Three hours before my scheduled flight my phone was flashing “CFC” and I was fairly certain this wouldn’t be a great call. I6 was on the line and was telling me that there were reports of turbulence in the circuits and the winds were steadily gusting to 22 knots, 30 degrees off the runway. He was of the opinion that I would be fighting the bumps the entire time and probably wouldn’t get much out of the flight. I did mention that I only lived 15 minutes from the field and everything could change in the next few hours. He insisted that the flight was off and if things cleared up he’d call me.
After hanging up the phone I sat there and considered the scenario. My family was out of town and this was a great opportunity for me to get some flight time in. I was headed to Houston the next day and wouldn’t have a chance to hop back in a plane for close to a week. I thought about his comments that I wouldn’t gain much valuable experience and it would probably be a waste of my money. The more I thought about it, the more I came to the conclusion that even $200 spent for an hour getting my brains beat out in the pattern where I couldn’t gain any new signoffs in my PTR (Pilot Training Record) was still money well spent and experience well gained. I remembered quickly back to a conversation I had with a friend about why my “hours” were logged as engine time running rather than air time. His response was that every minute you are sitting in the aircraft with that engine running – you were gaining some sort of experience.
I picked up the phone and called the club to ask for I6 but he was “unavailable”. I left my name and number with a request for him to call me. Over the next hour I watched the live winds out at the airport and they had died back to about 6-10 knots, 10 degrees on either side of the runway. As we neared 45 minutes from the scheduled time I once again said “sometimes you just have to say what the heck”, stuffed my kneeboard and headset into a flight bag, and headed for the airport.
I6 was a bit shocked to see me. After a 5 minute discussion and a trip outside to look at the windsock he relented and said, “OK, one of the seniors will be down in a few moments and we will ask her how the circuit it”. She said it was a bit bumpy but would be worth taking a flight to see how things were. I6 asked me to do the inspection while he changed back into his fancy flight gear (he was about to leave for the day).
The plan for today was to review engine failures in the circuit. We did a quick review regarding the procedures for both a failure before takeoff, after takeoff, and while in the circuit. I’ll admit that I’ve spent the past 4-5 days reviewing these out of the POH and even made myself a private checklist – but none of it seemed to stick. No matter how many times I wrote it out, read it, or even recited it aloud (my wife loved that) I couldn’t commit it to memory. For some reason – just sitting there and talking to him about it – a little light bulb went on inside my head.
Checklists went great, engine started nicely, my headset transmit cord is still SNAFU (need to fix that), and we had an opportunity for a good chat during the long taxi out to runway 25. I asked I6 if I could do a mock takeoff briefing to see if things actually made sense to me. I started by talking about what we would actually be doing “down the centerline, rotate at 55, climb at 68, flaps up at 400 and speed 75, crosswind at 500agl unless otherwise told by tower, and then downwind on the 45”. Then I followed it up with other important information: “If we have engine trouble before takeoff I’ll cut the throttle, apply the brakes, bring up the flaps, pull the mixture, turn off the ignition (magnetos), and then finally shut off the master”. I’m not really sure how I remembered that – perhaps all of the reviewing actually paid off.
We took off and flew a normal circuit. It was pretty bumpy on the cross and down winds but not enough to make things impossible. Approach was stable and landing fairly good. This time I remembered to bring the flaps back to takeoff before advancing the power for the go. I6 asked the tower if they would approve simulated engine loss on departure, which was approved. At about 400 AGL he cut the power and said “ok power loss – now what?” Again the briefing kicked in – my first goal was to pitch for 58 knots with the flaps at takeoff. Following that I said aloud (but didn’t actually do any of it) “Mixture idle, fuel shutoff closed, ignition off, flaps as required, master off when landing assured”. I must admit that I was shocked at how much forward pressure was required at takeoff attitude to get the aircraft back to 58 knots. I had been holding it pretty well while I read out my procedures when I6 said “that’s great, but where are you planning to land?” While concentrating on the airspeed and procedure I had obviously missed... well I missed the obvious – where in the world was I going to land. Suddenly the training from my forced approach started to come back to me. I gave a quick glance ahead of us and declared “this isn’t so good”. We had tree lines, power lines, and some nasty terrain. Judging the way things were moving on my windscreen, there weren’t any good options. I told I6 I would try to put her down in the field at our 10 O’clock and turned for it. Somewhat satisfied he called for the overshoot which for the first time felt somewhat natural.
On the downwind we were approved for another engine out procedure. Abeam the numbers he pulled the numbers and asked what I planned to do. I went right back into procedure mode again “pitch for best clean glide of 73, throttle idle, mixture idle, fuel cut-off closed, ignition off, and I’ll keep the master on to operate flaps and radios, until landing is assured”. Again I missed some obvious steps. First of all, I was still on a downwind. I6 told me that while I’m doing this I should be turning back for the field to make sure we can safely glide to a landing. As I turned for the field he asked me if I thought we would make it. It looked like it wouldn’t be a problem based on our distance and altitude, not to mention the fact that the diamond has a glide ratio of 11:1. “Yes, we should be just fine, this thing glides well and we have lots of time” This is when I6 informed me that if I had some time, I might want to try and determine what the problem is and correct it before shutting everything down. I remembered now from the POH we were supposed to go “throttle full, mixture rich, alternate air on, fuel cut-off open, ignition both, fuel pump on”. Even with the “late” turn back to the field and flaps full we were too high. When asked what my options were I said “slip would be best”.
We had to hold the slip all the way down to the runway and this is when another interesting thing happened. Now first let’s consider the slip. You are banked one way, yawing the other resulting in a straight track over the ground while practically moving “sideways” (well maybe 45 degrees). The aircraft is making a freaky noise and you feel like you are literally dropping to the ground. Even after doing this multiple times it still feels and looks quite weird (and super cool at the same time). When I came out of the slip I suppose that the sensation of dropping so quickly while getting closer to the runway made me fall back to my old habit of gently pulling back on the stick to slow the descent. Moving into this flare too early caused us to float much higher than I would have liked and in the end we had a nice hard landing. We were so far down the runway that I was a bit hesitant once we were stable to raise the flaps and apply full power. I6 stepped in and said “I’ll help you out a bit here” as he raised the flaps. I jumped back into action and advanced the throttle and we took off.
This cycle repeated 4-5 times. We’d takeoff and I6 would cut the power. I’d pitch for 58, look for someone to land and start going through the emergency procedures. Each time we did it my performance was calmer, quicker, and execution improved. Once we got down closer to the earth he would call for the overshoot and we would rejoin the circuit. Next he would pull the power on downwind and I’d pitch for 78, turn for the field, run through procedures for restarting, and then finally go through the shutdown phase of the procedures.
