So, student pilots.. Who are we and where do we stand?

I just talked to the backup (part-time) instructor who I've flown with a few times. Sounds like we can go a saturday or two, get me signed off and he'll finish my hood time and shorts/softs. The good thing is I had just bought my own plane (same model I'm training in). Without that, I'd have to switch over to the flying club and start with their instructors in a C172. Seems like crisis is averted.
 
Alright, back in the saddle after not flying for about a week.

The school I'm at uses the Cessna Training Program which is essentially the Kings program. So today he looked at my practice test results: 92%, 83%, 95%, and 95% and signed me off for the written exam. So I'll need to sign up for that soon. :)

Following that review we looked at the weather and the goals for today's lesson. It's Florida in the summer and there's always a storm nearby. Everything looked to be clearing up or moving away so off we go to preflight. The goals for the flight were some hood work, emergency descents, and crosswind landings. Sounds like fun!

We take off and once we're at pattern altitude leaving for the practice area he has put on the foggles. These things sit too far down my nose but oh well. Simulated instrument flight doing climbs, turns, descents, climbing and descending turns, etc. all go very well. I don't have any problems here except I tend to climb at a higher airspeed and turn with less bank than normal which I guess overall isn't a bad thing for a VFR pilot.

Then we do slow flight and emergency descents. Emergency descents are definitely uncomfortable. I thought a slip brought you down fast but holy cow! Next is some S turns and turns around a point. I started too far away from the point but otherwise fine.

Back to the airport for some crosswind landing practice.

ATIS at takeoff said winds were 170 @ 11 kts and we have runways 04-22 and 18-36 so it was pretty much right down the pipe on 18.

ATIS on arrival back says 160 @ 12 kts which isn't bad. After a couple landings we can tell it's changed a little and is gusty. Check the ATIS and it's 150 @ 13 kts. Still not bad.

Greased two of the landings but we notice on the last one that it's really bumpy and strong winds (mechanical turbulence all around that approach to 18). When we get back to the FBO, the next student sitting in the lobby says "It was 130 @ 13G17 sometimes G18."

End conclusion was that with all the afternoon heat and storms that the wind was very variable and gusty. It was making me work hard for those landings but knowing that I didn't struggle with them is awesome.

1.0 hours for a total of 10.2

And I'll be soloing in one of the next couple lessons according to my instructor. :D
 
hockeyrcks9901 said:
Alright, back in the saddle after not flying for about a week.

The school I'm at uses the Cessna Training Program which is essentially the Kings program. So today he looked at my practice test results: 92%, 83%, 95%, and 95% and signed me off for the written exam. So I'll need to sign up for that soon. :)

Following that review we looked at the weather and the goals for today's lesson. It's Florida in the summer and there's always a storm nearby. Everything looked to be clearing up or moving away so off we go to preflight. The goals for the flight were some hood work, emergency descents, and crosswind landings. Sounds like fun!

We take off and once we're at pattern altitude leaving for the practice area he has put on the foggles. These things sit too far down my nose but oh well. Simulated instrument flight doing climbs, turns, descents, climbing and descending turns, etc. all go very well. I don't have any problems here except I tend to climb at a higher airspeed and turn with less bank than normal which I guess overall isn't a bad thing for a VFR pilot.

Then we do slow flight and emergency descents. Emergency descents are definitely uncomfortable. I thought a slip brought you down fast but holy cow! Next is some S turns and turns around a point. I started too far away from the point but otherwise fine.

Back to the airport for some crosswind landing practice.

ATIS at takeoff said winds were 170 @ 11 kts and we have runways 04-22 and 18-36 so it was pretty much right down the pipe on 18.

ATIS on arrival back says 160 @ 12 kts which isn't bad. After a couple landings we can tell it's changed a little and is gusty. Check the ATIS and it's 150 @ 13 kts. Still not bad.

Greased two of the landings but we notice on the last one that it's really bumpy and strong winds (mechanical turbulence all around that approach to 18). When we get back to the FBO, the next student sitting in the lobby says "It was 130 @ 13G17 sometimes G18."

End conclusion was that with all the afternoon heat and storms that the wind was very variable and gusty. It was making me work hard for those landings but knowing that I didn't struggle with them is awesome.

1.0 hours for a total of 10.2

And I'll be soloing in one of the next couple lessons according to my instructor. :D
Click to expand...

Really getting comfortable with crosswinds, particularly variable and gusty is a great feeling. Give a lot of confidence when you go solo. "I can get this back on the ground in one piece."

