Took and passed the private pilot practical test today! I am so tired I can't write out how the whole experience was, but here are some highlights:
Had to get the plane from one side of parallel runways to the other ramp. So I got there early and instead of just requesting clearance to taxi and reposition, I flew two laps around the pattern to get into flying mode. Nailed two short-field landings, called it quits and taxied to the FBO where the test was to take place. Still had 1/2 hour to spare, so I laid out all of my documents, logs, books, charts, flight plans, laptop on the conference room table and just got a cup of coffee and relaxed in the lobby of the FBO. I had studied so much the weeks before, there was nothing left to do but wait.
Met the examiner and immediately realized this was going to be more like a conversation than an intense interview/grilling. And it continued like that. He reviewed my application, photo ID, logbook/endorsements, and pictures of the airworthiness/registration I had taken. We talked while he was doing this, but it was again more like a conversation. He explained exactly how the test would be conducted - that he would be using the ACS (which I had pretty much memorized by then) focusing on risk management/ADM for many of the ACS tasks. He told me that he wasn't here to fail me and that he was mostly trying to ensure I was safe above all else when flying.
We then started talking about what I would need to fly as a certificated pilot - ID, certificate, medical. We talked about privileges and limitations - not for hire and making sure your buddy pays his pro-rata share and not for the entire flight. He mentioned how often this gets abused. We discussed currency and what I need to do to stay current. Then, more importantly, discussed proficiency vs. currency and what a pilot can do to stay proficient - going for an additional rating or just flying with a CFI. Or even just flying more often than once ever other month. We talked about airworthiness and what I would do to make sure the plane is airworthy. This led to a discussion on required VFR day/night equipment (91.205). We also discussed how to find required items in the POH KOEL (ones marked R) and what to do if things are defective that aren't marked R (placard inop).
We then started talking about the flight that I had planned (he had provided a scenario). This formed the basis for the next hour of discussion we had. We talked about how I chose the route which led to a discussion on airspace and various sectional chart symbolism. SUA, control tower frequencies, ATIS/AWOS freqs, things like that. We discussed weather minimums in different airspace classes.
(by the way I was doing really well here. I had been studying all of this like crazy for weeks).
Then we talked about weather. This was a great conversation - almost like one between two interested pilots. Where do you go for your weather the day before? Which products do you use and when? I am a bit of a weather geek, so I really enjoyed talking about the stationary front that had parked itself over our area the last two days and how there was a high pressure system about to drive it the heck out (and the humidity with it!!). Anyway, we talked about the surface plot a lot and the low level prog charts. Metars and tafs too, but we didn't get much into the abbreviations. We also talked about the various sources of weather products. I mentioned I like good ol' aviationweather.gov and 1800wxbrief.com. But that I augment that with windy.com and some others.
We talked then about aeromedical stuff like hypoxia and when I would need oxygen - stuff I had studied and knew pretty well. Some things about night flying and spatial disorientation. We also talked about personal minimums and how important these were to have. I mentioned I wasn't going to do much (any) night flying until I was well underway with my IR.
(this is taking too long to type... I'm skipping to the flying part).
All in all he was happy with the oral part and said I was overprepared which made me happy since I really did study for weeks for this. We took a quick break and went out to the plane where I started my preflight....
I did the most thorough preflight I have ever done and was verbalizing everything I was looking at - elt antenna secure. Four nuts on the aileron hinges... elevator/rudder cables look good... etc. No issues there. I think he appreciated when I was done I stepped back from the aircraft and pulled out the checklist and actually looked to make sure I did not miss anything. He said he was surprised at how many people don't actually at least confirm the preflight checklist with the physical checklist. I think he also appreciated that I did my PAVE/IMSAFE checklist while outside the aircraft (sort of looking at it dead-nose-on).
We got in, and I ran the engine start checklist, clear prop and started her up no problem. I got the weather and this is where things go a bit interesting - there was a pop-up cell about five miles southwest directly in the line of my course to the first checkpoint (a VOR). He mentioned the decision was mine as PIC and I said we should be ok if we got a direct turnout northwest bound. If it looked bad we could come back very quickly and call it a day or wait. He agreed. I got a taxi clearance, we taxied out, did the runup and off we went.
