2009 CPL Diary at EFT
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Day 6
Thankyou Keygrip!! it was not a matter off luck it was a matter of you know how to fly commercially or you dont. As you know today i had my 170A cpl mock exam. I will tell you all about it when i finish writting the past God knows how many days report.
OK lets get on with it. last Wednesday was very terrifying, as i had my C-172 internal skills test before i could move on to the arrow. This flight included using all the skills i had learnt over the past 4-5 days, and seeing if i could execute them in a proffesional manner showing competency and airmanship. The flight was conducted by the CFI. So already on my best behaviour. You are given a route to plan using navigation procedures. Making sure i had checked the weather and Notams, planned my flight did my pre-flight check. I went back inside the school sat with the CFI who briefed me on all the things to expect on the flight. Remember you treat the CFI just like a passenger, so we went out to the a/c advising the CFI that we were about to enter a restricted area and that he had to stay close to me at all times. Once in the aircraft brief the passenger just as you would do in an airline. Taxi to the runway do all the checks according to the check list. ( Guys just a bit of advice make sure you do everything in a checklist dont skip parts of it because you think you know it. You must also do it in order. It's a big NO NO if you dont at CPL level)
You are marked on your performance and attitude from inside to going back inside to the school. So we took off and did all the clearing 1000ft checks while flying to the first reporting point for our navigation leg. But in my case i took off from runway 32 and straight away took my heading, this lead me into entering vero beach airspace a big NO NO being promted by my " passenger" i got out of the controlled area and correctly joined my repoting point. My navigation leg really well apart from the deptature. My passenger then gave me a diversion route while going to our destination i planned for this while flying. Once we arrived at the destination we took a heading for our diversion. I arrived on time for my navigation leg. My diversion planning was great except for ending up at the wrong diversion point. Did a simulated engine failure followed by a engine failure after take off.
After this we headed back to Fort pierce on route had to do a postion fix, no problem there and did some intrument work evolving unusal attitudes and turns. We arrived back to the school and went in for a debrief. Got a slap on the wrist for my mistake at deptature and for the incorrect diversion airfield. But my CFI thought even though there was mistakes made. It was nothing that should stop me going on to the arrow.
The afternoon flight was in the arrow just a fam flight, getting to know the aircraft. I still remember that when i got on the runway to take off i thought it would react in the same manner as the C-172. How wrong was i, very heavy and slugish to fly. Well this was my first thoughts on it. Did some turns, landings, and some instument work on this flight. The aircraft has a varrible pitch propeller and a retarctable landing gear. More work load!!
OK lets get on with it. last Wednesday was very terrifying, as i had my C-172 internal skills test before i could move on to the arrow. This flight included using all the skills i had learnt over the past 4-5 days, and seeing if i could execute them in a proffesional manner showing competency and airmanship. The flight was conducted by the CFI. So already on my best behaviour. You are given a route to plan using navigation procedures. Making sure i had checked the weather and Notams, planned my flight did my pre-flight check. I went back inside the school sat with the CFI who briefed me on all the things to expect on the flight. Remember you treat the CFI just like a passenger, so we went out to the a/c advising the CFI that we were about to enter a restricted area and that he had to stay close to me at all times. Once in the aircraft brief the passenger just as you would do in an airline. Taxi to the runway do all the checks according to the check list. ( Guys just a bit of advice make sure you do everything in a checklist dont skip parts of it because you think you know it. You must also do it in order. It's a big NO NO if you dont at CPL level)
You are marked on your performance and attitude from inside to going back inside to the school. So we took off and did all the clearing 1000ft checks while flying to the first reporting point for our navigation leg. But in my case i took off from runway 32 and straight away took my heading, this lead me into entering vero beach airspace a big NO NO being promted by my " passenger" i got out of the controlled area and correctly joined my repoting point. My navigation leg really well apart from the deptature. My passenger then gave me a diversion route while going to our destination i planned for this while flying. Once we arrived at the destination we took a heading for our diversion. I arrived on time for my navigation leg. My diversion planning was great except for ending up at the wrong diversion point. Did a simulated engine failure followed by a engine failure after take off.
After this we headed back to Fort pierce on route had to do a postion fix, no problem there and did some intrument work evolving unusal attitudes and turns. We arrived back to the school and went in for a debrief. Got a slap on the wrist for my mistake at deptature and for the incorrect diversion airfield. But my CFI thought even though there was mistakes made. It was nothing that should stop me going on to the arrow.