John
 
Today was my last flight with my current instructor. Did landings: normal, short, soft, obstacle. All went well except for the geese and birds that kept trying to get in the way. Basically when I get back from vacation I will do maneuvers in my plane (yay) with the part time instructor and then I'll be released to solo the rest of my hours. Getting real close.
 
Flew my last dual XC today KLEX to KSJS at 5500 to and 8500 back to KLEX. It was 58 degrees up there but 98 on the ground this afternoon and about 25 miles from Lexington the clouds were closing in at 3000 so dropped to 2500 for the last few minutes. Made my best landing ever with this CFI present and he congratulated me on it. Last summer I flew with another CFI for 12 hours in DA40 and greased every landing but that may have hurt me cause he didn't think he needed to teach me anything since I was so good at landing. I flew 2 more hours in a 172 and quit flying from October to April until I got up enough nerve to try again. I have screwed up every landing and not greased a single one in the DA40 until today, that 172 taught me something bad I guess. Really like the new CFI as he is always teaching me something. I still have to do the night xc sometime but will have to wait on that for now and do 2.5hr, and 4.0hr xc solo. If it wasn't so hot I would have done one tonight but the heat wears me out. Now that I am home the kids want to go see the Ice age movie so I will probably take a nap during that. Finally seeing light at the end of the tunnel and not a moment to soon as I am seeing the bottom of the bank account with all these long flights. Next update maybe when I have passed the Check ride.
 
Feeling good. On Saturday I got my sign-off to take the written test, and on Sunday I completed my second cross country, and my landings at a towered airport. I am taking the written next weekend since I have to travel for it, and then it will just be a few hours of polish work before the checkride. I can not believe it is finally coming to the end.
 
This thread has been around for a while. It was here when I started my training, but I never really posted on my progress. So, consider this a catchup!

Since I started this adventure, I've completed my PPL, instrument, tailwheel, commercial and most recently a seaplane rating. Good times! I've learned something new at every step.

Lately, I'm towing gliders occasionally, stepping into aerobatics and having a blast with the occasional cross country.

So, to those at the beginning of the journey, don't get discouraged (we all did at some point). Enjoy your journey and know that this thing you're doing is going to change your life.
 
Solo'd today at 12.2 hours. Wasn't nervous and greased 2 out of my 3 landings. I even sang a few songs while on the downwind. I had an audience. A 737 had been diverted to my airport due to weather at IAH. Full airplane was sitting on the tarmac while I solo'ed. I'm sure the whole right side was watching me.
 
Down in TN for some spin training today! Not as scary as I thought it would be!


Sent from my iPhone using Tapatalk
 
Im 28, been flying with my Father in law since 16. Just started working on my PPL. 3 hours in and i feel very confident that i can solo. To me it seems more of a formality. CFI says im "the most advanced student hes had". Lots of flying time. I just want to solo! haha. Whats the solo hours of everyone? Obviously its all about being safe and proficient.
 
Chad Phillips said:
Im 28, been flying with my Father in law since 16. Just started working on my PPL. 3 hours in and i feel very confident that i can solo. To me it seems more of a formality. CFI says im "the most advanced student hes had". Lots of flying time. I just want to solo! haha. Whats the solo hours of everyone? Obviously its all about being safe and proficient.
Click to expand...

Don't rush it! Your instructor will know when to get out. I solo'd in 7 hours from no experience which I'm still told is the earliest the flight school has seen. My instructor felt ready and so did I, if you don't feel ready then don't solo! It's not a race! I personally would wait until your instructor wants to get out.


Sent from my iPhone using Tapatalk
 
nice! 7 hours is good! that would be a week from today for me(doing monday wednesday friday 1hr lessons).
 
Chad Phillips said:
Im 28, been flying with my Father in law since 16. Just started working on my PPL. 3 hours in and i feel very confident that i can solo. To me it seems more of a formality. CFI says im "the most advanced student hes had". Lots of flying time. I just want to solo! haha. Whats the solo hours of everyone? Obviously its all about being safe and proficient.
Click to expand...
Being able to fly the pattern and put it back down isnt the only consideration. Your instructor has a list of things has has to teach you and you have to be able to do. Stall recovery, MCA, or slow flight, emergency procedures, probably power off 180 landings, just to name a few. Even if you already know how, he still has to teach them and you have to demonstrate them to him, it takes time. If you really are that good you are probably looking at 10-12 hours.
 
