Soldier64
Pre-takeoff checklist
I passed my PPL ride this morning. Below is my write up with names removed. Thanks for all the information this board provides. Sorry, I get a little longwinded here.
Applicant: William M. Heidt
CFII: Xxxxxxxx
DPE: Xxxxxxx
Date: 21 April 21, 2015 0630-1000
Where: Enterprise, AL
Preparation: 1 Hour
One hour before the check ride I arrived at the hangar. I opened the hangar and proceeded to preflight the airplane, a 1976 Piper Arrow II (N8321C), before pulling it out. After taxiing to the FBO I met my CFII. We proceeded inside to the table where I would take the oral portion of the ride. I laid out all the materials and books I knew would be needed. I asked him a couple clarifying questions (more nerves than not knowing.) With everything laid out I called Lockheed Martin Flight Services for a weather brief. As the saying goes it was Clear, blue, and 22 (really 10*C.) At 0625 DPE arrived.
Oral: 1.6 Hours
We had some exchange of pleasantries and he reviewed my logbook and was verifying all documents were in order before we started anything. After checking my Driver’s License and FAA Airman’s Certificate he proceeded to check items off of his list. At the end of his list he looked up and said “Now begins the test.” He told me he was required to say that. Oral topics were straight forward down the list. He started with what items are required on your person to fly? How long is my medical good for? What if I wasn’t military? Why 60 months? Who should you talk to if you feel sick? He handed me my logbook and asked what I have to log? What privileges would I have after becoming a PPL? Can I fly for money? What about flying the Boy Scouts? Followed by what items are required in the aircraft (he wanted to see the Airworthiness and Registration on pre-flight as I did not bring them to the table)? Does the registration expire? He asked if I had the airplane maintenance records as it is a private aircraft. I showed him the AD list as well as my recent annual, ELT test, and Transponder test. He asked what ADs are still applicable and I consider important. He asked what other inspections are required? Why no 100 Hr? Next, he asked if I had an MEL, and since I don’t, he asked what I was required to have. TOMATO FLAMES and my reference to 91.205 were sufficient. What are the fuel requirements? He gave a scenario of having had dinner in Destin and come back to find the left fuel tank gauge showing 0. What do you do? After that, he said what if it’s night and the landing light isn’t working (three steps according to the FAA Circular)? Following the light question he asked me to describe the electrical system, constant speed prop, fuel, and vacuum systems. We skipped weather and went straight to airport markings. (Which side of the hold short line do you hold on?) Following that he went to a sheet that had just numbers. I was supposed to say what the number meant. He started with 700. (Class E floor inside the magenta shading) Next was 1,200, 4,000, and then 12,500. He wanted to get me on something, I think, so he asked 24,000 and then 45,000. I didn’t know and we all laughed as he knew I wouldn’t know those. After this we started talking aircraft performance and W&B. We calculated take-off roll here and then at Denver, CO with a DA of 8311. Landing roll was only calculated for EDN. I showed him the W&B for the day’s flight followed by a discussion about CG and how it affects aircraft performance. He was satisfied with the oral knowledge and briefed me on his expectations during the flight. I provided the DPE one of my PTS cheat sheets for Army add ons and he took it for use. At the conclusion my CFII departed and the DPE and I went to the airplane.