Each time we were SUPER high and I had to slip to get down to the runway. This again resulted in my freakish early flare and a horrible landing. On one of them I simply said to I6 “I’m going around” and advanced the throttles. I6 seemed pleased that I was making a decision that I didn’t like the way things looked and would try again.
The lesson ended after we asked tower for a runway change. CYBW is not your standard traffic pattern as they operate to the west of the north/south runway (16/34) and north of the east/west runway (07/25). This ends up causing a nice “mish mash” of left and/or right traffic patterns depending on winds. We had been operating right traffic for runway 25 and were just in the overshoot/right crosswind after a simulated engine failure on takeoff when tower gave us “left turn approved to join downwind for runway 34”. This required me to make a climbing 180+ degree turn to the left to join the downwind. We barely had reached the circuit altitude of 5000 MSL when we were already abeam the numbers. Naturally, I6 pulled the power again. I am starting to get the feeling I should be prepared for this at any moment from here on. I thought about how high I had been and the fact that we had a 10 knot wind that would be acting as a tailwind on base and told I6 “We’re high, close to the runway, and I’ll have a nice tailwind on base so I’m not going to turn back for the runway just yet”. My plan was to get the approach slightly higher than normal so that I could come in without a forced slip. While I’d like to tell you that my plan worked out perfectly – it simply didn’t. My judgement of distance on the downwind wasn’t great and the wind affected my ground track which I had not corrected. The base turn with the tail wind was extremely short and before I knew it - I had turned final and was way too high. We slipped all the way down to the runway (after I miraculously remembered to dip my wing into the crosswind for the slip) and I constantly told myself “nose down, nose down, nose down”. This improved the flare but not by the delta I was hoping for. I held it off the runway, applied some extra rudder away, aileron towards, and landed. My rollout probably had the people in the tower in tears as I was all over the place. On the way in I remembered to say thanks to the controllers again and they appeared to appreciate it. One of these days I need to go upstairs and pay them a visit.
On the way home I had many thoughts to ponder. I was pleased that I had checkmarks next to “Engine Failure in Circuit” and “Runway Change” but was a bit concerned about a few things. First of all the landings were god awful. I need to focus on transitioning from the approach to landing phase and this must include being able to transition from a forward slip to landing. I think that this is going to take experience and not much else.
Second of all, I need to do a better job of judging from any point in the circuit where I will touch down if I turned back for the runway. The instructors are telling me often about this or that landmark but I’m really trying to judge it with my eyes so that when I’m landing somewhere else (when the landmarks aren’t available) I can still figure things out.
Last but not least I need to correct my horrible track on the ground. My taxiing has improved immensely (and I pay a lot of attention to the taxi phases) but on the runway during my takeoff, touch and go, and landing rolls – I am not what I would call “in complete control of the aircraft”. Any CFI’s out there who have some advice for me – I’m all ears!
There is one last thing to think about with respect to losing power after takeoff. Each time I take a lesson, the briefing for that scenario is to “fly straight ahead and look for somewhere to land”. Yet during my recent flights out in New Jersey I noted that in three takeoff briefings (two different pilots) the scenario was similar except it continued with something along the lines of “if we reach 800 feet (AGL) we will attempt to turn back for the runway to land”. One of the pilots went so far as to mention that based on the winds he would make a right turn to minimize the drift from the winds (which actually was what geared me up to think about that and mention it during the last engine failure mentioned above). So my question is “Is it actually safe to turn back for the runway and under what conditions should you do so?” I don’t know if this is a Canadian vs. American flight training thing or just a consideration that there is a difference between losing an engine on takeoff vs. losing one at 800 AGL where you would certainly be in the crosswind if not already turning on the downwind.
I have no idea who reads this blog – but if we have any opinions out there I’d be happy to hear them. Hopefully we can get both the Canadian and American perspectives.
I’ve got back to back flights coming up in a few days after a short business trip to Houston. Between now and then I need to memorize the emergency procedures for just about everything that could go wrong in an aircraft. Hopefully I can pick it up quickly.
17.3 Hours and counting…
Sunday, April 12, 2009
Tuesday, April 7, 2009
Overshoot!
I’m at the point in my training now where we are slowly knocking off specific procedures that I must execute in order to achieve my solo endorsement. Aside from the medical, air regulations, and radio exams you must prove efficiency in the following areas prior to receiving your solo endorsement:
- Stall
- Spin
- Spiral
- Engine Failure in Circuit
- Overshoot
- Crosswind
- Runway Change
- Communication Failure
- Emergency Procedures
To date I’ve received signatures next to Stall, Spin, Spiral, and Overshoot. This leaves engine failure, crosswind, runway change, comm. Failure, and emergency procedures.
When I arrived for the walk around, I5 told me that we might have an opportunity for some crosswind work. During the brief we reviewed the overshoot and talked about runway changes and communications failures. Unfortunately the winds had shifted so today would not be my crosswind day.
CGMTZ was nearly full of fuel and was also nice and warm, so starting the engine was simpler than I ever remembered. We taxied out, completed the run-up, takeoff checklist, after a short wait for 2 aircraft on final (with loads of room to get us out) we were off for the circuit. The winds were out of the south today so we were using runway 16 which requires a right hand pattern. This was different than previous flights but the adjustment was simple. The nice thing about flying circuits off of this runway is the visual cues available for the pattern. The highway is a nice place to turn crosswind, the downwind lines up with a bog, and the base should be just inside of the river. Armed with that information from I5, I opted to judge it myself because I know that these cues won’t always be available to me.
While on the downwind, I5 told me that I should be focus on accurate speeds, headings, altitudes, power settings, and especially speeds on final. He wanted me to show him a number of stabilized approaches from various scenarios and wanted me to nail that approach speed at 60 knots. He also mentioned that at any point, I should be prepared for him to call “Overshoot” and react appropriately.
When I called tower downwind abeam for the touch and go he re-keyed his mike and told tower we wanted a “low and over”. I suppose the overshoot wasn’t going to be shocking after all. As we neared the threshold he called for the overshoot, I put the throttle to the firewall, attitude to the horizon, and went to takeoff flap. The aircraft held Vy (68) without much adjustment from me (much to my amazement).
The next approach was extremely stable again and as I cut the power over the threshold I planned to focus on a gentle flare. It wasn’t as gentle as I had hoped, but the landing went very well. I quickly hopped on the rudder, raised the flaps, powered up, and we were back in the sky. One thing I noticed was that I didn’t have to remind myself to keep the nose down as we crossed over the threshold. Perhaps I eradicated that natural tendency to pull up a bit when landing. Check that one off too please!
