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

Hippike said:
Hello all from sunny Cali,
I started training last June (life long dream is on its way to becoming true) and as recently as last weekend we did a x-country KSMO - L35. We have one more x-county before I solo x-country. My CFI said I should solo now, but I want to do one more together before I sum up all the courage, let go of his hand and go out there alone. I love solos! When my CFI was out of town I did 9 hours but only in the familiar neighborhood and in the pattern. Going out alone for that far (50nm) is scary.
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If you've already flown to Big Bear, you've done much scarier stuff than the solo cross country.
 
Benjamin Roundtree said:
4 hrs in ,29 years old , always been fascinated by flying and airplanes . This might sound morbid but I have watched every episode of air crash investigation there is lol , Find it very interesting. Found a great CFII with 14k hrs has a unreal amount of aviation knowledge . Only have time too fly one or two hours per week if the weather permits , next lesson will be working on take offs and landings .
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Nice, keep the updates coming, I always like to read about new student progress.
 
I have a few updates here in this post. My wife is pregnant and between that, work, and flying I didn't really get to update my progress here.

After a couple of weather delays I did finally get to do a mock checkride and it went well. Planned to fly to 28J from KTPF and my instructor was happy with the plan. Had "partial engine trouble" near X39 (Tampa North) and elected to divert to KZPH (Zephyrhills). I chose KZPH because in case the partial engine failure got worse there were fields between me and KZPH but not X39. Did a short field landings there and it sucked. Short field takeoff was fine. Went to KGIF (Winter Haven) and did a soft field landing fine. Then soft field takeoff okay. Left KGIF to practice area. Did steep turns and slow flight for a long time. Then the Alternator died. We did a few more maneuvers and then landed back at KTPF. Overall okay. I can do a lot better.

2.2 hours for a total of 39.7
 
Next flight was a solo cross country to make sure I met the minimums that the DPE would like to see. It was very windy and my instructor was tempted to call it off but allowed me to go after I told him I was comfortable with it and had flown in similar winds.

Cross country from KTPF (Peter O Knight) to KCGC (Crystal River) via TUMPY. Early morning and beautiful. Strong winds aloft (18kts). Ended up doing a go-around at KCGC because I didn't correct for wind enough and drifted too far off center line. There was a student in the pattern with an instructor and they did 3 go-arounds. Flew back to KTPF and did another go-around there because I bounced the landing. Otherwise it went fine.

1.5 hours for a total of 41.2
 
Third flight was a quick solo on the pattern to freshen up on short and soft field landings. I nailed every one of them.

0.5 hours for a total of 41.7
 
Lastly did a flight today to get my 0.2 hours of simulated instrument I needed and practice some turning stalls. Those are much different than straight ahead and I struggled with fighting the natural urge too use aileron to lift the low wing. I highly encourage anyone who hasn't done turning stalls to grab an instructor and go do some. Everything went okay with my landings and the chief instructor is going to schedule my practical with the DPE! Woohoo!

1.3 hours for a total of 43


Probably will need to do a solo or two while waiting for my appointment but I'm feeling pretty awesome right now!
 
My CFI came back from a 2 week vacation. Did 1.1 hours and started with some rudder coordination and steep turns. Nailed the steep turns and headed back in to shoot some touch n go's. Did 7 of them all with around 7-10 kt crosswind. One thing I struggle with slightly is getting the cross wind correction in while trying to flare. I'll usually skimp out on one or the other and not flare enough and drop it in, or not add enough correction and drift off the center line. The last two I did were pretty good and I nailed the center line on the last one.

I am solo endorsed but my instructor and I sat down and realized I have never flown on a calm day... ever. I usually fly sometime between 4-8 pm after work and we have had wind every day. Our field is a single runway heading 07/25 and almost always has some kind of crosswind. Luckily though I will be done with work for 2 months after this week when the school year ends and will get the chance to do some early morning flights. Aiming to try and solo next week.

19.1 hours.
 
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Ronbonjovi said:
My CFI came back from a 2 week vacation. Did 1.1 hours and started with some rudder coordination and steep turns. Nailed the steep turns and headed back in to shoot some touch n go's. Did 7 of them all with around 7-10 kt crosswind. One thing I struggle with slightly is getting the cross wind correction in while trying to flare. I'll usually skimp out on one or the other and not flare enough and drop it in, or not add enough correction and drift off the center line. The last two I did were pretty good and I nailed the center line on the last one.

