Check-ride Prep - Day 1
|
| Flight time logged: | 1.2 hours |
| Total flight time logged: | 45.3 hours |
| Total takeoffs/landings: | 146 |
| Solo time: | 0.0 hours
|
| Total time solo: | 9.4 hours
|
| Total cost to date: | $7215 |
Much has happened since my last post back in December. My instructor parted ways with the flight school. We discussed options about him finishing my preparation for the check-ride, but it involved changing aircraft types. I have been training in a Cessna 172R and did not think it was a good idea to change to a totally different make and model airplane. After the holidays, I decided to finish up at the flight school with the chief flight instructor. After all, I was at the end of my training and getting ready for my check-ride. I would be flying with the chief flight instructor anyway for a state check to get his blessings on being ready for the check-ride. I called up the chief flight instructor, told him my situation, and he graciously accepted me as a student.
I scheduled five flights with the chief flight instructor: January 22, 24, 26, 31, and February 2. At this point, I need one hour of simulated instrument time (under the hood), 0.6 hours of solo time, and 3 hours of check-ride prep time. The flight on January 22 was canceled due to low ceilings (and due to me recovering from a head cold). Today, however, the ceilings were between 5,000 and 6,000 feet MSL.
It was a bit windy today (10+ knots) on the ground -- even windier in the air -- and not exactly warm. The temperature outside was about 45 degrees F. The wind chill made it feel much colder. Before doing the pre-flight, I met with the chief flight instructor to review my log book so that he could get a good idea of where I stand in my training. After reviewing, he gave be an estimate of three or four flights to prepare for the check-ride. I figure I have at least 10 hours ahead of me to get proficient enough for the check-ride. In any case, I was nervous about going up with someone else for the first time. After all, the only person that has been flying with me was my last instructor. You get use to what the instructor expects from you. It's hard to change instructors, but luckily I was at the end of my training.
I performed the pre-flight on the plane, and got a brief oral quiz from the chief instructor. I was a little rusty, so I wasn't very quick with my answers, but I did alright for not having flown in over a month. Not to mention, it has been four months since I have last flown during the day! I was worried about how well I would do on my maneuvers considering that it has been at least five or six months since I worked on stalls, steep turns, etc.
I had a cross-wind takeoff, but the take-off and climb up to 3,500 feet MSL was pretty smooth. Much like riding a bike, everything just comes back and you fly like you were just flying a few days ago. I headed east toward the practice area. Once we far enough away from LZU, my instructor began somewhat of a simulated check-ride.
The first task was slow flight. I slowed the plane down easily and maintained altitude. He wanted me to slow down to 40 knots in a landing configuration. As I slowed, I put down the flaps, and continued to slow the plane to 40 knots and maintain altitude. I already expected the stall warning to go off because 40 knots was just above the stall speed. My instructor had me perform a couple of turns at this speed, then asked me to setup for a power off stall.
It's interesting. I remember at the beginning of my training how I would get really nervous before doing a stall, but now it does not really bother me. It's still an odd feeling, but I feel a lot more confident about how to do it and handle the output. I suppose that's the mark of a pilot -- seeing stalls as nothing but another maneuver. I pulled off the stall with no problems. He gave me a few pointers on how to make it easier, of which was nice, but overall I did fine.
I had to perform a power on stall next. This time I set up the plane like we were on takeoff. I slowed the plane down to stall speed and gave it full power. I held the plane in the air until it stalled, pushed the nose over, and then recovered. Again it went well. I am a little heavy on the right rudder though. I have to keep an eye on that.
Next I had to do steep turns. I remember that I was good at steep turns, but was wondering if I could still do them. I found a reference point and started my bank to the left. I made the steep turn around and back to the point, smoothly transitioning to a right bank. I pulled off the steep turn only gaining a couple hundred feet. In the past, I would not gain any altitude, but I was still within the standards to pass a check-ride.
After steep turns, my instructor simulated an engine fire. I had not been in this situation before, so I had to quickly remember my emergency procedures for an engine fire. Next my instructor simulated an engine out. I remembered what to do in this situation: best glide speed of 65 knots, look for a good field to land on, then run through the emergency checklist. I noticed that Winder airport was just off to my left, so I turned toward the runway in hopes to make my emergency landing there. Even gliding at 65 knots, I knew I was not going to make it once I reached 500 feet AGL. My instructor positioned us at 1000 feet AGL and let me continue to the runway. I landed on the runway with no problems (and with a simulated engine out). I've got to get better at judging distances so I know how far I can glide.
Once at Winder, I did a short field landing and takeoff. I pulled off the short field landing and takeoff with no problems. This was surprising to me since it's been at least six months since I've last practiced them; although, I did perform short field landings on my cross-country flights.
After the short field takeoff, I did a soft field landing and takeoff. Again, I pulled them off with no problems even though it has been a long time since I've practiced them. After the soft field takeoff, I headed back to LZU since it was time to return.
On the way into LZU, traffic was everywhere. LZU was very busy. I had to make two calls to the tower to get their response. They had me come in behind another Cessna that was on final. As I was on base, I was checking final and noticed another Cessna above and to the right (at about my 3 o'clock). The controller had is spaced out just enough to land. On top of that, a Citation jet took off just in front of the Cessna landing in front of us. We had to do an s-turn to add a little more space between us and the Cessna in front. Finally, I landed with no problems and taxied back to the ramp.
After parking and securing the airplane, the chief instructor and I went into the office for a post-flight review. He signed my log book, told me that I did very well, and told me that my piloting skills were good. He said that I should only need two or three more prep flights before the check-ride. I was surprised. I still believe I need more than just three or four hours of practicing.
The chief instructor stated that my skills are up to par with the requirements, and that I just need to tweak a few things here and there. He’s thinking I'll be taking my check-ride around the first or second week of February. I do want to finish before the end of February, but it seems all too sudden. It's just around the corner. That's almost hard to believe. Of course, I should have already finished. Between work, weather, and finances, it's taken longer than I expected.
It also looks like I'll be flying to Huntsville, AL, for my check-ride. That should be interesting.