The afternoon flight was in the arrow just a fam flight, getting to know the aircraft. I still remember that when i got on the runway to take off i thought it would react in the same manner as the C-172. How wrong was i, very heavy and slugish to fly. Well this was my first thoughts on it. Did some turns, landings, and some instument work on this flight. The aircraft has a varrible pitch propeller and a retarctable landing gear. More work load!!
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Day 7
Well what can I say, just another day in this boiling heat. I know what your thinking why the hell is this guy moaning, well it’s on average 32 degree Celsius here and when you’re a/c does not have aircon you will feel it.
Well anyway again 2 flight today the usual setup but today is a matter of stepping up to the mark and making every minute count.
The first flight was briefed by my instructor as usual on the things that would be covered in the flight, the first flight involved doing instrument work, I.e. getting used to VOR,ILS,DME,ADF. For some reason I and I don’t know why I kept hitting and missing on getting position fixes, we went back to Fort Pierce and tried to get my instructor to go through it all again including QDM, and QDR’s. I don’t think my instructor was too happy on Thursday, he tried every possible way to make me understand. But I think he was right I was over complicating things. In all honesty im still a bit hazy with it.
If anyone else has the same problem there are a few software programs you can use to help you. One is called RANT and the other is on the Bristol.gs CD.
My second flight of the day was ok it included stalls and spiral turns. Both fairly ok to do. There are three types of stalls you need to perform. The first is the clean configuration stall, it is where you actually take the aircraft into a stall and recover it. The second is a replicating the base to final turn called the approach stall, you need to put the landing gear down and 25 deg of flaps and do a 20 deg turn. And finally the third stalled is called the final stall, used to replicate your final approach. The approach and final stall are only taken to the incipient stall stage.
Spiral turns again ok 45 degree bank must add about 200 rpm to make sure that the nose does not drop.
Don’t think for a second that after your last flight off the day you can go home and relax, there is plenty and I mean plenty of homework to do. Memorizing checklists, going over manoeuvres in your head and reading the pilot operating hand book. KNOW YOUR AIRCARFT!!!
Regarding EFT things are going well, my instructor is great he wont let you get away with anything which is great.
Well anyway again 2 flight today the usual setup but today is a matter of stepping up to the mark and making every minute count.
The first flight was briefed by my instructor as usual on the things that would be covered in the flight, the first flight involved doing instrument work, I.e. getting used to VOR,ILS,DME,ADF. For some reason I and I don’t know why I kept hitting and missing on getting position fixes, we went back to Fort Pierce and tried to get my instructor to go through it all again including QDM, and QDR’s. I don’t think my instructor was too happy on Thursday, he tried every possible way to make me understand. But I think he was right I was over complicating things. In all honesty im still a bit hazy with it.
If anyone else has the same problem there are a few software programs you can use to help you. One is called RANT and the other is on the Bristol.gs CD.
My second flight of the day was ok it included stalls and spiral turns. Both fairly ok to do. There are three types of stalls you need to perform. The first is the clean configuration stall, it is where you actually take the aircraft into a stall and recover it. The second is a replicating the base to final turn called the approach stall, you need to put the landing gear down and 25 deg of flaps and do a 20 deg turn. And finally the third stalled is called the final stall, used to replicate your final approach. The approach and final stall are only taken to the incipient stall stage.
Spiral turns again ok 45 degree bank must add about 200 rpm to make sure that the nose does not drop.
Don’t think for a second that after your last flight off the day you can go home and relax, there is plenty and I mean plenty of homework to do. Memorizing checklists, going over manoeuvres in your head and reading the pilot operating hand book. KNOW YOUR AIRCARFT!!!
Regarding EFT things are going well, my instructor is great he wont let you get away with anything which is great.
Last edited by Kash360; 23rd Jun 2009 at 00:47.
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Day 8
What a horrible day for me, seemed like everything I touched jjust either broke on me or I had left my brain at home. I personally think it was the latter.Friday had to be the worst day of all while I have been here. Had two lessons on which I underperformed and on top of that I was nervous about my RT licence exam in the afternoon.
Well woke up as normal, had a late night revising. Got to school prepared the a/c for a 0800 deptature, the first of the two lessons included touch and go’s and stalls. The stalls were not a problem just needed to make sure I didn’t get the approach and the final stall configerations mixed up. Which I did. I know im a dumb ass. Lol
However for some reason or the other I just could not for the life off me get the correct approach for landing, I was always either too high or too low, off the centre line or just going around.
