpit. If you pull on the yoke the cockpit will tilt upwards. If you bank the airplane, the point of view will tilt accordingly. Even playing with the rudder will throw your head from side to side. While this might appear like just simple eye-candy, it does give a more realistic, momentum/inertia-driven feeling you didn't get with the old FS.
Wing-flex: one of my pet peeves about FS is that there was barely no wing-flex at all. Only the PMDG 747 managed to implement a decent wing-flex feature, with wings that would flex in the turbulence. Well, now with FSX this comes out of the standard installation.
I flew a 747 (the standard one that came with FSX, not the PMDG one which doesn't work with FSX ... yet). In turbulence the wings would flap up and down. It felt a little "out of synch" with the turbulence jolts but it was interesting enough to make it feel a bit more realistic. But what really blew my mind was when I went to pull on the yoke and I noticed that the wing was increasing the upward flex based on my back yoke pressure (and speed, as I approached a stall, the wing started flexing less and less). And pushing forward on the yoke (as far as it would go) the wing would reverse and flex DOWNWARD, which was an awesome thing to see.
Also, just for kicks, I went to the map, and entered (gasp!) 250000 feet in the altitude as a starting point. Now, old FS didn't support more than 100,000 feet. 250,000 feet was simply not allowed.
Well, as FSX resumed, I found myself, inside a 747, suspended in space (actually plunging to earth but motion was hard to detect at first), with engines choked for air (actually the engines died), looking down at a round earth. I could see the curvature very clearly and the terrain detail adapted beatifully to the high altitude point of view. As the 747 screamed down towards the ground, I passed through several layers of atmosfere, and the sky went from pitch black, to dark blue to finally blue. The jet behaved very strangely when it hit the tropopause, twisting in the air wildly (and a bit unrealistically) but managed to pass through and resumed normal flight (I had "stress damage" turned off, the plane would not have survived re-entry). This promises to be a great feature for those add-on developers that want to work on X-planes, or space planes like Space Ship One or the space shuttle even. Now VATSIM controllers will have to deal with Shuttle re-entries, besides normal traffic.
That should be interesting.
Finally ... the tower feature. FSX comes with a tower operator interface. While it's a bit clunky, it's interesting and it might be worth a try, since it seems like a fairly realistic point of view. You have a good view of the runways, you have control over a radar screen and you have several communication channels (apparently FSX comes with an integrated voice system for multiplayer). It will be interesting to see how the online community takes that.
From the tower view it would be possible to operate approach control also, since the radar looks just like a normal controller radar and has a fairly extended range (I zoomed out all the way to 100 miles away and that's way more than approach controllers need to see anyway).
Maybe the online ATC communities can relegate the "local" controller functions to FSX and use other tools for en-route control.
Definetly a worthy successor of FS9 ...
More comments and screenshots when I get the chance later.
Posted by - Marco
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after all that, it wasn't so bad! (brin... (flygirl - Saturday, October 21, 2006 8:57 PM)
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Anticipating is much more stressful than actually doing it!
Yep, I am now part of the club. I SOLOED!!
If anyone has been following this story, I picked up again with training in late August and vowed to fly 3X a weekend (weather permitting) as my student privs are set to expire Oct 31.
Well, September was full of flying and I was squeaking 'em in left and right. My last flight was September 30 and as usual stuff came up and I couldn't go up. So it's been three weeks (yet again - story of my life. at least it wasn't months like it usually is.)
The only free time we had this weekend was this morning - both CFIs were unavailable otherwise. A gorgeous weekend and only able to fly once. sigh.
Then the school upped the ante - I had to have the plane back early because they needed it to scatter ashes (I am not sure if anyone here knows Drew Kassel? He was in the FAA. Poor guy died this week...)
So we went up and my CFI said, well, not sure if you can do it this morning b/c not only do we have to get the plane back but we also have to fill out your paperwork. Darn it! I had pretty well psyched myself that this morning was IT.
