mx5fanatic
Filing Flight Plan
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- Feb 22, 2021
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mx5fanatic
I went out of state to do my commercial multi engine add on with Herb Pello of Praire Air Service in his Piper Apache Geronimo. I picked him because I was impressed with what I read on his website and also I wanted to train in an Apache as my family has a 1969 Piper Turbo Aztec so wanted to be able to have a nice transition into it when I finished here.
I chose to stay with Herb. He has a couple of rooms at his house, which is right on the airport (Stearman Field) and he keeps his Apache in the garage which makes it super convenient when we want to go fly for lessons. Also the room and board was very reasonable $22 dollars a day, and that included a home cooked meal by Herbs wife Kathy each night. Also they had a stock of cereals for breakfast and a freezer full of microwaveable sandwiches, pizzas and left over dinners in the fridge for lunch as well as plenty of sodas to drink as well as water. I quite enjoyed staying on site.
Herb has a car available if you need to run into town for any reason, although I spent all of my free time studying so that was not an issue for me.
Fair warning his pricing on his website is out of date so I recommend emailing and calling Herb to get an accurate and up to date pricing. I arrived there on October 5th and started flying on the 6th, two times a day on the average until my checkride in the 14th. On that day I flew with Herb for 3.2 hours for one last recap of all multi maneuvers and engine out pattern work and short field landings and takeoffs then when we landed, we did an hour of review.
I ended up with 22 hours of multi time 1.6 of which was the checkride and multi PIC. My write up of the checkride is below:
Oral Exam
Explained the electrical system, gas system, gear system, cross feed, fuel gauges and what they display, calculate performance data and weight and balance. Also explained what our engine was and what the fuel it runs on (a blend of 100LL and 91 premium car gas)
Explained what VMC meant
Explained the critical engine)
Calculated takeoff distance (ground roll plus landing distance )
Accelerate atop is ground roll plus double the landing distance, no accelerated charts exist.
Flight
Did preflight with examiner watching.
Went down taxiway to 35, forgetting the winds more favored 17. I realized this when the examiner said he was going the check the wind ones again. Back taxied to the run up, and on the taxiway just before hold short, did the run up checklist.
Examiner said we would do a short field takeoff and a turn to the northeast, headed 045.
Briefed the takeoff and abort procedure, and performed short field takeoff.
Climbed and turned after departure and UPS (undercarriage, props switches) to 4,500 feet.
We made our way north east. We saw some
cumulus clouds and climbed to 6,500 and the examiner gave me vectors to avoid them. The examiner directed me then once established to perform steep turns. I did two clearing turns , then did a steep turn to the right and left, speaking what I was doing and made corrections.
Then went into slow flight and there examiner asked for gear and flaps down so I did. Then after flying for a bit had me recover and then go into power on stall straight ahead. Then after that he had me go into accelerated stall. Then he had me do the VMC demonstration which went smoothly.
Then after that we did the feathering and securing engine in flight which went smoothly. After we got the engine res started, he had me
do an emergency descent to 3,500 . As with all the other maneuvers I talked myself through it.
Then he gave me vectors to the RNAV approach to El Dorado. Flew the approach single engine, I screwed up the simulated feathering and securing, did nothing with the power on the operative engine and was sinking. The examiner noted something and I made a move to correct it and it was done. I admitted after he asked why I didn’t do it I forgot and messed up.
The rest of the engine out approach went well. Did a full stop, taxied back and then did pattern work on 15. Did a short field landing, single engine out landing (handled the simulated featuring better this time and added power to the operating engine), and a go around.
Then we did another landing and he then had me taxi to 22 instead as the winds had shifted . We then departed and returned to 1K1 and after landing and parker, the examiner informed me while he was not happy with how I had forgotten the power on the operative engine on the single engine approach, he was happy that I corrected for it right away.
It was a hour oral and a 1.6 on the Hobbs. I am now a commercial multi instrument rated pilot! Got my complex endorsement from this as well.
Next my high performance endorsement and to be checked out in the Aztec!
I chose to stay with Herb. He has a couple of rooms at his house, which is right on the airport (Stearman Field) and he keeps his Apache in the garage which makes it super convenient when we want to go fly for lessons. Also the room and board was very reasonable $22 dollars a day, and that included a home cooked meal by Herbs wife Kathy each night. Also they had a stock of cereals for breakfast and a freezer full of microwaveable sandwiches, pizzas and left over dinners in the fridge for lunch as well as plenty of sodas to drink as well as water. I quite enjoyed staying on site.
Herb has a car available if you need to run into town for any reason, although I spent all of my free time studying so that was not an issue for me.
Fair warning his pricing on his website is out of date so I recommend emailing and calling Herb to get an accurate and up to date pricing. I arrived there on October 5th and started flying on the 6th, two times a day on the average until my checkride in the 14th. On that day I flew with Herb for 3.2 hours for one last recap of all multi maneuvers and engine out pattern work and short field landings and takeoffs then when we landed, we did an hour of review.
I ended up with 22 hours of multi time 1.6 of which was the checkride and multi PIC. My write up of the checkride is below:
Oral Exam
Explained the electrical system, gas system, gear system, cross feed, fuel gauges and what they display, calculate performance data and weight and balance. Also explained what our engine was and what the fuel it runs on (a blend of 100LL and 91 premium car gas)
Explained what VMC meant
Explained the critical engine)
Calculated takeoff distance (ground roll plus landing distance )
Accelerate atop is ground roll plus double the landing distance, no accelerated charts exist.
Flight
Did preflight with examiner watching.
Went down taxiway to 35, forgetting the winds more favored 17. I realized this when the examiner said he was going the check the wind ones again. Back taxied to the run up, and on the taxiway just before hold short, did the run up checklist.
Examiner said we would do a short field takeoff and a turn to the northeast, headed 045.
Briefed the takeoff and abort procedure, and performed short field takeoff.
Climbed and turned after departure and UPS (undercarriage, props switches) to 4,500 feet.
We made our way north east. We saw some
cumulus clouds and climbed to 6,500 and the examiner gave me vectors to avoid them. The examiner directed me then once established to perform steep turns. I did two clearing turns , then did a steep turn to the right and left, speaking what I was doing and made corrections.
Then went into slow flight and there examiner asked for gear and flaps down so I did. Then after flying for a bit had me recover and then go into power on stall straight ahead. Then after that he had me go into accelerated stall. Then he had me do the VMC demonstration which went smoothly.
Then after that we did the feathering and securing engine in flight which went smoothly. After we got the engine res started, he had me
do an emergency descent to 3,500 . As with all the other maneuvers I talked myself through it.
Then he gave me vectors to the RNAV approach to El Dorado. Flew the approach single engine, I screwed up the simulated feathering and securing, did nothing with the power on the operative engine and was sinking. The examiner noted something and I made a move to correct it and it was done. I admitted after he asked why I didn’t do it I forgot and messed up.
The rest of the engine out approach went well. Did a full stop, taxied back and then did pattern work on 15. Did a short field landing, single engine out landing (handled the simulated featuring better this time and added power to the operating engine), and a go around.
Then we did another landing and he then had me taxi to 22 instead as the winds had shifted . We then departed and returned to 1K1 and after landing and parker, the examiner informed me while he was not happy with how I had forgotten the power on the operative engine on the single engine approach, he was happy that I corrected for it right away.
It was a hour oral and a 1.6 on the Hobbs. I am now a commercial multi instrument rated pilot! Got my complex endorsement from this as well.
Next my high performance endorsement and to be checked out in the Aztec!