I could see my instructor was getting frustrated at me and I don’t blame him he has put so much time and effort into me. I was furious more than anything at myself, I know I don’t have the best landings in the world but these were really bad. Well we got back into the school and debriefed I had to repeat some of the lesson again as part of my afternoon lesson.
My second flight was again just another Navigation and diversion excersice, again same problems as I had the other day a poor deptature, good Navigation and got the wrong airfield again for my diversion. Today just was not my brightest moment. Anyway got back to the school, debriefed with the CFI present as this lesson had to be repeated but thankfully they let me incorporate it in my next lesson.
After that I read my CAP 413 for the third time before going to meet the examiner for my RT. I was exhausted and terrified at this point. Got to the examiners house 10 minutes late, not setting a good example already, however my examiner was absolutely brilliant. No not because he passed me but because, he made me feel at ease and went over things with me clearly, I thought I was taking up all of his time but he really didn’t mind.
Well woke up as normal, had a late night revising. Got to school prepared the a/c for a 0800 deptature, the first of the two lessons included touch and go’s and stalls. The stalls were not a problem just needed to make sure I didn’t get the approach and the final stall configerations mixed up. Which I did. I know im a dumb ass. Lol
However for some reason or the other I just could not for the life off me get the correct approach for landing, I was always either too high or too low, off the centre line or just going around.
I could see my instructor was getting frustrated at me and I don’t blame him he has put so much time and effort into me. I was furious more than anything at myself, I know I don’t have the best landings in the world but these were really bad. Well we got back into the school and debriefed I had to repeat some of the lesson again as part of my afternoon lesson.
My second flight was again just another Navigation and diversion excersice, again same problems as I had the other day a poor deptature, good Navigation and got the wrong airfield again for my diversion. Today just was not my brightest moment. Anyway got back to the school, debriefed with the CFI present as this lesson had to be repeated but thankfully they let me incorporate it in my next lesson.
After that I read my CAP 413 for the third time before going to meet the examiner for my RT. I was exhausted and terrified at this point. Got to the examiners house 10 minutes late, not setting a good example already, however my examiner was absolutely brilliant. No not because he passed me but because, he made me feel at ease and went over things with me clearly, I thought I was taking up all of his time but he really didn’t mind.
Last edited by Kash360; 23rd Jun 2009 at 00:47.
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Day 9
Today was a much better day, I got a kick up my ass yesterday by my instructor, which made me come home last night and studied all night. And so today I got back on the horse and was out to prove a point to myself.
Again two lessons for the day, both pretty much identical based on navigation.
The first lesson included a expeditious departure, navigating to the correct destination and diverting to the correct designated airfield. Well let’s just say I had a good departure and a good navigation other than I had to make a fairly large correction on my track. But I advised my instructor ahead of time so it would be a valid and calculated change. Arrived at my destination just on time. I then started my diversion leg to an appointed airfield by my instructor. Again I got to my diversion point on time.
On the way back we did some instrument work which just included a climb and turns.
All in all a good flight.
I think at this point I was all excited and was ready for my next flight, my instructor even said that I should calm down but after a day like yesterday. I had something to be excited about.
My second flight of the day was pretty much the same as the morning flight however did not include a diversion. Instead it included engine failures in flight and after take off , slow flight and steep turns. Returned back to do a short field landing,
Really looking to my first day off tomorrow. Cannot wait.
Again two lessons for the day, both pretty much identical based on navigation.
The first lesson included a expeditious departure, navigating to the correct destination and diverting to the correct designated airfield. Well let’s just say I had a good departure and a good navigation other than I had to make a fairly large correction on my track. But I advised my instructor ahead of time so it would be a valid and calculated change. Arrived at my destination just on time. I then started my diversion leg to an appointed airfield by my instructor. Again I got to my diversion point on time.
On the way back we did some instrument work which just included a climb and turns.
All in all a good flight.
I think at this point I was all excited and was ready for my next flight, my instructor even said that I should calm down but after a day like yesterday. I had something to be excited about.
My second flight of the day was pretty much the same as the morning flight however did not include a diversion. Instead it included engine failures in flight and after take off , slow flight and steep turns. Returned back to do a short field landing,
Really looking to my first day off tomorrow. Cannot wait.
