- Joined
- May 24, 2016
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4RNB
Hear me out, perhaps I can better process what is going on and what I need to do, perhaps get insight or wisdom from the flying illuminati of POA.
Background. I own my own C172. Had fun getting my PPL with 3 instructors, been working on instruments for a while. First 40 hours or so (summer/fall 2021) was dual with a CFII who said I was getting close. Business interests at home and his moving cut back on training. When spring came around, was to hire in a travelling accelerated guy but days before he backed out for medical concerns. Found another accelerated program, had to wait to get down there. Completed most of the training, perhaps could have been ready to test but did my first so called hard IFR day while hand flying. My hand flying skills were sub par due to overuse of a well equipped plane, I let the AP do a lot of work. The IFR day really shook me up and I said "hell no" to flying more, tucked my tail between my legs and came home. Found another CFII locally, we've been flying. Took checkride this past w/e, got through the oral, failed practical. Was to retest this week but had another rough day yesterday, not to standard.
Other. My plane is on the list for significant upgrades the rest of the year. Engine is sitting in a shop, will get new avionics and paint. I'd rather not delay the engine install at this point.
Insights and thoughts:
1. First CFII experience was good. I basically understood the rules, was reasonably proficient flying, likely just too much bouncing around on final segments. No specific advice given to improve things.
2. Accelerated flying program? I expect that anyone could question their abilities after the day I had. I was not proficient hand flying to standards and it seemed like a lot of work. I felt like I'd be dead if single pilot hard IFR that day. It felt like the plane was battered +/- 15 degrees bank, +/- 10 degrees pitch, and +/- 200 feet seemingly with no inputs, all while I tried to hand fly to standards. I asked the CFII after if the issue was me or the day, CFII said the issue was me...
3. More recent experience, especially after getting feedback here, has focused on ONLY hand flying the plane. I did some work on Oscar patterns, Bravo patterns and other things to help internalize hand flying skills. I better came to understand that for my plane, cruise 2300 RPM or better, slower cruise 2100 RPM, normal descent 1700 RPM, dive and drive descent 1500. I've gotten better on scanning and am better with holding heading and altitude. I try and set up for 90 MPH approaches, trimming for that airspeed with only subtle corrections. I think I am better with flying a heading and correcting based upon what the needles or CDI tells me.
4. Bumpy ride days still make me anxious but that is improved. On one flight my CFII really stressed to just let the plane do what it wants to do, not over correct. I had him demonstrate, and while he certainly seemed relaxed, I noted that the plane remained +/- 250 feet, the same as it was for me. It helped to see that some of this is not me, some days are just like that. No need to stress constantly fighting the plane.
5. Checkride failure. This is embarrassing. I set a from indicator tracking to a VOR, was barely getting to the point of recognizing I needed to fly reverse sensing when he failed me. I had not flown with VORs like this in a long time, I really should have prepped better. After the fact, CFII said he assumed I knew them. Circle to land was a bust also... In general I have gone missed at the VDP or MDH, not flown to the missed approach point. I had flown a beautiful approach, I think DPE thought I had AP on as he reached over to turn it off. At my altitude he said I could not see runway yet so I went missed. At maybe plus 50-100 feet he said I could see the runway, take off foggles and land. I put in 40 flaps and dove for runway, clearance was for circle to land. I was not thinking well, his "AWOS" wx was suggestive that I would be able to land at the minimums, I was not connecting the dots.
So, we've gone out to fly some more and worked on VOR tracking, intercepting, using two to locate waypoints and airports. I'm focused on flying to the missed approach point, not going missed at the VDP. I am capable to flying good stabilized approaches, figured I would pass a retest.
Except, yesterday flying a VOR approach with foggles on I got too far off course, potentially a bust. I was needing to fly 215 for a 197 runway, got close to the ground and was off to the right. We went back around again, set up. I was above minimums, CFII asked me what would happen if I took hands off, I showed him the plane would fly straight and level. A few seconds later something changed, got pushed around a bit. The rest of the approach was a struggle with both heading and altitude. CFII said I was right back at the fighting the airplane mode, over controlling. I clearly had repeated issues going below segment minimums. I could tell at this point that I would not be ready to take a practical retest. CFII flew some briefly while trying to teach, he went off course also. Note, after landing someone in a 182 called off his departure until the wx was better.