Practical Flight: 1.2 Hours
Before the check ride began I had moved the airplane from my hangar to the flight school’s airplane parking area. There were no scheduled flights so parking in front of two 172s was a non issue. I conducted the pre-flight at my hangar in case I needed additional oil or anything with the full intention I would have to do it again for the DPE. After walking to the airplane he said I did not have to do a full pre flight but he would check certain things he wanted to see. We discussed tire pressures and fuel levels. I put my flight bag in the baggage area and gave him a passenger brief before we both got into the airplane. After climbing in I pointed out the seatbelts and their operation. We buckled in and I followed the check list for start procedures. After start up we taxied out to Runway 5 while listening to AWOS for departure. Normal run up procedures IAW the checklist. I called out what I was doing and looking for as I did it. Made all appropriate radio calls, lined up, and completed a normal take off. We executed a downwind departure climbing to 3,000’ to the NW en-route to the training area. Pointing out the UH-60 stage fields and their corresponding altitudes we noted heavy military traffic due to poor weather the previous week. I tuned to 122.9 for Folsom as we would be operating around there. Clearing turn to the west followed by a right turn to the north. From N I conducted a steep turn to the left. I lost approx 40 feet of altitude but immediately corrected and completed the maneuver. I transitioned from the steep turns to slow flight. While in slow flight he had me turn to the west again and dirty the airplane for a power off or approach stall. I lowered the gear and flaps settled the airplane at 85 and pulled power. The airplane stabilized and I slowly pulled the yoke into an attitude that would cause a stall. Apply full power as the airplane breaks and regain altitude. Deviation was approx 4 degrees left. After cleaning the airplane up we went straight into a power on or departure stall. I slowed the airplane to 85 IMPH applied power to 22” MP or 65% per the PTS and pulled the yoke back. Applying steady pressure the airplane broke in the stall and I applied full power with deviation no more than 3 degrees from pedal input. He told me he was having a simulated heart attack and needed to get down fast. I pulled power to idle banked the airplane 30* left and accelerated to Vfe. I recovered at 1,000’ MSL and approx 2 miles from a water tower. We decided to use that for turns around a point. There was a slight chop developing in the air and I had to adjust bank angles accordingly. I verbally said what I was doing and why and he agreed and told me later that he needed to hear that since I was a little close when there was initially no wind cues or winds reported. He took control of the airplane and had me put the hood on. I retook the controls and he played the role of ATC. Heading changes with altitude changes as he got us back up to 2,500’. After reaching 2,500’ still under the hood he took control and gave me an unusual attitude. He did so in a manner that made the Attitude Indicator gyro spin and become unusable. I recovered using the turn coordinator, VSI, and altimeter. Climbing back to 2,500’ we returned to EDN. I executed a 45* entry for a left downwind to runway 5. First landing was a short field landing. I was able to put the airplane right on the touchdown markers. Taxi back to runway 5 for a short field take off. The take off went without issue. Normal pattern and return no flap, forward slip to a normal landing. I was high and right. I could have made the airplane do what I needed, but with him having to see a go-around anyway I called it and conducted a go-around and another pattern. My second attempt at a forward slip to no flap landing was better. The airplane floated a little more without flaps than I was used to but nothing abnormal or out of standard. We taxied back for a soft field take off, normal pattern, and soft field landing. Take off was no issue. The approach was a little slow and I landed with just a little power. The landing was slightly harder than my normal soft field but by no means out of standard. He told me we were done and to taxi to the hangar.
Conclusion: After taxi back to the hangar the DPE filled out my logbook with the day’s flight. We closed up the hangar and drove back to the FBO. He had no issues in the debrief. He printed my certificate and I was free to go.
Applicant: William M. Heidt
CFII: Xxxxxxxx
DPE: Xxxxxxx
Date: 21 April 21, 2015 0630-1000
Where: Enterprise, AL
Preparation: 1 Hour
One hour before the check ride I arrived at the hangar. I opened the hangar and proceeded to preflight the airplane, a 1976 Piper Arrow II (N8321C), before pulling it out. After taxiing to the FBO I met my CFII. We proceeded inside to the table where I would take the oral portion of the ride. I laid out all the materials and books I knew would be needed. I asked him a couple clarifying questions (more nerves than not knowing.) With everything laid out I called Lockheed Martin Flight Services for a weather brief. As the saying goes it was Clear, blue, and 22 (really 10*C.) At 0625 DPE arrived.
Oral: 1.6 Hours
We had some exchange of pleasantries and he reviewed my logbook and was verifying all documents were in order before we started anything. After checking my Driver’s License and FAA Airman’s Certificate he proceeded to check items off of his list. At the end of his list he looked up and said “Now begins the test.” He told me he was required to say that. Oral topics were straight forward down the list. He started with what items are required on your person to fly? How long is my medical good for? What if I wasn’t military? Why 60 months? Who should you talk to if you feel sick? He handed me my logbook and asked what I have to log? What privileges would I have after becoming a PPL? Can I fly for money? What about flying the Boy Scouts? Followed by what items are required in the aircraft (he wanted to see the Airworthiness and Registration on pre-flight as I did not bring them to the table)? Does the registration expire? He asked if I had the airplane maintenance records as it is a private aircraft. I showed him the AD list as well as my recent annual, ELT test, and Transponder test. He asked what ADs are still applicable and I consider important. He asked what other inspections are required? Why no 100 Hr? Next, he asked if I had an MEL, and since I don’t, he asked what I was required to have. TOMATO FLAMES and my reference to 91.205 were sufficient. What are the fuel requirements? He gave a scenario of having had dinner in Destin and come back to find the left fuel tank gauge showing 0. What do you do? After that, he said what if it’s night and the landing light isn’t working (three steps according to the FAA Circular)? Following the light question he asked me to describe the electrical system, constant speed prop, fuel, and vacuum systems. We skipped weather and went straight to airport markings. (Which side of the hold short line do you hold on?) Following that he went to a sheet that had just numbers. I was supposed to say what the number meant. He started with 700. (Class E floor inside the magenta shading) Next was 1,200, 4,000, and then 12,500. He wanted to get me on something, I think, so he asked 24,000 and then 45,000. I didn’t know and we all laughed as he knew I wouldn’t know those. After this we started talking aircraft performance and W&B. We calculated take-off roll here and then at Denver, CO with a DA of 8311. Landing roll was only calculated for EDN. I showed him the W&B for the day’s flight followed by a discussion about CG and how it affects aircraft performance. He was satisfied with the oral knowledge and briefed me on his expectations during the flight. I provided the DPE one of my PTS cheat sheets for Army add ons and he took it for use. At the conclusion my CFII departed and the DPE and I went to the airplane.