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Day 10
Well yesterday was the best day ever, lay in bed until 2pm. Much needed sleep. However my day off was short lived as in the afternoon came more studying.
Today was the BIG day no not my check ride but my 170A. For the people who don’t know what a 170A is, it’s a mock check ride. I arrived early morning did my pre-flight checks. Can you believe it, the last 10 days not a single knot of wind and today gusting 16kts. Main runway 9-27 closed so used 14-32. Heading indicator sticking in slaved mode. You get the picture, everything going against me. But I thought ill tackle it head on. Met with the CFI and was briefed on what to expect, already for a 1130 departure.
Got into the aircraft with the CFI, was advised my ATC to take a right turn on take off when I required a left turn. I thought I would take a right turn, but after take off I started a right turn thinking what I should do. But then ATC for a left turn to take me on my 1st reporting point, which they allowed. I started my nav leg and got confused with a road which I thought was my 1st reporting point but quickly rectified this mistake, and advised my CFI of the new ETA. Got to my destination point on time, was given a diversion point also arrived on time.
Then did a simulated fire engine which went wrong, I got the procedure wrong. I thought I was doing steep turns but I should have had the gear down and flaps down. And aimed for a 105kts speed at 45 degrees turn.
So that was not good, I then had to do a engine failure and engine failure after take off both of them went well.
After that I was told to put on the hood and given unusual attitudes to correct, both went well.
I was then told to do some compass rose turns which I thought were ok but my CFI obviously thought otherwise. But he was correct when we spoke about it in the debrief. I have no excuse even though I tried saying the Heading indicator was stuck. But it’s a visual manoeuvre so….
I was then told to do a position fix for some reason went pear shaped and got a wrong position fix. My CFI was very helpful to show me how to use the instruments correctly after the debrief.
We then did some stalls which were fine no problem there.
We then went back to do some touch and go’s a normal approach and a flapless landing both great approaches and landed on the centre line very briefly before I went off the centre line.
My entry back into the circuit was poor I mixed up the runways aiming for a downwind for runway 32 which infact I was setting up for a downwind on runway 14.
I had my debrief with the CFI, who went through the flight point by point,
I still have some work to do so going flying tomorrow morning.
My stay at EFT has been great im not promoting it just giving my version on how I have been treated. Don’t get me wrong there have been up’s and down’s but a journey wouldn’t be a journey without them.
I find that EFT is a great school and treats people like people and not numbers. There has been an incident where I didn’t agree with my instructors debrief. However this was quickly resolved by the CFI. I have to calculate how much I was originally quoted and how much I was charged, I wont be giving a figure, I think that would be wrong just allot more or just right or less would be a good indication
To everyone who has sent me private messages about EFT, thank you. I will get back to everyone tomorrow or Wednesday.
I may have my check ride tomorrow so I will update you all when I get home.
Today was the BIG day no not my check ride but my 170A. For the people who don’t know what a 170A is, it’s a mock check ride. I arrived early morning did my pre-flight checks. Can you believe it, the last 10 days not a single knot of wind and today gusting 16kts. Main runway 9-27 closed so used 14-32. Heading indicator sticking in slaved mode. You get the picture, everything going against me. But I thought ill tackle it head on. Met with the CFI and was briefed on what to expect, already for a 1130 departure.
Got into the aircraft with the CFI, was advised my ATC to take a right turn on take off when I required a left turn. I thought I would take a right turn, but after take off I started a right turn thinking what I should do. But then ATC for a left turn to take me on my 1st reporting point, which they allowed. I started my nav leg and got confused with a road which I thought was my 1st reporting point but quickly rectified this mistake, and advised my CFI of the new ETA. Got to my destination point on time, was given a diversion point also arrived on time.
Then did a simulated fire engine which went wrong, I got the procedure wrong. I thought I was doing steep turns but I should have had the gear down and flaps down. And aimed for a 105kts speed at 45 degrees turn.
So that was not good, I then had to do a engine failure and engine failure after take off both of them went well.
After that I was told to put on the hood and given unusual attitudes to correct, both went well.
I was then told to do some compass rose turns which I thought were ok but my CFI obviously thought otherwise. But he was correct when we spoke about it in the debrief. I have no excuse even though I tried saying the Heading indicator was stuck. But it’s a visual manoeuvre so….