:yeahthat: Now can I teach some to solo in 5 hours? Sure, but what if something happens. Have you done any go arounds yet? Depart the pattern out to the practice area and reenter the pattern? Many things you have to not necessarily master now but be able to perform them.
 
Reading, reading, reading. Videos. More reading.

First lessons postponed from Wednesday until Thursday due to Instructor illness.

Can't wait!
 
Wednesday's lesson started with some hood work, followed with slow flight, steep turns, and power on and off stalls. All things I did fine on. We added unusual attitudes which were fun.

Finished with slips to land and power off 180s to land.

Was a good day with no winds or we would have done some more crosswind landing practice.

.9 hours for a total of 11.1

Starting to prep for solo. I feel that I'm ready now and so does the instructor but they follow a syllabus and have one more lesson before that per the syllabus. No worries, whenever it happens it happens.
 
that's a lot rock stars here, I'm a student pilot myself, 10 hours of flight time. I'm very frustrate at this time and thinking my CFI is going to tell me quit learning due to my poor performance, poor judgement, the only thing i'm good at is positive attitude. After today's event, my CFI didn't give me any debrief, he signed my logbook, and told me he will cancel my tomorrow's flight training and text me next week to regroup my training. I'm so jealous at you guys doing solo in 13 hours or so, at this point I can see myself Nowhere close to do solo, maybe 25 hours later, but i'm pretty sure I'll get kicked out of the program before that happens.
 
thanks. i'd be sure to review all maneuvers and try to redo them again next week to see how it goes.
 
brianread87 said:
that's a lot rock stars here, I'm a student pilot myself, 10 hours of flight time. I'm very frustrate at this time and thinking my CFI is going to tell me quit learning due to my poor performance, poor judgement, the only thing i'm good at is positive attitude. After today's event, my CFI didn't give me any debrief, he signed my logbook, and told me he will cancel my tomorrow's flight training and text me next week to regroup my training. I'm so jealous at you guys doing solo in 13 hours or so, at this point I can see myself Nowhere close to do solo, maybe 25 hours later, but i'm pretty sure I'll get kicked out of the program before that happens.
Click to expand...

MAKG1 said:
Time to solo is the pilot form of the fish story. Don't take it too seriously, and it really doesn't say much about the kind of pilot you become.
Click to expand...

brianread87 said:
thanks. i'd be sure to review all maneuvers and try to redo them again next week to see how it goes.
Click to expand...

Brian,

Don't stress it. As MAKG1 said, solo time is really irrelevant to your overall success. My concern would be more about why your struggling with the maneuvers.

Can you explain what is going wrong with them? Lots of experienced people here can offer some advice.
 
Chad Phillips said:
Im 28, been flying with my Father in law since 16. Just started working on my PPL. 3 hours in and i feel very confident that i can solo. To me it seems more of a formality. CFI says im "the most advanced student hes had". Lots of flying time. I just want to solo! haha. Whats the solo hours of everyone? Obviously its all about being safe and proficient.
Click to expand...
I had 20ish hours. That was over a 5 year span, though. Probably 3.5hrs of consistent flying.
 
Sunday was the last big step before the check ride. I have completed all my solo cross country work, done all the maneuvers, done the towered landings, etc. I just had to do the written test to be ready for the checkride, and that is now complete.

I know the only thing that matters is passing the test, and I also know that the FAA is putting a higher emphasis on weather and safety. I am still not happy with the score I got, and I really felt like it was more weather trivia than a test about flying. The test is a random selection from the test bank, but still...

I did not get a single question that required a plotter or doing wind calcs.
I got 1 VOR related question, and it was a triangulation one.
I got two weight and balance questions.
I got two of the long and lat position questions.
One about reading an altimeter.
Nothing at all about any of the other instruments or the pitot static system.
I was surprised that I did not get any of the IMSAFE of PAVE questions.
Nothing at all about overcoming unsafe attitudes.

The one fuel calc question I got was flawed to the point that it should be removed from the bank or altered. I was given a burn rate, a total fuel on board, and the ground speed, and asked to calc the time before I must land. It was not mentioned that it was VFR, but you assume it is for the PPL test. Was not told if it was day or night, so not sure what reserve was needed. Was not even told if the calc should be done with or without any type of reserve since all they ask is when must you land. Well depending on altitude and descent rate I must land at some point after the tanks run bone dry if you want to get technical. When I did the calcs for touching down at the last second after using the entire fuel load the answer was not one of the available ones. When I did the calc assuming I wanted to keep a 30 minute reserve for a day flight the answer was actually in the list. Even that does not account for the unusable fuel and such. So just a horrible question. At least I got it right.