Practical Flight: 1.2 Hours
Before the check ride began I had moved the airplane from my hangar to the flight school’s airplane parking area. There were no scheduled flights so parking in front of two 172s was a non issue. I conducted the pre-flight at my hangar in case I needed additional oil or anything with the full intention I would have to do it again for the DPE. After walking to the airplane he said I did not have to do a full pre flight but he would check certain things he wanted to see. We discussed tire pressures and fuel levels. I put my flight bag in the baggage area and gave him a passenger brief before we both got into the airplane. After climbing in I pointed out the seatbelts and their operation. We buckled in and I followed the check list for start procedures. After start up we taxied out to Runway 5 while listening to AWOS for departure. Normal run up procedures IAW the checklist. I called out what I was doing and looking for as I did it. Made all appropriate radio calls, lined up, and completed a normal take off. We executed a downwind departure climbing to 3,000’ to the NW en-route to the training area. Pointing out the UH-60 stage fields and their corresponding altitudes we noted heavy military traffic due to poor weather the previous week. I tuned to 122.9 for Folsom as we would be operating around there. Clearing turn to the west followed by a right turn to the north. From N I conducted a steep turn to the left. I lost approx 40 feet of altitude but immediately corrected and completed the maneuver. I transitioned from the steep turns to slow flight. While in slow flight he had me turn to the west again and dirty the airplane for a power off or approach stall. I lowered the gear and flaps settled the airplane at 85 and pulled power. The airplane stabilized and I slowly pulled the yoke into an attitude that would cause a stall. Apply full power as the airplane breaks and regain altitude. Deviation was approx 4 degrees left. After cleaning the airplane up we went straight into a power on or departure stall. I slowed the airplane to 85 IMPH applied power to 22” MP or 65% per the PTS and pulled the yoke back. Applying steady pressure the airplane broke in the stall and I applied full power with deviation no more than 3 degrees from pedal input. He told me he was having a simulated heart attack and needed to get down fast. I pulled power to idle banked the airplane 30* left and accelerated to Vfe. I recovered at 1,000’ MSL and approx 2 miles from a water tower. We decided to use that for turns around a point. There was a slight chop developing in the air and I had to adjust bank angles accordingly. I verbally said what I was doing and why and he agreed and told me later that he needed to hear that since I was a little close when there was initially no wind cues or winds reported. He took control of the airplane and had me put the hood on. I retook the controls and he played the role of ATC. Heading changes with altitude changes as he got us back up to 2,500’. After reaching 2,500’ still under the hood he took control and gave me an unusual attitude. He did so in a manner that made the Attitude Indicator gyro spin and become unusable. I recovered using the turn coordinator, VSI, and altimeter. Climbing back to 2,500’ we returned to EDN. I executed a 45* entry for a left downwind to runway 5. First landing was a short field landing. I was able to put the airplane right on the touchdown markers. Taxi back to runway 5 for a short field take off. The take off went without issue. Normal pattern and return no flap, forward slip to a normal landing. I was high and right. I could have made the airplane do what I needed, but with him having to see a go-around anyway I called it and conducted a go-around and another pattern. My second attempt at a forward slip to no flap landing was better. The airplane floated a little more without flaps than I was used to but nothing abnormal or out of standard. We taxied back for a soft field take off, normal pattern, and soft field landing. Take off was no issue. The approach was a little slow and I landed with just a little power. The landing was slightly harder than my normal soft field but by no means out of standard. He told me we were done and to taxi to the hangar.
Conclusion: After taxi back to the hangar the DPE filled out my logbook with the day’s flight. We closed up the hangar and drove back to the FBO. He had no issues in the debrief. He printed my certificate and I was free to go.