I am solo endorsed but my instructor and I sat down and realized I have never flown on a calm day... ever. I usually fly sometime between 4-8 pm after work and we have had wind every day. Our field is a single runway heading 07/25 and almost always has some kind of crosswind. Luckily though I will be done with work for 2 months after this week when the school year ends and will get the chance to do some early morning flights. Aiming to try and solo next week.

19.1 hours.
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I understand the concern on the 1st solo, but your experience in the crosswinds will serve you well. Be glad you have it.

John
 
I passed my check ride last night, so it is official I am now a paper carrying(as we know the card takes a while) Sport Pilot. I made a couple minor mistakes, but all went well.

Including check ride I am at 35.8 hours and 88 landings. Not bad for really only flying once a week on Saturdays.

Now to go get my plane and start flying a lot more.
 
SaltH2OHokie said:
I solo'd tonight. And me and the plane both came out unscathed. I'm pumped.
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Congrats on the solo!


I had my lesson yesterday. We stayed in the pattern at KABQ and did touch and go's. First time around we did a go-around. My new-to-me CFI couldn't believe that was my first one. Yup, prior CFI never covered it. Ended up doing 11 turns in the pattern, 2 were go-arounds.

Landings are getting a little better, but I'm flaring early and then not enough when I should actually be flaring. Makes for some harder landings than they should be. 2-3 of my landings yesterday were pretty good, the others were fair (safe) but not ideal.

I think I'm at a little over 21 hours and about 60 landings.

I'm enjoying learning from this CFI, he's much more hands-off than my prior one. Makes me just do it instead of relying on the crutch in the right seat.
 
Well...I passed my checkride 2 weeks ago. I made 4 attempts at flying as an official FAA certified pilot but have been weathered out 3 out of 4 times. The only time I got to fly was .5 hours in the pattern the day after my checkride.

Of the other 3 attempts, the latest one today, 1 was IFR so an easy no go, the other 2 were, well, as PIC I called them off because of incoming weather, and winds a little above my comfort level (using RW 33, wind 36017G25). Today, I got to the airport @ 11am for a 30 minute flight to an airport for lunch with a passenger. Weather was coming from the NW but was expected to arrive 5-6pm so I had plenty of time. Get the plane ready to go, check the weather one more time to learn the weather was moving in faster than originally expected. Would get to me by 2-3pm. Based on that I canceled the flight.

I know it was the right decision for me as a new pilot, but man, its disappointing.
 
abqtj said:
I'm enjoying learning from this CFI, he's much more hands-off than my prior one. Makes me just do it instead of relying on the crutch in the right seat.
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A good CFI will demonstrate and then let you make all the mistakes. No other way to learn.

96gs917 said:
Well...I passed my checkride 2 weeks ago. I made 4 attempts at flying as an official FAA certified pilot but have been weathered out 3 out of 4 times. The only time I got to fly was .5 hours in the pattern the day after my checkride.

Of the other 3 attempts, the latest one today, 1 was IFR so an easy no go, the other 2 were, well, as PIC I called them off because of incoming weather, and winds a little above my comfort level (using RW 33, wind 36017G25). Today, I got to the airport @ 11am for a 30 minute flight to an airport for lunch with a passenger. Weather was coming from the NW but was expected to arrive 5-6pm so I had plenty of time. Get the plane ready to go, check the weather one more time to learn the weather was moving in faster than originally expected. Would get to me by 2-3pm. Based on that I canceled the flight.

I know it was the right decision for me as a new pilot, but man, its disappointing.
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Good ADM, PIC! Don't worry -- the weather will let up. Eventually. I've had a month worth of scheduled flights cancelled at this point, so it affects us all!
 
Finally good weather returns to the northeast! Was beginning to think we somehow moved to Seattle... Got 1.5h in last week - but was very windy (15G23k) by the time I got to the practice area, and really outside any solo flying I've done to this point. I spent the time doing turns around a point, S turns across a road, and practicing emergency power out landings over random terrain. Realized a few things - the ground ref manuevers become pretty difficult to do to spec in that kind of wind, the gusts especially made it fun. I've practiced in 10-12 knot steady wind before but not that gusty. I would not want to take the checkride on a day like that.