This time we had traffic in the pattern on a LEFT circuit. Tower wanted to cut us in front of him and asked “MTZ, advise if you can turn base in next 2 seconds”, I didn’t hesitate and responded with “turning base, MTZ” to which I got a “thank you”. Now we were pretty close to the field and I immediately started to pull the power all the way back. I5 gently stopped me and said “Hold your altitude and power for now”. About half way through the base he pulled the power all the way back and said “OK – now what?” We were higher than usual and still carrying a lot of speed. I put the first notch of flaps out and pushed the stick forward a bit telling I5 that I wanted to lose some altitude quickly, turn final and then slow down, go to landing flaps and probably a forward slip. He told me to slip “NOW”. I entered a forward slip. The feeling and noise created by the slip is still astounding. Probably would freak out passengers without warning – but I love it. I5 kept telling me something about watching my ground track but I’m not sure I was really listening. Then I started loosening up on the rudder so I could turn final when he said “stay in the slip and adjust your ailerons so you can turn final – a slipping turn”. It was much easier to do than I had expected (or remembered) and a lot of fun. We rolled out nicely, I put the flaps out and adjusted attitude for 60 knots. I was extremely pleased with myself and went to pull the power at the threshold when I5 calmly said “Overshoot!”
I’ll admit it. I was not prepared for the overshoot at all. Perhaps he had this planned all along, but he certainly fooled me! Apparently the execution was just fine. The next circuit had us turning an early crosswind which left us with little time to level off, call the tower, perform level off checks, transition to base, and perform landing checks. The approach was a wonderful 60 knot deal and we touched down nice and gentle. I went for the rudder and this is where I made a mistake! I started to advance the throttles without retracting back to takeoff flaps. I5 caught it and corrected it quickly. The shock to my system resulted in a pretty nasty ground pattern for us as the acceleration, deceleration, and acceleration left me way behind the aircraft.
Once in the air I5 and I chatted about it and that is when I noticed that I had not remembered to turn my fuel pump back on for the previous approach. Looks like I landed and took off without it. I5 told me not to worry about the flap or fuel pump mishaps because I hadn’t done it before but I made a mental note to do much better on those procedures by practicing them in my mind.
We asked tower if they could give us a runway change, but unfortunately they were unable due to a trio of helicopters operating down on runway 25. We instead asked if we could simulate communications failure to which they said “yes”. Right away – I5 said, “OK you have lost your communications, what will you check first?” This is another item which certainly will need to be memorized.
On the right frequency?
Headsets plugged in?
Avionics on?
Radio selector set correctly?
Alternator still working?
Can you transmit?
After going through these we agreed that we had indeed suffered a loss of communications. Next I reached for the transponder. I5 stopped me "no no no". We don’t type 7600 in unless we are REALLY suffering a communications failure. Good thing to know, I would have actually done it (thus I am the flight newbie!). We spent considerable effort searching for traffic, especially joining from opposite base or straight in. Satisfied, we turned base and configured for normal landing. On final he told me that in addition to the “Airspeed, Wind Sock, Numbers” triangle he taught me last time, I should add “Tower”. Looking for the tower (where is that confounded tower?) it was clear as day. A steady green light pointed towards me. I rocked my wings back and forth in acknowledgement which was an absolute hoot, and I headed in for landing.
After taxiing off the runway and completing the checklist we noted that ground was now signalling us with the green light to taxi. I moved my control surfaces, flashed my lights, and we taxied on in. During the taxi in I swapped to the ground frequency which puzzled I5 a bit. I keyed my microphone and told ground “Thanks for the light signals, please pass on our thanks to the tower guy as well” to which they responded “our pleasure”. I5 noted that he didn’t recall a student ever considering calling ATC to say thanks in the past and that they really appreciated that sort of thing. He also noted that I always say “Good morning” to ATC when I check in and thanks to the initial response. I guess all of that time on the Vatsim network has taught me the importance of being polite, respectful, and professional on the frequency. A friend noted that students often don’t add “the human touch” when learning.
When all said and done, a short but effective flight. We crossed Communication failure off our list and I got some good practice at non standard circuits. My homework for my next flight will be to review engine failures, emergency procedures, and make sure I know the sequences for level off, landing, and touch and go to the point of habit.
I fly again in 5 days, and then back to back flights (Thursday evening, Friday morning) 4 days later. I want to make sure I have all of the material covered between now and then. Looking ahead on my syllabus; there is a lot of fun stuff coming up in the near future once we get back out of the circuit – primarily cross country flights and short/soft field landing/takeoffs. I’m not in any rush however to get out of the circuit because the action is non stop and you really have to be on your toes.
16.5 Hours and Counting…
- Stall
- Spin
- Spiral
- Engine Failure in Circuit
- Overshoot
- Crosswind
- Runway Change
- Communication Failure
- Emergency Procedures
To date I’ve received signatures next to Stall, Spin, Spiral, and Overshoot. This leaves engine failure, crosswind, runway change, comm. Failure, and emergency procedures.
When I arrived for the walk around, I5 told me that we might have an opportunity for some crosswind work. During the brief we reviewed the overshoot and talked about runway changes and communications failures. Unfortunately the winds had shifted so today would not be my crosswind day.
CGMTZ was nearly full of fuel and was also nice and warm, so starting the engine was simpler than I ever remembered. We taxied out, completed the run-up, takeoff checklist, after a short wait for 2 aircraft on final (with loads of room to get us out) we were off for the circuit. The winds were out of the south today so we were using runway 16 which requires a right hand pattern. This was different than previous flights but the adjustment was simple. The nice thing about flying circuits off of this runway is the visual cues available for the pattern. The highway is a nice place to turn crosswind, the downwind lines up with a bog, and the base should be just inside of the river. Armed with that information from I5, I opted to judge it myself because I know that these cues won’t always be available to me.
While on the downwind, I5 told me that I should be focus on accurate speeds, headings, altitudes, power settings, and especially speeds on final. He wanted me to show him a number of stabilized approaches from various scenarios and wanted me to nail that approach speed at 60 knots. He also mentioned that at any point, I should be prepared for him to call “Overshoot” and react appropriately.
When I called tower downwind abeam for the touch and go he re-keyed his mike and told tower we wanted a “low and over”. I suppose the overshoot wasn’t going to be shocking after all. As we neared the threshold he called for the overshoot, I put the throttle to the firewall, attitude to the horizon, and went to takeoff flap. The aircraft held Vy (68) without much adjustment from me (much to my amazement).