We went up anyway and this morning, my landings SUCKED. bigtime. I was so frustrated - the first time I forgot to put the flaps in until I was getting ready to turn FINAL and I was so ****ed at myself for getting out of the flow that I flubbed the landing - it was useable, but not like the other ones (I'm telling ya, I was consistently getting like 10 in a row - superb - the last lessons...). and I was just off this morning. My CFI said I was being too hard on myself, but I was still ticked off. After six I said, ok, this isn't getting better, what the hell is my problem, let's go in and give them the plane. and so we did the paperwork and I watched the flyby. They scattered the ashes from "my" plane and right after they were clear of the pattern, a bizjet roared by on takeoff. Almost like his own little flyby...
and I figured that was it until next wkd. He had other students, my other CFI was out of town, etc. sigh. We agreed to call later in the day to see if anything had changed.
His last student just didn't show up at all and he called and said "come on by".
So we went back up and he said "when you are ready, I'll get out". We did four in a row, nice gentle landings (one was a little crunch but pretty good overall) and he said, "well, how do you feel, if you are ready I'll get out". and I thought Holy **** this is it. I said, well, it's now or never. (the weather was simply perfect... a nice evening.)
so he told me to take him up near the terminal and he'd be on the radio.
I let him out and the scene from the Natl Lampoon movie flashed briefly through my head - the one where Chevy Chase is about to skinny dip and he starts swinging his arms and chanting "this is crazy, this is crazy, this is crazy"... and then he jumps in.
off I went! I puttered past the guys at the end, doing their runup - they looked and we all waved at each other (they had no idea what I was about to do)... and I made my call, and launched.
and ya know, you all were right - it does fly better when you're alone! the initial nervousness I after the 4th landing (after number three, I told him, ok, if the next one is good you're outta here...) was gone. I just up and did it.
during the first takeoff I noted not one but TWO people trying to enter the 45. one was on it, the other one was circling to make better separation and then enter the 45. (great, it's NEVER this busy...) so I was literally at TPA before I turned crosswind - and stayed there... I extended it far enough to avoid everyone. and the landing was a nice gentle one (after this morning and all the cursing, that felt good). I got a few "great jobs" on the radio... (pat pat).
Then, number two! (no, not what you are thinking!)
I just cleaned up the flaps, pushed in the carb heat and took right off again. (just like we always do). and this time, doo doo doo, around the pattern, then off in the distance I see something big coming in. "Falcon XYZ , extended base runway 35, Leesburg". (WTF? I always have the pattern to myself). I called downwind and he asked if I saw him. yup, sure did.
and he took his sweet old time coming in so I had to go WAYYYYYYYYYYYY out before turning base! I was still at TPA when I turned FINAL! so it was a long extended final. he hadn't even landed yet when I was on final. sigh.
my CFI said, if you want to go around, go ahead. I said, nah, I'm going to see if I can bring it in anyway. thank God for 40 degrees of flaps b/c I was really high - it was steep, but I brought it right in and squeak squeak. (that was my best one I think).
the last one was uneventful. I think I scared everyone off. I went through the pattern, a decent but not great landing and called over the radio, "well, it wasn't pretty but it's mine". My CFI said "you did great!!" and I brought 'er in.
and when I came in EVERYONE who was still there (Piedmont folks, folks at the school, etc." were congratulating me and everyone was all smiles.
and I've called all sortsa folks (family first of course) and now I'm telling you all.
Posted by - flygirl
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Flight Test (LauraRussell - Sunday, October 08, 2006 3:29 PM)
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After 1.5 years and 60 hours of dreaming about having a PPL, yesterday, I passed my flight test and that shiny white license is on its way to me. 
The IAA let me know last Monday that I had been assigned an examiner, TA, and he would be in contact with me shortly. TA called me on Wednesday morning and told me to plan a flight to Weston airfield. I gulped and tried to sound enthusiastic - Weston is a rotten, horrible, busy and finicky airfield surrounded by military airspace, restricted zones and Dublin airport. Due to our lovely Irish weather, my flight test was delayed until Saturday, but I spent two days planning the trip over and over again, contacting Weston and Dublin and the military airfield to get joining / transitting procedures. By Saturday morning I had every angle covered.