Local wx yesterday was interesting. It was IFR early with 800' OVC, winds were 10+ at takeoff. At 3000' the reports were 27 kts, and I recall 10G15 generally inline with intended runway. Home airport did comment on winds being variable say 200-250 degrees.
I've added cloud ahoy for post flight analysis. Approach track at 15-20 kt right quartering headwinds consistent with track I needed to fly. I expect winds were variable based upon how the plane flew. An observation using cloud ahoy, on days where I plane a flight the scores are 90 plus. On days where we just go do stuff is when the scores degrade. Yesterday was a just go do stuff day.
So, in summary, I think I have the knowledge to do this. Things are slowing down in the plane. I have 240 hrs PIC, lots of IFR training over the past year. My hand flying is proficient, my calm air flying is good. Add in some light chop or inconsistent winds and my flying degrades. I am aware enough of such things to call off approaches.
My mission in flying is to have fun, much of which has been lacking during IFR training. It has been fun to be fully engaged in the process, to improve, to grow, but it is not fun to not take any real flights with my wife. I have this expensive toy and she is not enjoying the benefits. My plan was to get upgrades, IFR, fly a bit this year, then go see the country early 2023.
My options at this point, perhaps there are more.
1. Screw the pressure and IR rating. Just fly for a while, consider coming back to it in 2023. Work some on things visually in the interim.
2. Keep on pushing through until comfortable, my plane or otherwise.
3. Recognize that wx plays a role and play a fair wx checkride game. Go if calm, don't test if bumpy.
4. Maybe try another CFII? Not sure if this would help, I think just more time and experience needed.
5. A blended approach. Aim for different examiner. Well established what checkride is like. Train a bit more at a school that knows the DPE standards well. Potential schools might have better/smoother air as they are further inland. I'd have to learn how to work a 430 GPS better.
My priorities at this point
-engine ought not rust on the ground while I chase a rating
-make wife happy with some VFR flights
-coordinate further flying with available avionics upgrades and paint.
-consider if this is a development plateau and if time, training, or more flying will help overcome.
-consider calm air practical testing
So this is wordy, but it is keeping me from sleeping running all this through my noggin. Any advice or insight to offer?
Thanks.
Background. I own my own C172. Had fun getting my PPL with 3 instructors, been working on instruments for a while. First 40 hours or so (summer/fall 2021) was dual with a CFII who said I was getting close. Business interests at home and his moving cut back on training. When spring came around, was to hire in a travelling accelerated guy but days before he backed out for medical concerns. Found another accelerated program, had to wait to get down there. Completed most of the training, perhaps could have been ready to test but did my first so called hard IFR day while hand flying. My hand flying skills were sub par due to overuse of a well equipped plane, I let the AP do a lot of work. The IFR day really shook me up and I said "hell no" to flying more, tucked my tail between my legs and came home. Found another CFII locally, we've been flying. Took checkride this past w/e, got through the oral, failed practical. Was to retest this week but had another rough day yesterday, not to standard.
Other. My plane is on the list for significant upgrades the rest of the year. Engine is sitting in a shop, will get new avionics and paint. I'd rather not delay the engine install at this point.
Insights and thoughts:
1. First CFII experience was good. I basically understood the rules, was reasonably proficient flying, likely just too much bouncing around on final segments. No specific advice given to improve things.
2. Accelerated flying program? I expect that anyone could question their abilities after the day I had. I was not proficient hand flying to standards and it seemed like a lot of work. I felt like I'd be dead if single pilot hard IFR that day. It felt like the plane was battered +/- 15 degrees bank, +/- 10 degrees pitch, and +/- 200 feet seemingly with no inputs, all while I tried to hand fly to standards. I asked the CFII after if the issue was me or the day, CFII said the issue was me...
3. More recent experience, especially after getting feedback here, has focused on ONLY hand flying the plane. I did some work on Oscar patterns, Bravo patterns and other things to help internalize hand flying skills. I better came to understand that for my plane, cruise 2300 RPM or better, slower cruise 2100 RPM, normal descent 1700 RPM, dive and drive descent 1500. I've gotten better on scanning and am better with holding heading and altitude. I try and set up for 90 MPH approaches, trimming for that airspeed with only subtle corrections. I think I am better with flying a heading and correcting based upon what the needles or CDI tells me.