I was then told to do a position fix for some reason went pear shaped and got a wrong position fix. My CFI was very helpful to show me how to use the instruments correctly after the debrief.
We then did some stalls which were fine no problem there.
We then went back to do some touch and go’s a normal approach and a flapless landing both great approaches and landed on the centre line very briefly before I went off the centre line.
My entry back into the circuit was poor I mixed up the runways aiming for a downwind for runway 32 which infact I was setting up for a downwind on runway 14.
I had my debrief with the CFI, who went through the flight point by point,
I still have some work to do so going flying tomorrow morning.
My stay at EFT has been great im not promoting it just giving my version on how I have been treated. Don’t get me wrong there have been up’s and down’s but a journey wouldn’t be a journey without them.
I find that EFT is a great school and treats people like people and not numbers. There has been an incident where I didn’t agree with my instructors debrief. However this was quickly resolved by the CFI. I have to calculate how much I was originally quoted and how much I was charged, I wont be giving a figure, I think that would be wrong just allot more or just right or less would be a good indication
To everyone who has sent me private messages about EFT, thank you. I will get back to everyone tomorrow or Wednesday.
I may have my check ride tomorrow so I will update you all when I get home.
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Kash360, enjoying reading your postings, just to let you know, I was once in your position. I enjoyed my time at EFT.
Just to give you some encouragement,I am sitting in my hotel room in Agadir, Morocco having brought a Boeing 737-800 down this morning. Taking it back tonight.
Good luck with your test.
32 degrees, thats cold mate come to Morocco, its hotter here!!!!
Just to give you some encouragement,I am sitting in my hotel room in Agadir, Morocco having brought a Boeing 737-800 down this morning. Taking it back tonight.
Good luck with your test.
32 degrees, thats cold mate come to Morocco, its hotter here!!!!
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Thanks Frank, at the moment i need all the encourgment i can get. Just turned up to the school now a 0715. What ever happened to sleeping in till late!! oh well.
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The BIG day!! (Check ride) ?
Hello everyone, you must all be getting sick of reading my reports. Im sorry they have nearly finished.
Arrived at the school this morning, to do a clean up flight, which involved a deptarture, compass turns, engine fire, position fix and then returning to do some touch and go's. In all fairness i thought it was a nice flight. I these were the items i didnt perform too well on my 170A yesterday.
I arrived back at the school and was told to wait until i was called by my instructor. This started me to worry, eventually i was called in and told that my 170A was signed off and that my check ride would be at 12:00. So i had 2 hours to run around and get things organised. Got myself a bite to eat before the exam, also wanted to make sure that my examiner had access to some refreshments in flight because it's so hot in the arrow.
Got back to the school and was told to call my examiner, it was the same examiner as on my RT exam. Which put me at some ease. Spoke to the examiner who asked if the forecast weather was ok for us to fly. I checked the weather for 3 airports which seemed all go. So told my examiner that it was ok to fly.
My examiner arrived to the school, a really nice guy and we sat down to do some paper work making sure i had met all the requirments to take the exam. Once we had done this he had briefed me on what i was to expect. Everything thing that we had worked towards was included. The examiner was very kind and made me feel at ease. REMEMBER he is to be treated like a passenger. We spoke for a little while about what was expected and was then left alone to complete my flight planning and mass and balance.
I then went to do my preflight checks, topped up the oil got the ATIS and walked back in. My examiner told me to check the weather again and advice him if it was a go or no go. Unfortunatley the weather was poor and there was thunderstorms heading our way. I felt like an idiot that i would have to tell my examiner that it was no go. Even though i had adviced him on the phone that it was ok. it's not the best idea to pi** your examiner off on the day off your exam im sure he has better things to do.
So i went to my examiner to tell him the bad news, instead of what i was expecting of getting a bollocking he was very understandable and said it was a good call. He was very kind to advise me of how weather should be taken from several airfield instead of just the 3 airfields i used. He gave some great examples of the reason why too. So guys make sure you check the weather all around not just on route. It turned out that ten minutes later it started to train followed by a thunderstorm.
He was very kind to rearrange for tomorrow morning, so fingers crossed guys things will go well for me and by tomorrow afternoon i will be a CPL holder. Its all in my hands i suppose, like my examiner said you walk in that a/c with a pass, now its up to you if you want to keep it.
I will advice you all tomorrow, any adivce or tips would be much appreciated!!