Not so say that I wasn't shivering with nerves. I was absolutely petrified. My instructors put up with my arcane questions for a couple of hours while I waited for TA to arrive. I just kind of paced around my flight school with flight manual in hand, checking the METAR reports every 30 minutes. I swear I could disassemble my plane, EI-GWY, and put her back together again in one go.
When TA arrived, we got straight into the 'oral exam'. I've heard nightmares about the FAA version of the IAA oral / talky part of the flight test. I think I was more anxious about the oral than the flying. I was actually disappointed that I did not get to profess my nitpicky knowledge of the aircraft systems - TA grilled me on my flightplan. It went mostly okay, with the exception that he was under the impression I had not planned an alternate airfield in case of some emergency at Weston o_O (I did, of course, but did not draw a track line on my chart because you never really know when to divert).
But anyway, after having some lunch (my stomach was roaring for food after yapping for an hour) I was told to do my walk-around and start the plane up. TA hopped in after having a chat to a friend in the apron. I gave him my well-rehearsed safety brief and take-off, called up ground and was on my way. The wind was 240/13, so I taxied to RWY 25.
I wouldn't say my flying was amazing; I think the combined efforts of turbulence and shakey hands prevented me from holding my height and heading very well. But, overall, I held everything together and TA seemed to be very restful and enjoying the spin! I was diverted after my second waypoint (about 30nm out from the field). The diversion was easy, but I had to modify it because there was one of those ominous cloud bases capping the hill which I was aiming to fly directly over. He gave an 'impressed' sort of noise at my flying around the hill... Although I think anybody with a bit of common sense would have done the same - especially after reading the rotten mountains waves which were forecast for the day.
We climbed to 3000' AMSL to do the upper airwork - steep turns and stalls went well, but my simulated instrument flying went beautifully - demonstrating both a 180 degree turn and a controlled descent out of the cloud (using my feet rather than hands of course).
He asked me to take us home, so I put us onto a 240 heading and within 20 minutes we were cleared for 2 touch and goes off RWY 25. About 7nm out from the field, he said 'Woops! Engine failure' and yanked my throttle closed. I can honestly say I did the best engine failure I have ever done - however strange that may sound. I had my field picked immediately, airspeed back to 68 kts and simulated a restart... Made my mayday call (which I normally get tongue-tied on) and simulated shutting the engine down completely. I briefed TA on the forced landing (brace yourself, remove your sunglasses and unlatch your door on short finals). All the while I was maneuvering the plane to the low key point and aiming for the field. I had only lost 300 ft of my altitude by time I was told by TA that 'That was fine, go around'. Ha!
My first touch and go was flapless - airspeed on finals was 75 kts, and made a complete greaser. On the crosswind of the second circuit, he asked me what I would do if the 'Oil Pressure' annunciator panel light came on... Uuuuuh. Easy! Land asap, or you'll be forced to! My last landing was a short field which went like clockwork - another absolute greaser. I taxied back to the club while running the whole flight through my head.
He asked me how I thought I did. And I listed about 10 things which I wasn't satisfied I had done right. But, he offered a handshake and said congratulations to me - and I was left with that permanent goofiest, pilot-type smirk.
Posted by - LauraRussell
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Problems at Somerset (KSMQ) (Marco - Wednesday, September 27, 2006 1:28 PM)
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I wanted to mention something that is going on with Somerset airport.
Somerset airport (which I just recently decided to visit and fly from), is under some financial strain due to the fact that a builder which owns land nearby is making every effort to sue the airport into oblivion ... literally.
The issue (on the surface) is "noise". The real shame is the fact that this low-life builder is complaining about the noise caused by State Trooper/Medevac helicopters. So it's not even a question of "recreational" planes here ... this ignorant, greedy little rat is going after the airport using a public service (the Medevac) as an excuse and as leverage to steal land for his own personal gain.