The next approach was extremely stable again and as I cut the power over the threshold I planned to focus on a gentle flare. It wasn’t as gentle as I had hoped, but the landing went very well. I quickly hopped on the rudder, raised the flaps, powered up, and we were back in the sky. One thing I noticed was that I didn’t have to remind myself to keep the nose down as we crossed over the threshold. Perhaps I eradicated that natural tendency to pull up a bit when landing. Check that one off too please!
This time we had traffic in the pattern on a LEFT circuit. Tower wanted to cut us in front of him and asked “MTZ, advise if you can turn base in next 2 seconds”, I didn’t hesitate and responded with “turning base, MTZ” to which I got a “thank you”. Now we were pretty close to the field and I immediately started to pull the power all the way back. I5 gently stopped me and said “Hold your altitude and power for now”. About half way through the base he pulled the power all the way back and said “OK – now what?” We were higher than usual and still carrying a lot of speed. I put the first notch of flaps out and pushed the stick forward a bit telling I5 that I wanted to lose some altitude quickly, turn final and then slow down, go to landing flaps and probably a forward slip. He told me to slip “NOW”. I entered a forward slip. The feeling and noise created by the slip is still astounding. Probably would freak out passengers without warning – but I love it. I5 kept telling me something about watching my ground track but I’m not sure I was really listening. Then I started loosening up on the rudder so I could turn final when he said “stay in the slip and adjust your ailerons so you can turn final – a slipping turn”. It was much easier to do than I had expected (or remembered) and a lot of fun. We rolled out nicely, I put the flaps out and adjusted attitude for 60 knots. I was extremely pleased with myself and went to pull the power at the threshold when I5 calmly said “Overshoot!”
I’ll admit it. I was not prepared for the overshoot at all. Perhaps he had this planned all along, but he certainly fooled me! Apparently the execution was just fine. The next circuit had us turning an early crosswind which left us with little time to level off, call the tower, perform level off checks, transition to base, and perform landing checks. The approach was a wonderful 60 knot deal and we touched down nice and gentle. I went for the rudder and this is where I made a mistake! I started to advance the throttles without retracting back to takeoff flaps. I5 caught it and corrected it quickly. The shock to my system resulted in a pretty nasty ground pattern for us as the acceleration, deceleration, and acceleration left me way behind the aircraft.
Once in the air I5 and I chatted about it and that is when I noticed that I had not remembered to turn my fuel pump back on for the previous approach. Looks like I landed and took off without it. I5 told me not to worry about the flap or fuel pump mishaps because I hadn’t done it before but I made a mental note to do much better on those procedures by practicing them in my mind.
We asked tower if they could give us a runway change, but unfortunately they were unable due to a trio of helicopters operating down on runway 25. We instead asked if we could simulate communications failure to which they said “yes”. Right away – I5 said, “OK you have lost your communications, what will you check first?” This is another item which certainly will need to be memorized.
On the right frequency?
Headsets plugged in?
Avionics on?
Radio selector set correctly?
Alternator still working?
Can you transmit?
After going through these we agreed that we had indeed suffered a loss of communications. Next I reached for the transponder. I5 stopped me "no no no". We don’t type 7600 in unless we are REALLY suffering a communications failure. Good thing to know, I would have actually done it (thus I am the flight newbie!). We spent considerable effort searching for traffic, especially joining from opposite base or straight in. Satisfied, we turned base and configured for normal landing. On final he told me that in addition to the “Airspeed, Wind Sock, Numbers” triangle he taught me last time, I should add “Tower”. Looking for the tower (where is that confounded tower?) it was clear as day. A steady green light pointed towards me. I rocked my wings back and forth in acknowledgement which was an absolute hoot, and I headed in for landing.
After taxiing off the runway and completing the checklist we noted that ground was now signalling us with the green light to taxi. I moved my control surfaces, flashed my lights, and we taxied on in. During the taxi in I swapped to the ground frequency which puzzled I5 a bit. I keyed my microphone and told ground “Thanks for the light signals, please pass on our thanks to the tower guy as well” to which they responded “our pleasure”. I5 noted that he didn’t recall a student ever considering calling ATC to say thanks in the past and that they really appreciated that sort of thing. He also noted that I always say “Good morning” to ATC when I check in and thanks to the initial response. I guess all of that time on the Vatsim network has taught me the importance of being polite, respectful, and professional on the frequency. A friend noted that students often don’t add “the human touch” when learning.
When all said and done, a short but effective flight. We crossed Communication failure off our list and I got some good practice at non standard circuits. My homework for my next flight will be to review engine failures, emergency procedures, and make sure I know the sequences for level off, landing, and touch and go to the point of habit.
I fly again in 5 days, and then back to back flights (Thursday evening, Friday morning) 4 days later. I want to make sure I have all of the material covered between now and then. Looking ahead on my syllabus; there is a lot of fun stuff coming up in the near future once we get back out of the circuit – primarily cross country flights and short/soft field landing/takeoffs. I’m not in any rush however to get out of the circuit because the action is non stop and you really have to be on your toes.
16.5 Hours and Counting…
Wednesday, January 21, 2009
On the Go...
Following a few months of horrible weather with little of the breaks we are used to seeing here in Calgary, we had a day where it wasn't cold, windy, or snowing. The sun was shining and the skies were blue. It was a great day to fly.
Apparently I was not the only person who thought this - the airport was super busy. Determined not to be frazzled in the circuit again, I spent a lot of time reviewing how I planned to fly the aircraft during each of the phases. I went over it in my head dozens of times and even made mock radio calls to the tower. I was as ready as I had ever been for a flight.
We were #5 for the runway when we called ground and I asked I5 if we could try for the intersection departure again. This time ATC denied the request and told us to taxi full length. During the runup we were treated to a great view of a WWII vintage US Navy aircraft. I have no idea what it as, but it was super cool with one of those circular engines. Pretty cool stuff.
I5 asked if I wanted him to demonstrate the first spin and I asked if I could do the first one myself. He complied and the tone was set for the rest of the flight. The circuit was busy and the radio was non stop. I hit all of my speeds, altitudes, checkpoints, and radio calls. Before I knew it we were on final for runway 34.
I5 told me about a "triangle" he used when on final to keep his focus on what was important. Look at the numbers to make sure they weren't moving, look at the windsock to verify the winds, look at the airspeed to make sure it was where you wanted it. Numbers, Windsock, Airspeed. Numbers, Windsock, Airspeed. Numbers, Windsock, Airspeed. This really helped me produce a stable approach.