Also had the importance of wind direction and speed displayed to me on emergency power out field selection. With that much headwind, that "perfect" field thats upwind of you is not so good. What I may have been able to glide into a nice almost regular pattern to is not doable into a headwind. Coversely, the downwind field I spot might be easily attainable and possibly might come in high on final and drop right in.

Definitely want more practice with power outs/field selection in general, and especially on a windy day. Knowing where that wind is coming from at all times (so you know when the big fan stops) is pretty key as well.

Ronbonjovi said:
I am solo endorsed but my instructor and I sat down and realized I have never flown on a calm day... ever. I usually fly sometime between 4-8 pm after work and we have had wind every day. Our field is a single runway heading 07/25 and almost always has some kind of crosswind.
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I'm jealous - I have the opposite problem. I can usually only fly in the morning or late evening. Calm. Great for building confidence, but really rattled me when I had to face x-wind for the first time, or summer afternoon bumpiness etc. I've been trying to schedule afternoons when possible now to get more of that experience.
 
jbrinker said:
Finally good weather returns to the northeast! Was beginning to think we somehow moved to Seattle.
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AMEN. FINALLY going flying today. WTF happened to spring up here? So weird.

jbrinker said:
Realized a few things - the ground ref manuevers become pretty difficult to do to spec in that kind of wind, the gusts especially made it fun. I've practiced in 10-12 knot steady wind before but not that gusty. I would not want to take the checkride on a day like that.
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Last flight was the same, crazy strong winds aloft, and my turns around a point were HILARIOUS. I kept getting blown directly over the point.
 
Got 1.7 hrs in today. Nice calm morning, went and did slow flight, stalls, then over to a small airport for touch and go's. Still not great landings. And now I've developed a bad habit of over correcting the yoke when there's nothing to correct for! CFI noticed I'm turning the yoke left as I pull back for some dumb reason.

We went to another, smaller, strip to do one touch and go. He got me set up on final and then turned it back over to me. Trying to get me to not move around so much during the landing, since this strip is narrow. Wasn't great, but wasn't bad.

Then back to KABQ for full stop.

Said I'm close to solo. Turn in my pre-solo written and I'll be ready in a lesson or two.
 
Decided to go fly again today and burn some vacation time - instructor had another lesson with a student who owns his own plane, so I got to take the Cherokee alone, and put it away alone. When I came back one of the other hanger-mates was preflighting his C172, and offered to help me push it in. Had a nice chat and discovered we both work for the same university :)

Flying was beautiful, winds calm at ground level and sunny. Ran a few patterns a KFZY, short field, soft field. Then must be word got out that it was nice out and there were inbounds from all directions, and a couple more in the pattern with me. I left for the practice area and worked on ground ref, and engine out. Still not making good field choices. One had a ledge/road through it I did not see until too late, and the other I second guessed myself and headed for a different field - and would have wound up short.

More practice needed. Luckily the weather looks great so hope to get in one night flight this week, and at least 2 more practice days.
 
It's not just on the east, weather's been a problem on the west too. KSMO gets really bad overcast in the afternoons, compliments of the big blue, so I had to cancel 3 solo flights already in the past few days. This weekend is xc with my CFI (French Valley) and prior to that I want to squeeze in another solo to play with the VOR. Keeping my fingers crossed that I can fly on Friday afternoon. I haven't flown since May 21 (aircraft are down due to maintenance) and I miss it soooo much, it's so weird.
 
jbrinker said:
Then must be word got out that it was nice out and there were inbounds from all directions, and a couple more in the pattern with me.
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Sounds like FRG every damn day. And then there's a bizjet inbound and everyone gets 10-mile extended downwinds. I followed a Grumman Widgeon onto base yesterday, though, so that was cool. Only other place I've seen one is Alaska.

Went up for a full 2.0 yesterday. Did all the maneuvers and knocked out landings #3-13 in the Archer (after 100+ in a 152 last year). I'm exhausted. I'm doing a ground with another CFI Sunday to check my deficiencies, and then another ground with my regular CFI soon to bone up on my weakest areas. I have friends in town next week so I can't fly, but after that I feel like I need to do it all at once. I basically just have full simulated-checkride prep left, and I think I just want to knock it out all in one or two weeks so I'm fresh for the checkride. As in, fly Tuesday, Thursday, checkride Saturday. I think spreading it out would be detrimental. I hadn't flown in 3 weeks before this flight, and I just wasn't prepped and fresh (partially my own fault for not spending time reviewing the previous flight videos). What do y'all think?
 