The builder is trying to basically take the airport owners to court often enough that they will go bankrupt just out of court fees. As I said, he's trying to legally harass the airport into submission.
The Medevac in my opinion is more than just a public service: it saves lives. It would be interesting (but sad) if this disgusting individual were able to shut the airport down, and then someone would suffer a health-related issue due to the fact that the Medevac (previously operated from Somerset) was unable to reach the person in need of medical assistance in time.
It would be interesting to see the family members of the victim then sue the builder for everything he owns. It would be tragic but poetic justice. Unfortunately I don't see other builders learn from this ... since people like these are greedy little turds that think about nothing else other than their own profits. And they don't care how much damage to the community they are doing.
I thought I would bring this up, here in the forum and to as many GA-friendly people as possible.
Lately things are moving in a postive way (it seems the builder has not been successful in his lawsuits) but there's rumors that he will appeal again. Again, his cowardly tactic is to sue over and over again, until the aiport management is overwhelmed by the legal fees. The builder (obviously he has deep pockets) doesn't care.
here's the link to the airport: http://www.somersetairport.com/
Posted by - Marco
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September 11 (Marco - Monday, September 11, 2006 12:14 PM)
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As you all know, today is the 5th anniversary.
I take this opportunity to propose again, an idea I find very appropriate for the replacement of the World Trade Center
I find the artistic disposition of the buildings, particularly inspiring and very much NY-style.
Let's give Bin Laden the NY One Finger Salute!!
I am sure that some people might find this picture offensive. Well .. too bad.
Posted by - Marco
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Hey guys, I know the secret handshake (chesterc - Sunday, September 10, 2006 5:03 PM)
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hee hee
I passed the flight portion of my checkride this morning. It was a beautiful morning for flying, there's high pressure in the area so practically no wind, only high cirrus clouds, and the obligitory haze.
Norm, the DPE, had me plan a flight from Addison (KADS) to Guthrie, OK (KGOK). We left Addison and flew over the first two checkpoints making my planned time within half a minute. Along the way we determined that the GPS was broken and so we turned it off. After the second checkpoint Norm had me tune in a VOR and identify our location, then we started following a radial while he asked me questions about VORs. At that point Norm asked me if he could look at my chart. I handed it over and he folded it up and stuck it up between the glareshield and the window. "Oh I'm a bad passenger, I opened the window and your only chart just flew out. Good thing we tuned in the Bonham VOR."
LOL
Once we got to the VOR and the flag flipped over Norm asked me if I've ever been to the Bonham Municipal Airport (F00). I hadn't so he suggested we go there and do a short field landing over a 50' "tree". He asked me a couple of times whether I thought the traffic pattern was right or left. I finally got the hint and dug out my AFD and confirmed that it was a left pattern. We then entered the pattern and I performed a short field landing. We got down and stopped within 1000' which made Norm very happy (he said so). =;-)
We taxied back and then he had me do a short field takeoff. Next stop was Sherman Municipal (SWI) where I did a soft field landing and takeoff. Next Norm had me put on the hood and he led me on a tour of North Texas with me flying on instruments alone. We did quite a few heading changes and climbs and descents (with and without turns) until he tuned in another VOR and asked me to identify our position relative to it and then fly along a radial toward the VOR.
Once he was satisfied with my performance it was time for unusual attitudes. The first one was a real stomach churner and we ended up in a climbing turn. I leveled the wings, added some power and got us straight and level. The next one was much more subtle. I could hardly tell what Norm was doing but when he turned over the controls were were in a diving turn. So this time I leveled the wings and pulled the power until we were flying straight and level again.