4. Bumpy ride days still make me anxious but that is improved. On one flight my CFII really stressed to just let the plane do what it wants to do, not over correct. I had him demonstrate, and while he certainly seemed relaxed, I noted that the plane remained +/- 250 feet, the same as it was for me. It helped to see that some of this is not me, some days are just like that. No need to stress constantly fighting the plane.
5. Checkride failure. This is embarrassing. I set a from indicator tracking to a VOR, was barely getting to the point of recognizing I needed to fly reverse sensing when he failed me. I had not flown with VORs like this in a long time, I really should have prepped better. After the fact, CFII said he assumed I knew them. Circle to land was a bust also... In general I have gone missed at the VDP or MDH, not flown to the missed approach point. I had flown a beautiful approach, I think DPE thought I had AP on as he reached over to turn it off. At my altitude he said I could not see runway yet so I went missed. At maybe plus 50-100 feet he said I could see the runway, take off foggles and land. I put in 40 flaps and dove for runway, clearance was for circle to land. I was not thinking well, his "AWOS" wx was suggestive that I would be able to land at the minimums, I was not connecting the dots.
So, we've gone out to fly some more and worked on VOR tracking, intercepting, using two to locate waypoints and airports. I'm focused on flying to the missed approach point, not going missed at the VDP. I am capable to flying good stabilized approaches, figured I would pass a retest.
Except, yesterday flying a VOR approach with foggles on I got too far off course, potentially a bust. I was needing to fly 215 for a 197 runway, got close to the ground and was off to the right. We went back around again, set up. I was above minimums, CFII asked me what would happen if I took hands off, I showed him the plane would fly straight and level. A few seconds later something changed, got pushed around a bit. The rest of the approach was a struggle with both heading and altitude. CFII said I was right back at the fighting the airplane mode, over controlling. I clearly had repeated issues going below segment minimums. I could tell at this point that I would not be ready to take a practical retest. CFII flew some briefly while trying to teach, he went off course also. Note, after landing someone in a 182 called off his departure until the wx was better.
Local wx yesterday was interesting. It was IFR early with 800' OVC, winds were 10+ at takeoff. At 3000' the reports were 27 kts, and I recall 10G15 generally inline with intended runway. Home airport did comment on winds being variable say 200-250 degrees.
I've added cloud ahoy for post flight analysis. Approach track at 15-20 kt right quartering headwinds consistent with track I needed to fly. I expect winds were variable based upon how the plane flew. An observation using cloud ahoy, on days where I plane a flight the scores are 90 plus. On days where we just go do stuff is when the scores degrade. Yesterday was a just go do stuff day.
So, in summary, I think I have the knowledge to do this. Things are slowing down in the plane. I have 240 hrs PIC, lots of IFR training over the past year. My hand flying is proficient, my calm air flying is good. Add in some light chop or inconsistent winds and my flying degrades. I am aware enough of such things to call off approaches.
My mission in flying is to have fun, much of which has been lacking during IFR training. It has been fun to be fully engaged in the process, to improve, to grow, but it is not fun to not take any real flights with my wife. I have this expensive toy and she is not enjoying the benefits. My plan was to get upgrades, IFR, fly a bit this year, then go see the country early 2023.
My options at this point, perhaps there are more.
1. Screw the pressure and IR rating. Just fly for a while, consider coming back to it in 2023. Work some on things visually in the interim.
2. Keep on pushing through until comfortable, my plane or otherwise.
3. Recognize that wx plays a role and play a fair wx checkride game. Go if calm, don't test if bumpy.
4. Maybe try another CFII? Not sure if this would help, I think just more time and experience needed.
5. A blended approach. Aim for different examiner. Well established what checkride is like. Train a bit more at a school that knows the DPE standards well. Potential schools might have better/smoother air as they are further inland. I'd have to learn how to work a 430 GPS better.
My priorities at this point
-engine ought not rust on the ground while I chase a rating
-make wife happy with some VFR flights
-coordinate further flying with available avionics upgrades and paint.
-consider if this is a development plateau and if time, training, or more flying will help overcome.
-consider calm air practical testing
So this is wordy, but it is keeping me from sleeping running all this through my noggin. Any advice or insight to offer?
Thanks.