Then there were a lot of questions I cannot remember, but many of them were based on remembering one small detail of a definition. Basically stuff that while yes it is in the study material I still find it to be by far the information of lesser importance in real world flying. Finally there were 15 questions that were about weather. I got one that asked about updrafts in a thunderstorm, and one that talked about the dangerous turbulence in a thunderstorm. Both of which are pretty important in general. All the rest were weather trivia like the 2 I got about radiative fog and the one I got about advection fog. I wish I could remember them all, but basically I am warning people getting ready to take this that it is not enough to have a good understanding of the material. What the FAA seems to be concerned about is your ability to memorize the exact wording and details of even the smallest thing they mention.

Your mileage may vary, and I am sure someone will get on here and say the test took them forever because all they got was questions that required extensive calculations. I guess the one nice thing about getting all questions of this type is that I was done in 32 minutes flat.

Passed with an 83, but I was really hoping for something more focused on actual flying and that tested the knowledge I need day to day. Then again there will also be plenty of people that would defend this type of testing.
 
Blindrage said:
Sunday was the last big step before the check ride. I have completed all my solo cross country work, done all the maneuvers, done the towered landings, etc. I just had to do the written test to be ready for the checkride, and that is now complete.

I know the only thing that matters is passing the test, and I also know that the FAA is putting a higher emphasis on weather and safety. I am still not happy with the score I got, and I really felt like it was more weather trivia than a test about flying. The test is a random selection from the test bank, but still...

I did not get a single question that required a plotter or doing wind calcs.
I got 1 VOR related question, and it was a triangulation one.
I got two weight and balance questions.
I got two of the long and lat position questions.
One about reading an altimeter.
Nothing at all about any of the other instruments or the pitot static system.
I was surprised that I did not get any of the IMSAFE of PAVE questions.
Nothing at all about overcoming unsafe attitudes.

The one fuel calc question I got was flawed to the point that it should be removed from the bank or altered. I was given a burn rate, a total fuel on board, and the ground speed, and asked to calc the time before I must land. It was not mentioned that it was VFR, but you assume it is for the PPL test. Was not told if it was day or night, so not sure what reserve was needed. Was not even told if the calc should be done with or without any type of reserve since all they ask is when must you land. Well depending on altitude and descent rate I must land at some point after the tanks run bone dry if you want to get technical. When I did the calcs for touching down at the last second after using the entire fuel load the answer was not one of the available ones. When I did the calc assuming I wanted to keep a 30 minute reserve for a day flight the answer was actually in the list. Even that does not account for the unusable fuel and such. So just a horrible question. At least I got it right.

Then there were a lot of questions I cannot remember, but many of them were based on remembering one small detail of a definition. Basically stuff that while yes it is in the study material I still find it to be by far the information of lesser importance in real world flying. Finally there were 15 questions that were about weather. I got one that asked about updrafts in a thunderstorm, and one that talked about the dangerous turbulence in a thunderstorm. Both of which are pretty important in general. All the rest were weather trivia like the 2 I got about radiative fog and the one I got about advection fog. I wish I could remember them all, but basically I am warning people getting ready to take this that it is not enough to have a good understanding of the material. What the FAA seems to be concerned about is your ability to memorize the exact wording and details of even the smallest thing they mention.

Your mileage may vary, and I am sure someone will get on here and say the test took them forever because all they got was questions that required extensive calculations. I guess the one nice thing about getting all questions of this type is that I was done in 32 minutes flat.

Passed with an 83, but I was really hoping for something more focused on actual flying and that tested the knowledge I need day to day. Then again there will also be plenty of people that would defend this type of testing.
Click to expand...

Congratulations on passing. It's just a part of the process to make sure you have a fundamental understanding of the stuff so don't read into it too much. I prepped like crazy and got a 78 on mine and didn't feel to great either.
The oral and practical exam are what really matters IMHO.
 
Blindrage said:
Sunday was the last big step before the check ride. I have completed all my solo cross country work, done all the maneuvers, done the towered landings, etc. I just had to do the written test to be ready for the checkride, and that is now complete.

I know the only thing that matters is passing the test, and I also know that the FAA is putting a higher emphasis on weather and safety. I am still not happy with the score I got, and I really felt like it was more weather trivia than a test about flying. The test is a random selection from the test bank, but still...

