The best way to figure out what are good checkpoints is to fly the route and circle (on the map) the things you see out the window.
..and he may or may not agree.. there is a middle ground
..and he may or may not agree.. there is a middle ground
I tell my students that we're in this together. Safe effective training can require compromise on either side. It's a partnership. If they get an attitude where they're going to be "telling" me everything then I'll gladly get rid of a student just as easily as they can get rid of me.
There comes a point in flight training where a good instructor won't want things to be the "easiest". Instead they'll want them to be the most realistic. They'd rather see what happens when they send the student to a new airport by themselves when they still have some rope and they're not carrying other lives.
..and he may or may not agree.. there is a middle ground
I tell my students that we're in this together. Safe effective training can require compromise on either side. It's a partnership. If they get an attitude where they're going to be "telling" me everything then I'll gladly get rid of a student just as easily as they can get rid of me.
..and he may or may not agree.. there is a middle ground
I tell my students that we're in this together. Safe effective training can require compromise on either side. It's a partnership. If they get an attitude where they're going to be "telling" me everything then I'll gladly get rid of a student just as easily as they can get rid of me.
Sadly, I think the L-word is creeping into flight instruction.
I went to different places on my XC's. Dual, went to MWC, then PVB; after some solo XC's we went to GRB at night. Solo, went to RFD, OVS, OSH+ETB for the long one, and then went to OSH once for fun (requirements were met, I met a friend of mine up there).
Depends on the student, too. After I'd been flying with my primary CFI for 10 hours or so, I'd show up for a lesson and he'd ask, "So, what are we doing today?" He really let me take charge of the process, which was nice. But, I'd been obsessing about flying and flight training for about a year and a half before I had the money to actually do it so I had a good idea of what needed to be done.
Kimberly, great write-up! Sounds like the flight had exactly the intended effect: It threw some problems at you to solve, and you solved them and learned a few things along the way. That's what it's all about.
As I think you know by now, the transponder thing was simply a lack of radar coverage at your altitude... FWIW, when I flew through that area about 3 years ago the coverage was good at 7,500 feet but I'm guessing you didn't have any reason to be that high on a relatively short trip and were lower.
I'm curious, what model of radio were you having problems with, and do you know why it would only tune the nav side? That's a problem I haven't encountered yet.
Have fun - It keeps getting better!
You are probably right since I learned and taught a long time ago. FWIW, I never questioned what my CFI wanted me to do. If he wanted me to go to all new airports, that's what I did.
Lawyers? Laziness?
Lawyers? Laziness?
My first primary CFI soloed me, then we talked about where I could go on my solo XCs. He said that he would do a dual XC with me, then I would redo it solo. Not just my first solo XC either, but all of them. I asked him why, since I had at that point over 100 logged hours and he knew damn well that I was a competent navigator by pilotage or VORs. It turned out he had been burned badly by a student who busted Bravo airspace and nearly cost him his certificate, and since then, he had a policy that he would never send a student on a solo XC that he hadn't done already dual.
So at least in his case, yep, legal considerations were paramount.
I switched schools at that point, and my next instructor let me pretty much take charge of my solo XC plans after he was satisfied that I knew what I was doing. My "real, for credit" solo XCs (basically, my first three) were all to airports that I had never been to before and were challenging in many other ways too -- and they were the most fun I'd had in many years. Even though I think the world of my first instructor and owe all of my basic airmanship training to him, I don't regret making the switch for a minute. Re-doing dual XCs would have been a complete waste of my time and money. What I learned from the solo XCs I actually did, and from the great adventure that was the rest of my primary training was priceless and I'm so very thankful that my second CFI gave me the chance to do it that way.
Do you know what kind of radio it is? Most of them have separate knobs for the Nav and Com... Or is it one of these?
That'd be a Garmin SL30, but those are fairly rare, especially in the rental fleet, but they're the only one I know of where the nav and com share a tuning knob. If there's others... Well, I'm curious! If you don't know what it is, can you take a look at the faceplate next time you fly and see if there's a brand and/or model number, or take a picture?
(Yes, I'm a geek.)
Um, no . . . it doesn't look anything like the one you posted pictures of.
Then again, that is because yours looks like it was built WITHIN THE LAST CENTURY.
I am telling you . . . my plane is old - ! There is a button that switches from the knobs tuning the COM frequencies to tuning the NAV ones and if you don't put it back you cannot do anything with the COMs.
Here is a photo:
look at the worn out marks on the radio! The button in question is the tiny little white dot (there are three of them one above the other) on radio number one. Radio number two and transponder were OK.
Liability.
IIRC, b(2)i applies when the CFI signs the student off for the ability to make that repeated trip without a separate signoff for each trip and that's where the "repeated" part comes in. The signoff itself is for multiple trips.
