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Discussion in 'Pilot Training' started by Jim Case, Dec 6, 2016.
The bookwork needed to learn weather. ::snooze::
I'm plodding through that part right now and hating every second of it.
Scheduling first, then garmin buttonolgy. It's just very uninyuitive to me, so I keep watching training on it
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Its almost too early in my training to really say, but one thing is the pressure sometimes can be a lot. When the instructor is "putting you through paces" at what sometimes (but I am wrong) feels like too quickly. I mean, learning to make level banks, then climbing or descending banks, 30, 45, etc. and the procedures where I want to get it to "sit", but instead the next lesson he is trying to make me integrate them and just do it, so "now do a 360, while descending to 2200" and just before completing "now go to heading 90 and climb to 2800 ft and set to cruise", etc.
I felt like I had no mastery, not even competence, and was just forgetting everything. He said, gently, "I think you are doing good" which helped. This is not a complaint, I think he has a plan and this is part of it. I learned a LOT, which mostly is about WHAT I have to pay attention to at any given time. I noticed in all these maneuvers for example if he called for a 180 degree turn, I forgot to look at the current direction before starting, same with a 360 (only here I should be checking the visual outside for the starting point heading, AND the compass/dir gyro before commencing).
One thing I had practiced at home, carb heat during each change (on or off) was the one thing I was sure I would remember and the one thing I kept forgetting...
But the main thing, I forgot to look outside enough, concentrating too much on the instruments, and I forgot to enjoy the view as well as using it for reference. I know veteran or even students that have enough hours, this is probably second nature and not hard, but at my stage it is a LOT to concentrate on, and a little overwhelming. on the plus side, I reviewed myself afterwards and realized I was ALMOST there, but have to THINK while keeping flying, about what I need to know before commencing a maneuver. If I am going towards a heading, look also outside and see what landmark if any would be at that heading maybe, for sure if I am doing 360 deg turns, just basically think about what is going to happen.
But I am sure there will be lots more that I find difficult in the year to come.
Yup, ****ing weather, I with y'all there. And when I was a student pilot stalls were something I was never comfortable with. Once I started instructing I got over them and feel I teach them in a better way than my CFI did. First spin was crazy, tried to recover by the DG! CFI laughed and said recover outside. That DG was a spinning.
I loved the weather stuff, but regs put me to sleep. Power-on stalls gave me agita until I did spin training.
Fourth solo, first unsupervised... 172N with the single shaft mag.... CFI/IA/CFI/Owner didn't tighten it. 1000' AGL 12 miles south of the field the engine attempted to come from together 2.5nm north of the Mexican border.
Worst part is, I prepaid $5300 for a 60 hour block and he wouldn't refund it so I tried to finish.
Week before the ride, we were doing maneuvers and the plane was covered in oil upon return.
Guess what came loose again.
I bounced at that point... but he took me to small claims for my scheduled lessons that conveniently fell outside of our 6-month window by three days.
And guess who's kids went to school with the judges.
Jim McDermott Of McDermott's let's fly in Somerton AZ (54AZ)
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A DME who thinks that a Cherokee should go into a full break in a stall just like a Cessna. I didn't want to argue with him but I did it three times and two of those were just to prove it. VSI was showing a descent of 700 ft per minute and he's waiting on the "stall" to happen.
writing the checks.....
The thing I found the most difficult was remembering the formula for determining the resistance in a series / parallel circuit.
Here he goes, don't bite!
He trolling. Careful.
remember the question? I answered it.
And you blame me for trolling after your last thread? typical.
Bugs ya I'm on to you huh Tommy?
Has anyone noticed there are not enough DPEs? The last one in this region is about 80 years old.
Tom....are we still talking about pilot training?
When it comes time for the checkride, your mind feels so full its like your head will explode. Some things are memorized, others you just know from reading the books through so many times. You spend a lot of the night studying (I know you aren't supposed to, but who can sleep?!), and you wake up to find out that clouds are 300 ft off the ground and not moving for the day.
So, when you get to that point, the biggest frustration of all is having a checkride get postponed from weather. My examiner lived a good 2 hours away also, so he didn't want to just do the oral or something like that. That was extremely frustrating but luckily we got it rescheduled and it all worked.
Well the question says just training, so he's using that to start it up again.
But it is in the Pilot Training forum.
I know, but it's Tommy.
Same exact thing happened to me, I got to prepare for the check ride 3 times. Well, by the 3rd time I was pretty much content to 'get what you get' and just go for it.
I think it helps with your nerves if you get it canceled at least once 3 times is too much!
For me the worst part was steep turns. As a student pilot, I struggled with that maneuver the most and I dreaded it on the checkride. Then one day after I got my PPL, I was getting checked out in a different plane and it just clicked. Steep turns are now one of my better maneuvers.
Heh heh. He does. He's building the blocks and tossing you one more ball to juggle as soon as you can juggle the ones you have now.
Because eventually you'll just juggle all those balls and you won't even think hard about it.
We have a decent number here and a new one just started.
When I got my PPL I was a 16 year old airport bum that worked as a loader boy for a crop dusting outfit in Montana. Several of the ag pilots were CFIs so I'd pester them for flight instruction. Flight instruction wasn't something that they were into but would go up with me to shut me up. Most lessons they climbed aboard & I told them what I felt I needed to work on. I got through it & right after turning 17 with around 100 hours under my belt I passed my check ride.
My family moved to Washington state where I started taking lessons towards my commercial/instrument with real professional CFI that had just opened up a new FBO. From him I learned what it was like to take lessons from a real CFI. He went on to fly for American Airlines & is now retired and is a DE.
A good instructor has to have his head in the game on each flight. I reflect on that often when I instruct.
Oh crap. This assumes I have a head. I'm going to have to go find one... must be one around here somewhere...
Consult your proctologist...
That's gonna take a really powerful flashlight...
Hardest part for me was realizing there are a lot of dumb people in aviation. It felt like High School again.
There, I said it.
By "in aviation" I assume you also mean A&Ps?
Yes, I ALSO mean A&Ps.
I knew stupid pilots (and CFIs) before I knew stupid mechanics.
There were plenty of times I've had to explain to other pilots that making a turn (in flight) downwind does not increase your likelihood of stalling.
I'd lie and tell them "yes"...
I don't know where you took it, but I had to **** clean. It's not a lie
Most unpleasant? Honestly, it was pretty dang pleasant overall!!!
Giving it some thought,,,the winner is rude FBO people and know it all pilots.
I never much cared for regulations. The study of, I mean.
I could reason through lots of other areas, but the regs always seemed to have an arbitrary element to them, requiring rote memorization - and all for an area where in real life all you need to be able to know is where to find the pertinent reg.
Mine was probably the first few times under the hood in a hot, humid cessna cockpit.
Yeah, I agree and i too enjoyed learning to fly a whole lot
Archer Daniels Midland. Of course.
The private license requires a class 3 medical. The urine test for class 3 is for glucose and protein. If there's a drug screen the doc is doing it on his own, not because its required for the medical. I hope he got consent and billed you for it, because its not part of a class 3 FAA aeromedical exam.