Showed up at KCEU at 7:30 and had a nice calm morning flight. Did 4 touch n gos with my CFI and then he hopped out of the plane. Did 3 more full stop landings for my first solo! It was a great experience. After all my crosswind practice it was really nice to fly on a calm morning. The approaches were dead on and nailed at 65 kts. A great day and I have been smiling ever since. Now on to navigation and the dual XCs. Our 152 just went in for the 100 hr inspection so my instructor and I talked about switching to a 172 while that is down.

19059466_10158796370120425_147315841325663628_n.jpg
 
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Ronbonjovi said:
Showed up at KCEU at 7:30 and had a nice calm morning flight. Did 4 touch n gos with my CFI and then he hoped out of the plane. Did 3 more full stop landings for my first solo! It was a great experience. After all my crosswind practice it was really nice to fly on a calm morning. The approaches were dead on and nailed at 65 kts. A great day and I have been smiling ever since. Now on to navigation and the dual XCs. Our 152 just went in for the 100 hr inspection so my instructor and I talked about switching to a 172 while that is down.

19059466_10158796370120425_147315841325663628_n.jpg
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Congrats! If you don't mind the difference in price, you won't go back to the 152. :)
 
onezuludelta said:
Last flight was the same, crazy strong winds aloft, and my turns around a point were HILARIOUS. I kept getting blown directly over the point.
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That's a GOOD day to practice those... says the evil CFI... LOL! ;)

Ronbonjovi said:
Did 3 more full stop landings for my first solo! It was a great experience.

...

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Congrats! Bet the 152 went up a little faster without the right seat ballast on board!
 
denverpilot said:
Congrats! Bet the 152 went up a little faster without the right seat ballast on board!
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That's the main thing I remember about my first solo in the 152. The sight picture was a lot different without the instructor. Got to pattern altitude sooner than I expected, etc. He didn't even warn me. lol.
 
denverpilot said:
Congrats! Bet the 152 went up a little faster without the right seat ballast on board!
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BrianNC said:
That's the main thing I remember about my first solo in the 152. The sight picture was a lot different without the instructor. Got to pattern altitude sooner than I expected, etc. He didn't even warn me. lol.
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It climbed like a bat out of hell! I was at pattern altitude when I was making my downwind turn. I actually liked it as I leveled it off and gave me more time to think about my approach. Honestly I can't comment on the sight picture, but I do know the last of my 3 solo landings was probably my best ever. I think I had a mental issue going on with my CFI in the plane and was always worried about messing up in front of him. Without him in there I just talked myself through it and made a beautiful landing with the stall horn blaring and a real mild tire chirp.

I've got our 172G checked out for Thursday 1900-2100. First flight in that bird and first flight dealing with ATC. We are going to pick up flight following and do some work at KGYH.
 
I had an epiphany this weekend while watching the video of my previous lesson.

Doing touch and go's and on landing my CFI was telling me to keep the nose up/more back pressure/etc...it finally occurred to me what I'm doing wrong (I think).

Once the mains touch, I release back pressure and completely relax, causing the nose wheel to come down too hard.

He's telling me to keep holding the yoke back and let the nose settle on its own, right?

I know some people look down on students videoing their lessons, but it honestly helps me to review and continue learning. There's so much to take in DURING the lesson and to be able to grab some of what missed you is invaluable to me.
 
abqtj said:
I had an epiphany this weekend while watching the video of my previous lesson.

Doing touch and go's and on landing my CFI was telling me to keep the nose up/more back pressure/etc...it finally occurred to me what I'm doing wrong (I think).

Once the mains touch, I release back pressure and completely relax, causing the nose wheel to come down too hard.

He's telling me to keep holding the yoke back and let the nose settle on its own, right?

I know some people look down on students videoing their lessons, but it honestly helps me to review and continue learning. There's so much to take in DURING the lesson and to be able to grab some of what missed you is invaluable to me.
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Yes, hold the nose off for as long as you can. Keep applying back pressure until the yoke is in your lap. Only ease off the back pressure when you've slowed to taxi speeds.
 
abqtj said:
Once the mains touch, I release back pressure and completely relax, causing the nose wheel to come down too hard.