On the go I noticed how much time was available to reconfigure for takeoff, how quickly we reached rotation speed, and how much right rudder was required to compensate (same old story for me).
As we climbed out, I5 asked me if I enjoyed that. I told him it was awesome and he suggested that I relax my grip on the stick. I had the death grip going.. for the rest of the flight I tried to remind my self to use my fingers as much as possible for corrections.
We practiced extended downwinds, upwinds, crosswinds, different approach speeds, configurations, touchdown points, and even an overshoot (planned). Due to the amount of traffic in the circuit we were actually treated to most of this by the tower who was doing his best to keep everything and everyone in order. I experienced people turning when they weren't supposed to, people joining the circuit straight in, from the left, from the right, and even a downwind "flip flop" where we were turned base same time as the skyhawk ahead of us (making us #1). There was also a nice mix of aircraft up there aside from the standard Eclipse and Skyhawks. Spotted a Seneca and a Malibu at one point which for one reason or another was very exciting.
Flying the circuit was great. It was far more exciting than hitting the practice area. I especially enjoyed listening to what was happening on the frequency and visualizing all of it. I had little trouble keeping my situational awareness where it needed to be and was aware of everyone else in the pattern at all times. I owe thanks for this to my flight simming time, specifically on the Vatsim network. I can not for the life of me imagine what that would have been like for me if I had never learned virtual situational awareness and radio etiquette.
When we landed I5 noted the awareness and I tried explaining to him again how valuable a LiveATC feed would be for post evaluation of training flights. It's been over 6 months since the club told me they were going to set it up. Perhaps it's time for me to start pushing them for it again.
The end tally was 8 touch and go's, an overshoot (go around for my American friends), and a full stop. Except for one, the landings were all good. I don't know if I5 was yanking my chain, but he did tell me that I land like someone with 300-400 hours under their belt. I managed to tell him I have about 6000 on my simulator. I honestly think that having the opportunity to land 9 times in just over an hour was probably what did it. I have a much better understanding ground effect, how to hold off the aircraft in the flare, and how to keep that nose wheel light.
There is still a lot of material to cover before I complete my circuit training, but this was a major milestone for me. I can't wait to hit the skies again!
15.7 Hours and counting...
Apparently I was not the only person who thought this - the airport was super busy. Determined not to be frazzled in the circuit again, I spent a lot of time reviewing how I planned to fly the aircraft during each of the phases. I went over it in my head dozens of times and even made mock radio calls to the tower. I was as ready as I had ever been for a flight.
We were #5 for the runway when we called ground and I asked I5 if we could try for the intersection departure again. This time ATC denied the request and told us to taxi full length. During the runup we were treated to a great view of a WWII vintage US Navy aircraft. I have no idea what it as, but it was super cool with one of those circular engines. Pretty cool stuff.
I5 asked if I wanted him to demonstrate the first spin and I asked if I could do the first one myself. He complied and the tone was set for the rest of the flight. The circuit was busy and the radio was non stop. I hit all of my speeds, altitudes, checkpoints, and radio calls. Before I knew it we were on final for runway 34.
I5 told me about a "triangle" he used when on final to keep his focus on what was important. Look at the numbers to make sure they weren't moving, look at the windsock to verify the winds, look at the airspeed to make sure it was where you wanted it. Numbers, Windsock, Airspeed. Numbers, Windsock, Airspeed. Numbers, Windsock, Airspeed. This really helped me produce a stable approach.
On the go I noticed how much time was available to reconfigure for takeoff, how quickly we reached rotation speed, and how much right rudder was required to compensate (same old story for me).
As we climbed out, I5 asked me if I enjoyed that. I told him it was awesome and he suggested that I relax my grip on the stick. I had the death grip going.. for the rest of the flight I tried to remind my self to use my fingers as much as possible for corrections.
We practiced extended downwinds, upwinds, crosswinds, different approach speeds, configurations, touchdown points, and even an overshoot (planned). Due to the amount of traffic in the circuit we were actually treated to most of this by the tower who was doing his best to keep everything and everyone in order. I experienced people turning when they weren't supposed to, people joining the circuit straight in, from the left, from the right, and even a downwind "flip flop" where we were turned base same time as the skyhawk ahead of us (making us #1). There was also a nice mix of aircraft up there aside from the standard Eclipse and Skyhawks. Spotted a Seneca and a Malibu at one point which for one reason or another was very exciting.
Flying the circuit was great. It was far more exciting than hitting the practice area. I especially enjoyed listening to what was happening on the frequency and visualizing all of it. I had little trouble keeping my situational awareness where it needed to be and was aware of everyone else in the pattern at all times. I owe thanks for this to my flight simming time, specifically on the Vatsim network. I can not for the life of me imagine what that would have been like for me if I had never learned virtual situational awareness and radio etiquette.
When we landed I5 noted the awareness and I tried explaining to him again how valuable a LiveATC feed would be for post evaluation of training flights. It's been over 6 months since the club told me they were going to set it up. Perhaps it's time for me to start pushing them for it again.
The end tally was 8 touch and go's, an overshoot (go around for my American friends), and a full stop. Except for one, the landings were all good. I don't know if I5 was yanking my chain, but he did tell me that I land like someone with 300-400 hours under their belt. I managed to tell him I have about 6000 on my simulator. I honestly think that having the opportunity to land 9 times in just over an hour was probably what did it. I have a much better understanding ground effect, how to hold off the aircraft in the flare, and how to keep that nose wheel light.
There is still a lot of material to cover before I complete my circuit training, but this was a major milestone for me. I can't wait to hit the skies again!
15.7 Hours and counting...
Saturday, January 17, 2009
Back in the Saddle
It's been a long time since my last flight. My commitments at home and work coupled with a nastier than usual winter and the short periods of light have made it hard to find time to fly.
Rather than sit around idle, I spent a lot of time focusing on the ground school material I've been taking online. I ripped the audio from a number of lessons into an MP3 format and have been listening to them in the car during the commute to downtown and back. I still made less progress than I had hoped and realize that it is going to take a considerable amount of self discipline to complete the content by July as I had initially hoped.
My wife tried to pull a fast one on me by booking a flight as a birthday present (bless her soul). The secret didn't last more than 20 seconds as I received an instant notification of the booking on my crackberry as soon as it was entered in the computer. After realizing she had booked me another intro flight in a C172 with an instructor I had never heard of, I quickly swapped it to a full training flight in the Eclipse with I5.
When I showed up for the flight I immediately told I5 that I was unsure where we would be picking things up since it had been close to 3 months since my harrowing flight in those gusty October winds. He told me we were headed to the practice area for a refresher flight and to be honest this was just fine with me.