I did not get a single question that required a plotter or doing wind calcs.
I got 1 VOR related question, and it was a triangulation one.
I got two weight and balance questions.
I got two of the long and lat position questions.
One about reading an altimeter.
Nothing at all about any of the other instruments or the pitot static system.
I was surprised that I did not get any of the IMSAFE of PAVE questions.
Nothing at all about overcoming unsafe attitudes.

The one fuel calc question I got was flawed to the point that it should be removed from the bank or altered. I was given a burn rate, a total fuel on board, and the ground speed, and asked to calc the time before I must land. It was not mentioned that it was VFR, but you assume it is for the PPL test. Was not told if it was day or night, so not sure what reserve was needed. Was not even told if the calc should be done with or without any type of reserve since all they ask is when must you land. Well depending on altitude and descent rate I must land at some point after the tanks run bone dry if you want to get technical. When I did the calcs for touching down at the last second after using the entire fuel load the answer was not one of the available ones. When I did the calc assuming I wanted to keep a 30 minute reserve for a day flight the answer was actually in the list. Even that does not account for the unusable fuel and such. So just a horrible question. At least I got it right.

Then there were a lot of questions I cannot remember, but many of them were based on remembering one small detail of a definition. Basically stuff that while yes it is in the study material I still find it to be by far the information of lesser importance in real world flying. Finally there were 15 questions that were about weather. I got one that asked about updrafts in a thunderstorm, and one that talked about the dangerous turbulence in a thunderstorm. Both of which are pretty important in general. All the rest were weather trivia like the 2 I got about radiative fog and the one I got about advection fog. I wish I could remember them all, but basically I am warning people getting ready to take this that it is not enough to have a good understanding of the material. What the FAA seems to be concerned about is your ability to memorize the exact wording and details of even the smallest thing they mention.

Your mileage may vary, and I am sure someone will get on here and say the test took them forever because all they got was questions that required extensive calculations. I guess the one nice thing about getting all questions of this type is that I was done in 32 minutes flat.

Passed with an 83, but I was really hoping for something more focused on actual flying and that tested the knowledge I need day to day. Then again there will also be plenty of people that would defend this type of testing.
Click to expand...

I'm scheduled to take it at 2pm today. I'll try to provide some similar feedback to see if our experiences are similar.
 
hockeyrcks9901 said:
I'm scheduled to take it at 2pm today. I'll try to provide some similar feedback to see if our experiences are similar.
Click to expand...

Well, my experience was definitely different.

I had a number of questions that required a plotter and an E6-B including wind calcs, fuel burn, etc.

I had a VOR question that basically said "the OBS is XXX degrees with a to indication and a right course deflection. Where are you in relation to the VORTAC?"

I had almost 0 questions on weather. There was one that was basically "What happens in the cumulus stage of a storm?"

Overall, if you've done any prep using any of the available practice tests that still use the old test bank, you'll pass it no problem. The questions are different so do not memorize the answers. But if you understand the material it will be fine.



I got a 93%.
 
hockeyrcks9901 said:
Well, my experience was definitely different.

I had a number of questions that required a plotter and an E6-B including wind calcs, fuel burn, etc.

I had a VOR question that basically said "the OBS is XXX degrees with a to indication and a right course deflection. Where are you in relation to the VORTAC?"

I had almost 0 questions on weather. There was one that was basically "What happens in the cumulus stage of a storm?"

Overall, if you've done any prep using any of the available practice tests that still use the old test bank, you'll pass it no problem. The questions are different so do not memorize the answers. But if you understand the material it will be fine.



I got a 93%.
Click to expand...

Nice job, now go ace that check ride. ;)
 
hockeyrcks9901 said:
Need at least 29 more hours... I've only got 11.1 in my logbook right now.
Click to expand...

No problem, there's enough time to knock those out and schedule a check ride Wed morning. haha. :)

For whatever reason my school had me do my exam at the end of my training so I scheduled my ride right after the exam. I would have much preferred getting it out of the way earlier.
 
I soloed at 17.3 or something. No big deal. Many years later I have a CFI, CFII, CFI-ME, ATP, 4 types, and flew for the airlines 24 years flying turbo props and jets. Not boasting at all, just saying the solo does not mean a thing whether you solo at 1 hour or 25 hours. I can teach someone nothing but landings in calm wind conditions and solo them in 3-5 hours. But, is this a safe pilot? No.
 
mscard88 said:
I soloed at 17.3 or something. No big deal. Many years later I have a CFI, CFII, CFI-ME, ATP, 4 types, and flew for the airlines 24 years flying turbo props and jets. Not boasting at all, just saying the solo does not mean a thing whether you solo at 1 hour or 25 hours. I can teach someone nothing but landings in calm wind conditions and solo them in 3-5 hours. But, is this a safe pilot? No.
Click to expand...

