U
Unregistered
Guest
The purpose of this flight was aircraft checkout prior to renting an aircraft for local flight.
Assigned a CFI, us two were to fly a PA-28-160. The CFI said he had performed a pre-flight check (performed prior to my arrival at the aircraft). He was noticeably impatient with me as I confirmed fuel and engine oil capacity. I also pointed out cracks in the wing skins extending past the stop drilled holes surrounding both mains. He sighed as he had to get on his knees to observe what I pointed out. Then, to address the nose wheel strut, I pronounced it as over extended. The CFI said that is normal but I was not buying it. I stood on the nose wheel as I pulled down with my hands on the prop. The nose strut did collapse but not enough to my liking. The CFI repeated it is fine.
We taxied out. I had a printed taxi diagram for this unfamiliar Class C airport. The CFI kept low talking a running dialog as we taxied. I could barely hear him, he sounded breathless and he placed the emphasis on the wrong syllables. Then he said don't use the aircraft tail number, instead use 'this' (made up call sign). Then he said he would handle all radio calls on the ground. I noticed he used different call signs while with GND. When I questioned that he said he likes to 'mess with them', to keep them on their toes.
Run up complete we start the take off roll. He shouts I am not applying enough back pressure on the controls. Against my thinking I pull back on the yoke and for the first time ever I scraped the tail skid. We abort and taxi back to the ramp. MX check is good but now I insist the nose strut be corrected to the correct PSI. The A&P does make the adjustment and I do physically inspect and am satisfied. Engine start up and taxi and the nose wheel seems to operate as designed, no more problem.
Call to CD again and CFI is talking, talking over my radio calls. He keeps changing his mind about initial heading and altitude while I am talking to CD. Finally squared away we take off. Turn left, no, right, no further right, no, too far, more to the left, now right a bit more, we finally get to the 'correct' heading to the practice area. He wants a climb to 3,800 agl. I query why so high and he says, "in case something happens". Whatever.
Steep turns, slow flight, pwr on/pwr off stalls, turning stalls...he says take so and so heading to go to non-towered field to practice landings. 30 nm away. Turn left a bit, he says. No, bit more left. No, too far left...do you see the airport? No, I don't see the airport. He says he sees the airport, it's right on the nose. 2 minutes later he says turn a lot more to the left. (He never refers to compass points or compass degrees) OK!, turn to the right...no, more to the right. Do you see it? Yes, I see it. Well, turn to the left because remember we are entering on the 45. Don't ever enter on base, he says.
After 1st approach to landing he said I was pushing and pulling on yoke that I am causing PIO. Without warning he takes the controls and goes around. 2nd and third approach are fine except he disagrees with my wind correction angle. Not yelling but continually harping that I am drifting too far upwind, now downwind, now upwind, etc. Between landings he was saying I turned to cross too early/not soon enough or my downwind was creeping too close to the rwy.
2.2 on the hobbs and he said come back tomorrow to finish up the aircraft checkout for a stupid Cherokee that I have over 400 hours in. Of course I didn't return. And that CFI, it seemed he kept adding to his personal story as we went along. At the end he said he has over 6,000 hours flying 135 and 121. I just wonder how many hours as a CFI. Friggin jerk...over $355 for a stupid checkout in a 1968 Cherokee with upgraded RAM 160.
Assigned a CFI, us two were to fly a PA-28-160. The CFI said he had performed a pre-flight check (performed prior to my arrival at the aircraft). He was noticeably impatient with me as I confirmed fuel and engine oil capacity. I also pointed out cracks in the wing skins extending past the stop drilled holes surrounding both mains. He sighed as he had to get on his knees to observe what I pointed out. Then, to address the nose wheel strut, I pronounced it as over extended. The CFI said that is normal but I was not buying it. I stood on the nose wheel as I pulled down with my hands on the prop. The nose strut did collapse but not enough to my liking. The CFI repeated it is fine.
We taxied out. I had a printed taxi diagram for this unfamiliar Class C airport. The CFI kept low talking a running dialog as we taxied. I could barely hear him, he sounded breathless and he placed the emphasis on the wrong syllables. Then he said don't use the aircraft tail number, instead use 'this' (made up call sign). Then he said he would handle all radio calls on the ground. I noticed he used different call signs while with GND. When I questioned that he said he likes to 'mess with them', to keep them on their toes.
Run up complete we start the take off roll. He shouts I am not applying enough back pressure on the controls. Against my thinking I pull back on the yoke and for the first time ever I scraped the tail skid. We abort and taxi back to the ramp. MX check is good but now I insist the nose strut be corrected to the correct PSI. The A&P does make the adjustment and I do physically inspect and am satisfied. Engine start up and taxi and the nose wheel seems to operate as designed, no more problem.
Call to CD again and CFI is talking, talking over my radio calls. He keeps changing his mind about initial heading and altitude while I am talking to CD. Finally squared away we take off. Turn left, no, right, no further right, no, too far, more to the left, now right a bit more, we finally get to the 'correct' heading to the practice area. He wants a climb to 3,800 agl. I query why so high and he says, "in case something happens". Whatever.
Steep turns, slow flight, pwr on/pwr off stalls, turning stalls...he says take so and so heading to go to non-towered field to practice landings. 30 nm away. Turn left a bit, he says. No, bit more left. No, too far left...do you see the airport? No, I don't see the airport. He says he sees the airport, it's right on the nose. 2 minutes later he says turn a lot more to the left. (He never refers to compass points or compass degrees) OK!, turn to the right...no, more to the right. Do you see it? Yes, I see it. Well, turn to the left because remember we are entering on the 45. Don't ever enter on base, he says.
After 1st approach to landing he said I was pushing and pulling on yoke that I am causing PIO. Without warning he takes the controls and goes around. 2nd and third approach are fine except he disagrees with my wind correction angle. Not yelling but continually harping that I am drifting too far upwind, now downwind, now upwind, etc. Between landings he was saying I turned to cross too early/not soon enough or my downwind was creeping too close to the rwy.
2.2 on the hobbs and he said come back tomorrow to finish up the aircraft checkout for a stupid Cherokee that I have over 400 hours in. Of course I didn't return. And that CFI, it seemed he kept adding to his personal story as we went along. At the end he said he has over 6,000 hours flying 135 and 121. I just wonder how many hours as a CFI. Friggin jerk...over $355 for a stupid checkout in a 1968 Cherokee with upgraded RAM 160.