I did spend some time the night before reviewing all of my notes and going through the checklists again for some familiarization. The walk around felt foreign and seemed to take forever. After it was complete I pulled out the checklist to see if I had done everything correctly and in the proper order. Turns out I completely missed the fuel inspection and had to go back to drain fuel from the tank and engine!
While waiting for I5 back in the club I saw a notice that the routes to and from the practice area had changed, I spent some time reviewing them and realized that they were using visual reference points that no longer included the power lines. I was happy to see this as we all know by now that I've always had trouble following them. Highways, Gas Plants, a Town, Rivers, Lakes, and a Dam were much easier to spot in my opinion.
When we called for Taxi we were assigned runway 34 and I noted we looked to be about #4 for the runway. I5 told me to ask for a departure from an intersection which was approved. On the way there I mentioned to I5 that I felt the check list went EXTREMELY slow. I was a bit shocked when he said he felt it was actually done in perfect time. Perhaps I'm too hard on myself sometimes? After a single departure we were cleared for takeoff from the intersection. We followed some traffic on departure which I easily spotted (isn't it always a trip when you see other traffic?) and we headed for the practice area.
I was pleased with how smooth everything went from the start to end of the flight. I had no trouble staying ahead of the aircraft. Straight and level, checklists, navigation, and radio work weren't a problem en route. Once arriving in the area we practiced slow flight, steep turns, power on/off stalls, and descending turns. They all went much better than I hoped they would. I realized how comfortable I felt in the aircraft from the moment he asked me to put the aircraft into slow flight and I was able to do it without much trouble.
On the way back everything was smooth as butter including a nice approach and touchdown. I5 told me that I was ready to continue with the circuit. I enjoyed flying with him (again) so much that I booked a flight for a few days later with him.
It was great to be back in the saddle.
14.4 Hours and counting...
Rather than sit around idle, I spent a lot of time focusing on the ground school material I've been taking online. I ripped the audio from a number of lessons into an MP3 format and have been listening to them in the car during the commute to downtown and back. I still made less progress than I had hoped and realize that it is going to take a considerable amount of self discipline to complete the content by July as I had initially hoped.
My wife tried to pull a fast one on me by booking a flight as a birthday present (bless her soul). The secret didn't last more than 20 seconds as I received an instant notification of the booking on my crackberry as soon as it was entered in the computer. After realizing she had booked me another intro flight in a C172 with an instructor I had never heard of, I quickly swapped it to a full training flight in the Eclipse with I5.
When I showed up for the flight I immediately told I5 that I was unsure where we would be picking things up since it had been close to 3 months since my harrowing flight in those gusty October winds. He told me we were headed to the practice area for a refresher flight and to be honest this was just fine with me.
I did spend some time the night before reviewing all of my notes and going through the checklists again for some familiarization. The walk around felt foreign and seemed to take forever. After it was complete I pulled out the checklist to see if I had done everything correctly and in the proper order. Turns out I completely missed the fuel inspection and had to go back to drain fuel from the tank and engine!
While waiting for I5 back in the club I saw a notice that the routes to and from the practice area had changed, I spent some time reviewing them and realized that they were using visual reference points that no longer included the power lines. I was happy to see this as we all know by now that I've always had trouble following them. Highways, Gas Plants, a Town, Rivers, Lakes, and a Dam were much easier to spot in my opinion.
When we called for Taxi we were assigned runway 34 and I noted we looked to be about #4 for the runway. I5 told me to ask for a departure from an intersection which was approved. On the way there I mentioned to I5 that I felt the check list went EXTREMELY slow. I was a bit shocked when he said he felt it was actually done in perfect time. Perhaps I'm too hard on myself sometimes? After a single departure we were cleared for takeoff from the intersection. We followed some traffic on departure which I easily spotted (isn't it always a trip when you see other traffic?) and we headed for the practice area.
I was pleased with how smooth everything went from the start to end of the flight. I had no trouble staying ahead of the aircraft. Straight and level, checklists, navigation, and radio work weren't a problem en route. Once arriving in the area we practiced slow flight, steep turns, power on/off stalls, and descending turns. They all went much better than I hoped they would. I realized how comfortable I felt in the aircraft from the moment he asked me to put the aircraft into slow flight and I was able to do it without much trouble.
On the way back everything was smooth as butter including a nice approach and touchdown. I5 told me that I was ready to continue with the circuit. I enjoyed flying with him (again) so much that I booked a flight for a few days later with him.
It was great to be back in the saddle.
14.4 Hours and counting...
Friday, October 24, 2008
First Circuit
I'd like to say that the weather here had improved but that would simply be a lie. I checked the airport RVR from the office like your typical internet junkie - about every 90 seconds. Things seemed like they were calming down and I made a mad dash for the airport.
Today I flew with I3 again and this made me happy because we worked well together in the aircraft. Right before it was time to go she noted that the winds had picked up again to about 20 knot gusts - do I still want to go? After my "dream month" had been blown away by one problem after another, I wanted to get up in the sky one way or another.
By the time we made it all the way down to runway 25 the tower called and gave us an update that the winds were now gusting to 42 knots. Do you still want to go? I told I3 that I was happy to give it a try but would accept whatever her decision was. She informed ATC we were ready for takeoff.
I won't make any attempts here to sound macho. The flight was bumpy and the winds were howling. I fought the aircraft for every altitude and every heading. I spent so much time dealing with the winds that my brain was unable to process all of the information I had been briefed on the previous weeks regarding the circuit.
My first approach was horrible and I3 ended up calling ATC half way in and asking for a low approach. We stayed at this low altitude so that she could illustrate the illusions caused by drift. Maybe I missed something but I didn't notice anything special with this example in terms of my brain fooling me. Perhaps all of this flight simming I've done over the years has told my brain to watch the instruments and believe in them. I honestly don't know if this is a good or bad thing. It made perfect sense that the brain thinks you are in a skid while a turn is actually coordinated yet the drift is real.
One thing I did notice is that the downwind portion of the circuit (with a 42 knot tailwind) appeared to last somewhere between 6 and 8 seconds. The second spin resulted in a Touch and Go which I3 talked me through. Shockingly the approach and touch down were pretty good. I was shocked how much runway was remaining as we got ready for the "go" part. First Touch and Go was now out of the way - hopefully many more to come!
On the downwind of the third circuit the wind finally had taken its toll on me. I was not feeling well at all. I3 didn't appear to be having a blast either. I told her that I wanted a full stop this time and she didn't protest. The turns to base and final were extremely sloppy and I was fighting the speeds and attitude on the entire approach. The only feather in my pocket was that the landing was somehow magical again, though a bit left of center. I honestly have no clue what I did, it just worked.