Norm asked me to descend to 2500' and pointed in a direction just off our nose ... "we're over Celina and that was is Prosper. Take us that way and we'll go back to Addison." So I did. I called up the Addison ATIS and got the info, then contacted regional approach (who was really busy today) to get cleared back to Addison. We were passed off to Addison Tower pretty quickly and then we hit a glitch. I had the tower and ground frequencies tuned into radio one and though the display showed I was transmitting I never heard a response. We both fiddled with the radio a bit before tuning in the tower on radio two. Now they are coming in loud and clear. There wasn't too much traffic so hopefully we didn't step on anyone's toes. We were cleared for a straight in approach to runway 15.
This time Norm wanted a normal crosswind landing, and we actually did have a slight crosswind to deal. I managed to get on the glide path correctly this time (I'm usually too high on straight in approaches) though on short final I was too low and had aggressively add some power to get back on the path. Then I managed to do a half-decent crosswind landing with only a little bit of bounce. While turning off the runway and onto taxiway foxtrot Norm sticks out his hand and says "congratulations pilot". I wish you could have seen the grin on my face!
I knew the hard part was over when I finished the oral exam but this flight really was not that hard at all. Not to say that Norm let me off easy, it's more that I have the confidence to fly the way I've been taught and I know that I should pass because I've been taught well. This flight was a test, and I was nervous, but Norm completely put me at ease and let me perform at my own pace. In the end this checkride was just a darn pleasurable flight.
A couple of things Norm said really pleased me. First was that he doesn't always get to take examinees into Bonham and Sherman airports because they have narrow 4000' runways. Plus, Sherman's runway is on a slope ... and from our perspective today went downhill. Most of the examinees need more runway than that. He mentioned that at Bonham it might as well have been a 2000' runway because that's all I would have needed.
Then he also complimented me on my rudder skills. I've always thought I had a bit of a clubfoot when it came to the rudder pedals so I was surprised by this. But Norm said I made excellent use of the pedals and that sometimes he couldn't even feel me giving the plane more rudder during turns and takeoffs. That really made me feel good!
So now what? I've got a Skyhawk at Monarch reserved for most of next Sunday. The wife and I are going to Llano, TX, I think, to get some of that excellent Cooper's BBQ. But today I'm also contacting the North Texas Flying Club (based at KTKI) to sign up. So hopefully next Saturday I'll be doing a checkout with them.
This flight: 1.7 hours (simulated instruments @ 0.4 hours)
Landings: 3
Total : 65.7 hours (started training in December 2004)
Posted by - chesterc
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NY Area TFR - Sunday/Monday Sept 11/12, ... (MSmith - Friday, September 08, 2006 4:51 PM)
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FAA TO ESTABLISH TFR OVER NEW YORK CITY ON SUNDAY, MONDAY
AOPA is sending this message to advise pilots in and near New York
City that the FAA has issued a notam restricting flight in the
area during President Bush's planned overnight visit from Sunday,
September 10, to Monday, September 11.
There will be a large temporary flight restriction (TFR) encompassing
the New York Class B airspace from 3:45 p.m. local on Sunday until
10:05 a.m. local on Monday. The TFR extends from the surface up to
Flight Level 180. Also, there will be smaller 7-nm- and 8-nm-radius
GA no-fly zones in effect within the New York Class B airspace during
that timeframe. See AOPA Online for the full text of the notam along
with a graphical depiction
( http://www.aopa.org/whatsnew/notams.html#6/9434 ).
The affected landing facilities are Newark Liberty International
(EWR), Linden (LDJ), Port Authority-Downtown-Manhattan/Wall St.
Heliport (JRB), West 30th St. Heliport (JRA), New York Skyports Inc.
SPB (6N7), East 34th Street Heliport (6N5), Teterboro (TEB), Little
Ferry SPB (2N7), Essex County (CDW), Morristown Municipal (MMU),
La Guardia (LGA), Lincoln Park (N07), John F. Kennedy International
(JFK), Evers SPB (6N6), Sands Point SPB (7N3), Republic (FRG), and
Westchester County (HPN).
NOTE: This is the Class B boundary, NOT the 30NM boundary that they tend to use for Presidential TFRs.