Turns out we really needed that turnout because the cell was pretty impressive once we got airborne and could see it... downdrafts with outflows that were really visible... stuff I knew I didn't want to fly through our near. No problem, we got some vectors around it and eventually were cleared own navigation off to the west. I forgot to ID the VOR, but he reminded me... I had actually written the morse code for the VOR on my kneeboard to make it easier to read (the sectional is too small) and he was ok with this. I tracked the VOR dead on... We got to the VOR and I made my turn to the next checkpoint which is where I was told to expect to start the ACS maneuvers. He handed me the foggles and we did some sim instrument maneuvers. I did well on this - holding a heading, climbing to a new heading and then turning to a different heading. While I had the foggles on we did some unusual attitude recoveries - these were not as sever as I had practiced so I did well on these, too.
Next up were steep turns... the first real maneuver in my opinion. I will admit - I screwed these up. My speeds were all over the place. I am usually really good at these, but this time I couldn't hold 95 knots to save my life. He was VERY lenient with me here and basically told me, "just slow down. In general. Just chill." and I did. I realized I was really nervous (I hadn't felt nervous, but I really was). And from then on, I just relaxed. We went into some slow flight clean and I nailed speeds/altitudes. From here we went right into approach stalls since I was slow and just had to speed up a bit and get flaps configured. Here I thought I did okay, but on the debrief he mentioned maybe I pitched down a bit much (a bit too much windscreen o' green), but not a bust. Power on stall was perfect - lots of right rudder and recovery was good.
Then we did a sim engine fire. Did well here, too. Hit 20 degrees down and 45 degrees bank. After a rotation or two he said to level off and transition into a sim engine out scenario. Pitched for 65 knots right away, picked a really nice set of fields back to back (like an alternate if one didn't work out) and ran the memory checklist. Really nice glide downwind to base to final to the landing spot then did a go-around.
After this we were closer to the ground, so we did turns around a point. I picked a nice rusty silo and barn combo, found downwind and did the turns no problem. Then it was off to the short/soft/normal landings and takeoffs......... We were close to a local un-towered airport and the wind favored nicely so that I was right on the 45 to left downwind with no maneuvering. Made all the right radio calls and set up nicely for a short-field landing on the 1,000' stripe. I have had trouble with these in the past, but I had been practicing them relentlessly..... and I nailed it right in the middle of the stripe. At that point I knew this was mine to lose. Taxied back, did a decent soft field takeoff, flew the pattern, greased a soft field landing, taxied back and did a nice short field takeoff....
Departed the pattern and asked what's next... he said, well that's it we're headed for home. I didn't have the nerve to ask if I passed at that point, but since there was no issuance of disqualification, I was pretty excited and probably was smiling like an idiot all the way back home.
I'll just end this by saying, yes as soon as I landed, taxied to FBO and shut down, he asked how I thought I did. I said I didn't think I did well on the steep turns and brought up a couple of other areas where I could use some more dual instruction. Then.... he extended his hand and said that I passed. I don't remember much else (kidding). Went back inside, I signed my certificates and we did a debrief. I am pretty much spent now and will probably sleep right through my alarm tomorrow morning.
This was truly the hardest thing I have ever done and I have loved every minute of it. I can't wait to get started on my instrument rating. Thanks for listening. I realize now how long this write-up is... sorry. TL/DR I know. But I had to get this out there. One word of advice or maybe comfort to those of you who are prepping for your test - if you prepare properly and really know the material in the ACS as well as can prove that you are safe when doing the maneuvers you will pass. The examiner is not looking to fail you. If you go over your altitude on a steep turn, but vocalize that you are correcting, you will probably be ok. If you are safe. Use your checklists!! Make your clearing turns!! Look OUTSIDE for traffic/birds!!! Be PIC - in control of the aircraft and SAFE with the aircraft.
Good luck to other pilots who are preparing for the practical. Thanks to the pilots who taught me and who let me post here. I am really honored to be part of the amazing group of people who have achieved this or who are working to achieve it.
I am learning all I can about flying my aircraft when I'm not teaching in the UH-72 which can be very easy in IFR. Besides, since when can you fly a helo hands off and follow an approach to 50 ft agl? In this thing you can.