Exactly right. I don't understand the obsession some have with the solo.
 
Post-wedding/honeymoon and with my wife's job hunt not going well, we are broke. Stupid broke. Flat broke. It has been 6 months since I've flown. I was THIS close to my checkride, and I can feel my skills slip-slip-slipping away. My CFI moved on to a small charter/airline operation, and I just don't see the light at the end of the tunnel at this point. And, I know the longer it takes me to get back in the plane, the longer it will take me to get to the checkride-ready point again, and the more it will cost.

I miss flying, so I read and watch everything I can about it, which only makes me miss it more. Watching all of the Oshkosh fun was torturous.

I had the idea of going for a Ground Instructor certificate (AGI instead of BGI, I suppose) just to have something to do. I mean, studying doesn't cost any money, you know? But man, I can hardly muster the motivation to open the books, because it all just bums me out so much.
 
Haven't posted in a few weeks. I've done two dual cross countries in that time (aprox. 1.5 hr total each) and a couple more lessons on pattern work, emergency procedures, go-arounds, various cross-wind landing techniques, and all the different types of landings and takeoffs. Both xc's went really well, my navigation was very good, and my pattern and landing at the away airport this morning was "excellent". However upon arriving back home at KSYR I was directed into a long base, wound up not getting down fast enough by the time I turned final, and was high on final. No big deal, but then I notice an embraer jet nosing up to the hold short, and for whatever reason that distracted me. I knew he did not have clearance, and I did, and I was not at all worried. But I spent too many seconds looking at and thinking about him, and was already high and fast (I knew this, and was trying to deal with it). You know what happened next... I flared too high, ballooned, and although I recovered it and touched down fairly softly - it was not pretty. I was very disappointed in myself. I wanted to do some more landings to practice, but he had another lesson.

Overall in the debriefing he was very pleased with everything else. Generally I seem to have the most trouble with flaring too high here at home KSYR, I think because we practice at much narrower runways, and the visual picture of KSYR's wide runway makes me mentally feel too low - so I flare too high. I know when we stay in the pattern here at KSYR I do fine, its when returning that I usually screw up.

Practice makes perfect I guess.

STILL waiting for medical. Hoping for 2nd week of August, then I will solo. By then I will have me the requirement for most of the dual time except night flight.
 
onezuludelta said:
Post-wedding/honeymoon and with my wife's job hunt not going well, we are broke. Stupid broke. Flat broke. It has been 6 months since I've flown. I was THIS close to my checkride, and I can feel my skills slip-slip-slipping away. My CFI moved on to a small charter/airline operation, and I just don't see the light at the end of the tunnel at this point. And, I know the longer it takes me to get back in the plane, the longer it will take me to get to the checkride-ready point again, and the more it will cost.

I miss flying, so I read and watch everything I can about it, which only makes me miss it more. Watching all of the Oshkosh fun was torturous.

I had the idea of going for a Ground Instructor certificate (AGI instead of BGI, I suppose) just to have something to do. I mean, studying doesn't cost any money, you know? But man, I can hardly muster the motivation to open the books, because it all just bums me out so much.
Click to expand...
What about back seating with another student? That might keep your head in the game a bit.
 
jbrinker said:
<snip>

Overall in the debriefing he was very pleased with everything else. Generally I seem to have the most trouble with flaring too high here at home KSYR, I think because we practice at much narrower runways, and the visual picture of KSYR's wide runway makes me mentally feel too low - so I flare too high. I know when we stay in the pattern here at KSYR I do fine, its when returning that I usually screw up.

Practice makes perfect I guess.

STILL waiting for medical. Hoping for 2nd week of August, then I will solo. By then I will have me the requirement for most of the dual time except night flight.
Click to expand...

I still have this problem as well sometimes. I have done the 6 inch drop the runway a couple of times. and am just glad it has never been a 3 foot drop. Everytime I do this and think about why I always come back to the same issue... I am not allowing my eyes to move to the end of the runway. If I focus on exactly how high I am near the plane then I end up doing something stupid, but if I force myself by saying out loud to look at the end of the runway then I squeak it in every time. No idea if that helps anyone else, but that is for sure the weakness in my landings.
 
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