Posted by - MSmith
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Checkride completed - Finally (athenscpa - Sunday, August 20, 2006 11:57 AM)
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After a discontinuance due to aircraft maintenance log issues, 3 weather delays, and 1 delay due to an expired temporary registration certificate, the air portion of the instrument practical test finally came off yesterday. ATC had complained about an intermittant loss of Mode C on my last three rides, so I borrowed a transponder from the flight school, and (under the supervision of an A&P) swapped it out with mine as a precaution.
I met Randy at 9:30 in Anderson. After chatting a few moments, and making sure all the paperwork was in order we got right to it.
He briefed me on the flight plan. Anderson (AND) to Greenville Donaldson (GYH) with flight following for the ILS5 approach, and the NDB5 approach, then direct to Electric City (ELW) vortac and hold, and finally the VOR/DME5 at AND. One of the approaches was to be partial panel. Randy would look out for traffic & I would handle all of the radio work. Randy commented that many candidates added a 50 ft cushion above the MDA and DH, which was fine with him. Just don't go below. That would be bad.
Note pad in hand, he observed my preflight inspection and engine start. He remained silent as I ran the checklists, set the gauges, and the taxi-check on the gauges. Although Anderson has no control tower, the Flight Service Station is located at the field and they monitor the CTAF, and provide advisories. It's kind of a cross between a Class D and a Class E. You make the same calls as an uncontrolled field, but someone answers you, and offers advice & traffic information. You can also open and close flight plans. All of this on the CTAF.
I took off on runway 5, and climbed to 300 ft. at which time he took the controls and told me to put on the shades. That accomplished, I took the controls he instructed me to switch to Greer Approach & request flight following. I made the call as I had been taught:
"Greer Approach, Cherokee 7342J request"
[7342J what is your request]
"7342J is type PA28/A 3 miles northeast of Anderson, climbing through 2,300 for 3,000. Would like flight following to GYH for practice approaches - ILS5 low pass, NDB5 low pass, then direct ELW"
[7342J would you like vectors or full approach]
I was about to request full approach, but Randy said, "vectors would be fine".
I had set the VOR to the 049 radial from ELW, and was on an intercept heading of 090.
ATC gave me a vector heading of 060.
This is where I almost blew the check ride. In preparation for the check ride I had identified all of the potential approaches and practiced them on MSFS. For the Donaldson ILS5 I practiced tracking the 049 radial, which was V266, to PELZE intersection (15 DME fix), then turned left to 044. Then I would switch to the localizer frequency, center the needle and complete the approach. The vectored heading put me across the localizer before I ever got to PELZE. The DME indication was irrelevant since I wasn't on the airway. Randy asked me if I really needed the VOR, now that I was on vectors.
D'ooohhhhh!
I flipped the frequency to the localizer just as I was blowing through it. I advised ATC of my transgression, and they gave me a heading of 020, which brought me back on track. I centered the neele, but I was now confused. Could I descend to the glide slope intercept altitude? I knew that to begin a descent without clearance would be a guaranteed fail, so I fessed up and admitted my confusion by asking approach to confirm I was cleared to descend. They replied, "N7342J cleared for ILS5 Greenville, maintain 3,000 until established on the localizer". Well, I was established, so I acknowledged the clearance and descended to 2,600 to intercept the glide slope.
The next thing that happened was that they gave me missed approach instructions as follows: "Turn left to 2700 as soon as able, climb and maintain 3,000." In my agitated state, I thought they were telling me to abandon the approach. I actually started the turn and climb while saying "7342J confirm abandon approach and turn to 270". ATC responded with more than a touch of exasperation, "Negative. I was giving you the missed approach procedure." I replied, "....uuuh understand, continuing ILS5".
I was ready for Randy to say that was it, let's go back now, but he didn't.
Fortunately, I was able to keep the needle centered, intercept and hold the glide slope, start the timer when the adf flipped, and start the missed approach procedure 50' above the DH.