He's telling me to keep holding the yoke back and let the nose settle on its own, right?
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Yup.

In some aircraft you wouldn't want it to "fall" (much bigger aircraft) and you're "de-rotating" it while you have *some* airspeed but in most trainers it'll come down at a reasonable vertical speed if you just hold it up there until the elevator starts losing effectiveness.

Also don't relax aileron either. Those should also continue to come in more if you landed in a crosswind.

It can be difficult to break the mental habit that the landing is over with when the aircraft touches down. Control use isn't over with until it's parked. :)
 
denverpilot said:
It can be difficult to break the mental habit that the landing is over with when the aircraft touches down. Control use isn't over with until it's parked. :)
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I think that's what I've been doing. The "relief" of the landing being done, but you're right it really isn't done just yet.
 
abqtj said:
I think that's what I've been doing. The "relief" of the landing being done, but you're right it really isn't done just yet.
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It's pretty natural, but keeping the nose up really helps you slow down, and it's much easier on the the nosegear.

Cessnas are draggy as hell with the flaps hanging out AND the nose off the ground. I can often slow to taxi speed on a calm day on my home 2300 foot runway without even touching the brakes (it's even easier if the wind is blowing). Just remember, you'll need more aileron and more rudder as you slow, to keep the airplane from weathervaning. Good technique will have the ailerons all the way at the upwind stop before you start your turnoff.
 
abqtj said:
I think that's what I've been doing. The "relief" of the landing being done, but you're right it really isn't done just yet.
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I hear taildragger time will fix that. I don't have a lot but it was true. Same with glider time on the ailerons, since you're trying not to drag them as you slow down.

MAKG1 said:
It's pretty natural, but keeping the nose up really helps you slow down, and it's much easier on the the nosegear.

Cessnas are draggy as hell with the flaps hanging out AND the nose off the ground. I can often slow to taxi speed on a calm day on my home 2300 foot runway without even touching the brakes (it's even easier if the wind is blowing). Just remember, you'll need more aileron and more rudder as you slow, to keep the airplane from weathervaning. Good technique will have the ailerons all the way at the upwind stop before you start your turnoff.
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Very. You can probably never use the brakes much at all if you're in the habit of landing with full flaps and keeping the yoke back.

More motivation to do it when you're paying for the brake components, too. Ha.
 
abqtj said:
I know some people look down on students videoing their lessons, but it honestly helps me to review and continue learning. There's so much to take in DURING the lesson and to be able to grab some of what missed you is invaluable to me.
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I spent 2 hours last night reviewing my video from the last flight and taking notes, seeing where I could improve and seeing what I did right (which is surprisingly hard to see at the time). It's incredibly valuable. Tell those people to fu.... uh, to mind their own business.
 
0 hours. Scheduled to start flying Monday the 26th in a 152. I have been studying for a while and took the FAA written today passing with a 93%. The 93 was great, especially since many of the questions were not familiar. By the end of the test I was happy just passing.
Andy
 
ACG said:
0 hours. Scheduled to start flying Monday the 26th in a 152. I have been studying for a while and took the FAA written today passing with a 93%. The 93 was great, especially since many of the questions were not familiar. By the end of the test I was happy just passing.
Andy
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That's awesome!

I still haven't finished studying for the written yet.
 
The better you do on the written test the easier the oral is on your check ride. Questions/categories you missed on the written are required to be delved into by the DPE even if not covered on the ACS.
 
1RTK1 said:
The better you do on the written test the easier the oral is on your check ride. Questions/categories you missed on the written are required to be delved into by the DPE even if not covered on the ACS.
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I must have had 10-12 weather related questions. I did not use my e6b or plotter on a single question and I spent a lot of time studying for those type of questions. Thank goodness this part is over!!
 
Went to the field this morning to fly our 172 and get some ATC experience but the ceiling was too low to head out. So instead I helped my CFI get the Boeing Stearmen ready for a charity flight he has later. I didn't get to fly it but did taxi it from the hangar to put some fuel in it and that was a really cool experience. As a history buff and teacher it was cool to sit in the seat where some young 18 year olds learned to fly and become army air corp pilots 75 years ago. I'll be getting my tail wheel in his Luscombe when I finish my ppl.
 

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