Arrived at the school this morning, to do a clean up flight, which involved a deptarture, compass turns, engine fire, position fix and then returning to do some touch and go's. In all fairness i thought it was a nice flight. I these were the items i didnt perform too well on my 170A yesterday.
I arrived back at the school and was told to wait until i was called by my instructor. This started me to worry, eventually i was called in and told that my 170A was signed off and that my check ride would be at 12:00. So i had 2 hours to run around and get things organised. Got myself a bite to eat before the exam, also wanted to make sure that my examiner had access to some refreshments in flight because it's so hot in the arrow.
Got back to the school and was told to call my examiner, it was the same examiner as on my RT exam. Which put me at some ease. Spoke to the examiner who asked if the forecast weather was ok for us to fly. I checked the weather for 3 airports which seemed all go. So told my examiner that it was ok to fly.
My examiner arrived to the school, a really nice guy and we sat down to do some paper work making sure i had met all the requirments to take the exam. Once we had done this he had briefed me on what i was to expect. Everything thing that we had worked towards was included. The examiner was very kind and made me feel at ease. REMEMBER he is to be treated like a passenger. We spoke for a little while about what was expected and was then left alone to complete my flight planning and mass and balance.
I then went to do my preflight checks, topped up the oil got the ATIS and walked back in. My examiner told me to check the weather again and advice him if it was a go or no go. Unfortunatley the weather was poor and there was thunderstorms heading our way. I felt like an idiot that i would have to tell my examiner that it was no go. Even though i had adviced him on the phone that it was ok. it's not the best idea to pi** your examiner off on the day off your exam im sure he has better things to do.
So i went to my examiner to tell him the bad news, instead of what i was expecting of getting a bollocking he was very understandable and said it was a good call. He was very kind to advise me of how weather should be taken from several airfield instead of just the 3 airfields i used. He gave some great examples of the reason why too. So guys make sure you check the weather all around not just on route. It turned out that ten minutes later it started to train followed by a thunderstorm.
He was very kind to rearrange for tomorrow morning, so fingers crossed guys things will go well for me and by tomorrow afternoon i will be a CPL holder. Its all in my hands i suppose, like my examiner said you walk in that a/c with a pass, now its up to you if you want to keep it.
I will advice you all tomorrow, any adivce or tips would be much appreciated!!
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Check Ride!!
Morning/Afternoon depending on where you are.
Arrived early this morning to the school checked the weather and we are fogged in at Fort Pierce. It should clear up soon hopefully. will advise you all when i have had the check ride...
Arrived early this morning to the school checked the weather and we are fogged in at Fort Pierce. It should clear up soon hopefully. will advise you all when i have had the check ride...
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Check Ride!!
This is the second time im writting this, so please bare with me,
As most of you know that yesterday was my CPL checkride, and thankfully i passed.
So here we go, on Tuesday after we cancelled the flight due to bad weather. The examiner was kind enough to allow me to do the check ride the next day. He advised me that i should wake up early and if the weather was good i should call him. So thats exactly what i did. I woke up at 0400 and sat watching the weather, i decided to come into the school at 0700 and call my examiner just to keep him in the loop. I advised him that the weather was great excpet for Fort Pierce where there was fog. He told me to call him when the weather was good enough to fly. In the mean time i did my mass and balance sheet, did my walk around and did my pre flight check. I then called the examiner at 1030 when the weather had picked up and kindly enough the examiner arrived at about midday.
The examiner arrived and said that he just wanted straight into flying as we had done the oral and brief the day before. So i wlaked out to the aircraft with my " passenger" and briefed him that we were entering a restricted area and that he should stay close to me at all times. We then got in to the aircraft and gave a passenger brief and advised him that we would be taking off in about 10 minutes.
So we took around 1300 and once over my starting point for my navigation leg i noted the time, did my checks and called for flight following. I then advised my passenger the ETA,heading and altitude. Remember you are allow to change your heading,altitude and ETA aslong as you tell the passenger in advance. Beleive it or not im normally very good at navigation. But on this occasion i arrived at the wrong destination as so i knew that i had now gone from a pass to a partial. I now needed to make sure that i didnt fail the whole thing.
So we quickly moved on to the instrument section, put my hood on and took control again. started of with a staright and level flight, climbing turns and then unusal attitude recovery. All fairly ok but make sure rate 1 turns when under the hood.