When we popped the canopy and hopped out I realized that I was feeling pretty dizzy. I went into the club to grab a drink hoping it would settle my stomach and only at that point realized I was sweating like the only hooker at a Shriners convention.
Lessons learned were:
- When they say in the FBO "it's nasty out there" - they really mean it.
- Need to adjust clothing while flying based on sun/temperature
- I need to visualize the details of the circuit if I want to be successful.
- My concentration was brutal today. I imagined how it would felt being up there solo on a day like today.
The good news is - the circuit portion of the training had finally begun!
13.1 Hours and counting...
Today I flew with I3 again and this made me happy because we worked well together in the aircraft. Right before it was time to go she noted that the winds had picked up again to about 20 knot gusts - do I still want to go? After my "dream month" had been blown away by one problem after another, I wanted to get up in the sky one way or another.
By the time we made it all the way down to runway 25 the tower called and gave us an update that the winds were now gusting to 42 knots. Do you still want to go? I told I3 that I was happy to give it a try but would accept whatever her decision was. She informed ATC we were ready for takeoff.
I won't make any attempts here to sound macho. The flight was bumpy and the winds were howling. I fought the aircraft for every altitude and every heading. I spent so much time dealing with the winds that my brain was unable to process all of the information I had been briefed on the previous weeks regarding the circuit.
My first approach was horrible and I3 ended up calling ATC half way in and asking for a low approach. We stayed at this low altitude so that she could illustrate the illusions caused by drift. Maybe I missed something but I didn't notice anything special with this example in terms of my brain fooling me. Perhaps all of this flight simming I've done over the years has told my brain to watch the instruments and believe in them. I honestly don't know if this is a good or bad thing. It made perfect sense that the brain thinks you are in a skid while a turn is actually coordinated yet the drift is real.
One thing I did notice is that the downwind portion of the circuit (with a 42 knot tailwind) appeared to last somewhere between 6 and 8 seconds. The second spin resulted in a Touch and Go which I3 talked me through. Shockingly the approach and touch down were pretty good. I was shocked how much runway was remaining as we got ready for the "go" part. First Touch and Go was now out of the way - hopefully many more to come!
On the downwind of the third circuit the wind finally had taken its toll on me. I was not feeling well at all. I3 didn't appear to be having a blast either. I told her that I wanted a full stop this time and she didn't protest. The turns to base and final were extremely sloppy and I was fighting the speeds and attitude on the entire approach. The only feather in my pocket was that the landing was somehow magical again, though a bit left of center. I honestly have no clue what I did, it just worked.
When we popped the canopy and hopped out I realized that I was feeling pretty dizzy. I went into the club to grab a drink hoping it would settle my stomach and only at that point realized I was sweating like the only hooker at a Shriners convention.
Lessons learned were:
- When they say in the FBO "it's nasty out there" - they really mean it.
- Need to adjust clothing while flying based on sun/temperature
- I need to visualize the details of the circuit if I want to be successful.
- My concentration was brutal today. I imagined how it would felt being up there solo on a day like today.
The good news is - the circuit portion of the training had finally begun!
13.1 Hours and counting...
Friday, October 17, 2008
Windy
It appears that my streak of flights without a cancellation is now turning into a streak of bookings without any flying at all. They say that on average 1 in 6 bookings will likely be scrubbed due to a variety of possible factors; weather, the last student late returning with aircraft, etc.
As I got closer to the airport I started to expect that the flight would be dicey at best. The winds were absolutely howling on the highway. I sat in the parking lot reviewing my notes about the circuit for about 30 minutes and watched the other traffic in the pattern. Two helicopters, two Skyhawks, and a fast low wing that I couldn't identify. On the go - both the C172's were rolling constantly while attempting to climb into the wind. It was obvious that the pilots were having a great time fighting everything.
I turned my attention to the ramp and watched an older gent doing a pre-flight on a Skyhawk. The papers in his kneeboard were flapping in the wind, his hair was all over the place, and although the aircraft was positioned into the wind and tied down - the wings were constantly moving. The windsock was absolutely horizontal, and every 10-15 seconds it would move 5-10 degrees in one direction or the other. Flying probably wasn't in my future on this day.
I moved into the club and sat near the dispatch desk so I could hear everyone chatting. The first conversation I heard was an instructor with a student (the older gent I saw doing his pre-flight) who was being told that the winds probably were too strong for them to work on slow flight today (no kidding!). The icing on the cake was when the chief instructor returned from a training flight with another instructor who was doing some multi engine work. Apparently they were both not pleased with the winds.
When I4 showed up he immediately said we weren't going to fly if the winds didn't change. He thought about calling me but wanted to wait to see if they died down - especially based on the last flight getting canned. He made a quick call to his next student who was planning a cross country to tell him the flight was canned. Now we decided to sit and wait. Rather than sit around doing nothing we sat down at one of the briefing stations and did a weather overview.
I'll admit that I haven't really got to the point in my online ground school where I learn something about weather. In fact I was so clueless that I didn't understand most of what I4 was telling me about. Two good things did come out of the 30 minutes we spent together:
1) I need to start learning about the weather. I know how important it is to understand the weather as a pilot, but I didn't realize how little I actually knew. Being able to read a METAR doesn't make you a weather specialist!
2) The NavCanada Flight Planning site is a fantastic resource for weather. In fact one of the coolest things I4 showed me was the live RVR report. Updated every minute, it shows the current winds and gust for every major airport in Canada. The photo attached to this entry shows what the winds were for this day at CYBW (though I did take the screenshot a few days later and had to modify it). Almost straight down the pipe - but 25 knots gusting 41. Hmmmm.... I'm thinking I'll wait for another day.
I'm somewhat down in the dumps since I still haven't had a chance to fly in the circuit, but I know the day will come soon. The weather forecast for this Friday is again showing signs of a Chinook and thus crazy winds. Let's all keep our fingers crossed!
Monday, October 6, 2008
PSTAR
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The Pre Solo Test of Air Regulations is a fifty-question written test that Canadian flight students must pass with a mark of ninety percent or higher, before they can fly solo.
"Are you Bob?"
Sounds innocent enough; but if your name was Bob, and you were currently sitting at your flight school having already completed walk around, technical logs, weather brief, and weight/balance and were patiently sitting around reviewing emergency procedures out of your POH when the some guy answers the phone, speaks with someone for a few minutes, looks around all dazed and confused before focusing on your and asking that question - phone and hand. Now imagine if you were at that very moment waiting for your first flight in the circuit in the next 20 minutes.