The NDB approach was uneventful. ATC vectored me to a 30 degree intercept. Cleared me for the approach with the standard "Maintain 2,900 until established." I held the assigned heading until the needle showed a 30 degree deflection, turned to the approach bearing and held it with a 5 degree wind adjustment. We crossed the NDB at the correct height, began the descent and leveled off exactly 50 degrees above the MDA. I even rembered to account for the 10' altimeter error I noted in the initial instrument check. After the miss we were cleared direct to ELW.
About 15 miles out from ELW, Randy keyed the radio, cancelled flight following, and advised ATC we were going to be doing some maneuvers. It was time for the dreaded unusual attitudes. Much to my surprise, these were done full panel. They might as well have been partial panel, though because, having practiced them that way, it never even occurred to me to look at the attitude indicator. The way the instruments are arranged in my plane the AI & HI are off to the right and the other instruments are clustered to the left of the panel. Anyway, I did fine. We did two, one nose low in a left steep bank, then one nose-high in a right bank. We did not do timed or compass turns as a separate maneuver, however, they were an integral part of the partial-panel VOR approach that was to follow.
After the maneuvers, he told me to fly direct to ELW and hold. From our position, it called for a tear-drop entry. I crossed the station on a 210 degree heading, turned left to 195, held it one minute, then turned right to intercept the 044 radial to the station. As we approached the station the DME counted down to .4 which, slant range, should be right overhead, but the to/from indicator didn't flip. The DME went to .3, .2, .1 then .1, .2, .3 before the the indicator flipped. I turned to the outbound heading, with a 5 degree wind correction, but the VOR readings remained confused. Finally the to/from flipped and I started the timer, but the DME immediately jumped to 1.0. I told Randy that I was not going to rely on the timer, but would make my turn when the DME had a reading of 1.7. Randy didn't comment. The inbound leg took 1 minute and 28 seconds. The second time around, the indicator flipped when I expected to, so I allowed 40 seconds outbound and the inbound leg took 1 minute and 8 seconds.
As I was beginning the third turn outbound, Randy covered the AI & HI, and told me I was cleared for the VOR/DME 5. I hadn't started the timer with the turn, so I held the turn until the compass read 240. When I leveled the wings, it swung back to the vicinity of 224. I held the course for 35 seconds, then began a timed turn to the inbount heading. The needle started moving just as the compass passed 330, and when I leveled off at (approximately) 044, the needle was centered. At station passage, I banked to the left just long enough to establish a standard-rate turn, then leveled the wings to find myself (more or less) on the final approach heading of 039. I then punched the timer and twisted the CDI to 045, and the needle stayed centered all the way down to MDA (plus 50'), and I held it until about 30 seconds before the timer indicated the MAP.
Randy called runway in sight. I confirmed this would be a full stop landing, dropped the flaps and landed.
We were done. Randy said I had done very well. He particularly liked my solution to the confused VOR/DME readings on the hold. He had some deserved criticism for my cockpit organization - most notably, not presetting the tower frequency while setting up for the ILS. I told him I thought I might have flunked for the flailing about I did on the ILS. He said I might well have, had I not flown the approach nearly perfectly after regaining my composure.
Then a surprise.
He took my laminated piltot's license with Orville & Wilbur on it, and gave me a paper "Temporary Airman Certificate", good through October 31, 2006. If past experience is any judge, I won't get a new plastic license until November or December.
The important thing, though, is that it says:
Private Pilot
Airplane Single Engine Land
Instrument Airplane
Posted by - athenscpa
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Passed the Private pilot checkride today. (D.DUVAK - Saturday, July 29, 2006 5:16 PM)
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Well guys great news I got to retake my checkride today and passed! now I am a single engine land private pilot. I will begin the write up today as to how it all happen. But right now im just glad Im a pilot and I need a nap.
Posted by - D.DUVAK
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US Citizen (Marco - Friday, July 21, 2006 7:58 PM)
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as of today I am a US Citizen
Posted by - Marco
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