"Yep - that's me". The dispatch dude handed me the phone. "Hello?". "Hi Bob, it's I4. I just wanted to call and give you a heads up that I'm going to be about 15 minutes late as I'm stuck down in High River with another student picking up his PTR and it has been taking way longer than it should have. We're about to hop back in the aircraft now".
OK, this isn't so bad - so he's going to be a bit late - no big deal (plus I love the fact he was considerate enough to call - I will need to get this guy my cell phone). "Also - the winds have been pretty crazy this afternoon and the turbulence is out of control. We probably won't be working the circuit this afternoon. If you can just hang tight until I get back we can talk about it". Great - no flight. A bit of turbulence? I'm a man - I can hack it, can't I? He asked to be passed back to dispatch dude and I slumped back into the couch. The little boy inside of me saying that it wasn't fair while the cold calculated master of logic inside told me that if I4 didn't want me to be flying there was a reason for it.
Some other instructor (minor role so he doesn't yet receive an "I" designator) showed up a few minutes and confirmed that it probably didn't look good for the first flight in the circuit. Then he told me there was a possibility of another air exercise and I should read up on "Exercise 20: Illusions created by drift". Only a 3-4 page reference in the FTM that discusses how winds cause some illusions that may lead to a pilot reacting incorrectly while turning upwind or downwind, especially while close to the ground. To be honest it did not seem that exciting - however how bad could it actually be performing an exercise like that (or any exercise) WHILE sitting in a small aircraft?
I4 arrived shortly after and told me based on his flight back the turbulence was so bad that I would gain nothing out of this flight in the circuit. Instead of focusing on the circuit itself, I'd instead be fighting the aircraft the entire time. I asked about Exercise 20 (or any other useful air exercise) and he said that while Ex. 20 was valuable, it was not the type of thing you specifically get into the aircraft to learn. Sounded more like one of those things you do on the way back from doing something else. In the end, I4 told me that it was "my money" and he was all mine for the next few hours, so if I really wanted to fly he would take me up. I decided that it was best if I did not fly.
Then I4 started working me over. "Why don't you write your PSTAR exam then? You sounded like you were almost ready the other day". I really did not feel prepared for the exam. I had considered trying to write it either today or the past Friday but didn't have enough time to review the few sections I was struggling with. I4 kept it up however "It doesn't cost you anything, if you don't pass we don't submit it to Transport Canada, no scores go on your permanent record until you pass the exam, and you can write it as many times as you like".
I decided to go for it, but only after spending 45 minutes reviewing one last time. I4 was amused that I felt I needed to review but seemed to be happy I would try the exam. I ran out to the car, grabbed my laptop and ran to the upstairs "lounge" area of the club. I flipped on my laptop, picked up the club's free public wireless and connected. Then started to load my favorite PSTAR web sites. Whoops - nothing is loading? After 20 minutes of playing around with the connection and all sorts of other IP related stuff I came to the conclusion that the wireless network was totally hooped because it wasn't allowing any traffic outside of the club itself. Oh well.
I headed back down to tell I4 that I had trouble and wouldn't be writing it. He greeted me with a smile and handed me the exam while saying "I knew you didn't need 45 minutes to review! You took less than 20!". I decided to just keep my mouth shut and write the stupid exam. I headed back upstairs to the exam room.
The exam is 50 questions. I need to get a minimum of 90% so that means I'm allowed to miss 5 answers and will still pass. The first thought that pops into my mind is my brother telling me just a few days earlier that he scored 100% on his PSTAR. Then again - he was working at an airport and getting trained by his boss. He was living and breathing this stuff, how in the world could he NOT score 100?
They are all multiple choice with 4 potential answers presented. Everyone has their own (or should have one) strategy for dealing with multiple choice tests and I am no exception. I read each question, and where applicable blurt the answer out in my head before reading the choices. Most of the time I have the answer before reading the choices - this is usually a good thing. For ones that can't be answered without looking at the choices it's usually a simple and obvious selection. Anything that I am unable to answer immediately gets a little "tick" mark next to it and I move on. When I've reached the end of the exam I go back and review the ones I was unable to answer. I may continue this process 4-5 times before completing all my answers. Once this is complete I review the entire examination to make sure I answered what I wanted to answer the way I wanted to answer them!
After the first pass I had marked 13 questions for review. That is 3 times higher than I had hoped. There were definitely a few questions that I was struggling with, and they were all from the sections that I had hoped to review. After my 3rd pass I was left with the following two questions that I was struggling with:
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Question: A 45 knot blast area can be expected ............. behind the propellers of a large turbo-prop aeroplane during taxi.
(1) 60 feet.
(2) 80 feet.
(3) 100 feet.
(4) 120 feet.
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Question: Which statement concerning wing tip vortices is false?
(1) Vortices normally settle below and behind the aircraft.
(2) With a light cross-wind, one vortex can remain stationary over the ground for some time.
(3) Lateral movement of vortices, even in a no wind condition, may place a vortex core over a parallel runway.
(4) Vortices are caused directly by "jet wash."
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I'm generally not a doom and gloom guy. When I came back down about 30 minutes later I handed the exam to I4 who asked how I think I did. "To be honest I'm quite certain I missed 6-7 questions and thus failed, most likely on the subject." I4 took the exam and held it up to some key for about 30 seconds before asking me "What score would make you happy?". It took me less than a second to respond with "100% was my goal but I'd be happy to pass". Turns out that I did. I only got a single question wrong for a score of 49/50 = 98%. Looks like the PSTAR is now a thing of the past for me as well. The only thing holding me back from the solo at this point is some circuit training and the sign off/blessing of I4.
Reviewing the question that I got wrong, it turns out that I aced the sections on Wake Turbulence, Controlled Airspace, and Regulations - General Airspace. These were the areas where at times I felt clueless. I screwed up on a question about visual signals. I knew I had been struggling with a few of them but had expected to do some flash cards to help nail the memorization process. Here's the one I got wrong:
Question: A series of red flashes directed at an aircraft means respectively:
In Flight || On the Ground
(1) airport unsafe, no not land; || taxi clear of landing area in use.
(2) give way to other aircraft and continue circling; || stop.
(3) do not land for the time being || return to starting point on airport.
(4) you are in a prohibited area, alter course; || stop
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The afternoon started off as if it would be a total loss. It was one thing after another not going my way, but it certainly did not end that way. Having that PSTAR out of the way allows me to focus on the air exercises, some POH reading, and finally some time to really focus on my next ground school topic - Meteorology.
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