We then moved onto the general handling which included, steep turns, glide turns, compass turns, clean stall, approach stall and final stall. all ok went well thankfully. However PLEASE remember to do your checks before any manouver, i was very close to forgetting to do them before the stalls. Very easy to forget.
Quickly moved on to emergencies, which included engine fire, engine failiure after take off and engine failiure at altitude. The biggest thing here is fly the aircraft dont get your head stuck in the cockpit doing checks. It could be too late then. And remember always be ready for them in the exam and in real life. You never know when your going to get one, so dont expect your examiner to tell you in advance.
We then headed toward Vero Beach to do some touch and go's but on the way there was required to get a position fix. Normally i fgind this a hard task but yesterday i got it straight away. Joined the circuit for Vero and was told to start with a normal followed by a flapless, glide and a short field landing. On the first approach i had to go around as i was not stable at 300ft there was no doubt in my mind that i would make it but in comercial at 300ft if your not on the glide slope and stable GO AROUND. the other landings went well.
Arrived back in Fort Pierce and shut down the a/c. And had a debrief, the passenger now had turned into the examiner and he was very kind and gave great examples of how i could do better. But the truth is it was still a partial pass. My examiner was kind enough to offer that we do the navigation again straight away. So thats exactly what we did, he gave me a new route and i planned it did my pre flight check and found a spot between the weather to redo the navigation section.
So took off runway 32 just as before got to my first reporting point, gave my passenger a ETA,heading and a altitude. There was no way in hell that i was going to mess this up again. So finally i positively identified the airfield and was then told to go to my diversion point. You dont know the diversion point until your about 5-10 to your destination. So flew to my diversion and again identifed it. On the way back we did a intercepted and tracked a QDM and arrived back at Fort Pierce.
WHen we got back into the school my examiner put me out of my misery and told me that i had passed. Beleive me what a feeling.
I would like to firstly thank my examiner for all the help and advise that he has given me. I have to say he was very proffesional but at the same time made you feel at ease and comftable. I have been with some examiners in the past and they think they are above you. ( which they are in reality) but my examiner treated me like a human being. He gave me some great advice, i.e if you have a problem in flight pass you should pass that problem onto someone else. i.e ATC. Let them take your problem off you. Also that is every student did time buildng spent 5-10 hours with an instructor going over the requirments listed in standards document 3 they would have it allot easier when they got to the course. I have kindly asked the examiner to come on this site and give us all some words of wisdom as we still all have allot to learn.
I would also like to thank EFT for all there support and hospitality. Especailly the CFI who was very kind and understanding, If you had a problem i would be sure that he would make it his problem and slove it so thankyou CFI. My experience has been great here dont get me wrong it has its up and downs to do a CPL in 12 days in something. And to pass it is increadible.
Finally i would like to thank my instructor for all his support, he has a great gift of getting the best out of his students. I think that he is a great asset to EFT and i personally belive that the balance at EFT would change if he were ever leave. But most importantly he has been a great asset to me. I would like invite my instructor on here and ask him to give us some words of wisdom. So that way we can have a view of everyone involved. The examiner,Instructor and the student
And a BIG BIG thank you to Roy and Jhon, my house mates who have stayed up with me till the early hours in the morning studying. Keep your girlfriends and wifes away from Roy. Dont say i didnt warn you...only joking. Thanks for everything Roy
Again thanyou examiner, instructor,CFI and EFT and for all of you reading this diary. I hope it will help you in the future. If anyone has any questions please feel free tto ask.
Final words, dont waste your hour building and read standards document 3.
As most of you know that yesterday was my CPL checkride, and thankfully i passed.
So here we go, on Tuesday after we cancelled the flight due to bad weather. The examiner was kind enough to allow me to do the check ride the next day. He advised me that i should wake up early and if the weather was good i should call him. So thats exactly what i did. I woke up at 0400 and sat watching the weather, i decided to come into the school at 0700 and call my examiner just to keep him in the loop. I advised him that the weather was great excpet for Fort Pierce where there was fog. He told me to call him when the weather was good enough to fly. In the mean time i did my mass and balance sheet, did my walk around and did my pre flight check. I then called the examiner at 1030 when the weather had picked up and kindly enough the examiner arrived at about midday.
The examiner arrived and said that he just wanted straight into flying as we had done the oral and brief the day before. So i wlaked out to the aircraft with my " passenger" and briefed him that we were entering a restricted area and that he should stay close to me at all times. We then got in to the aircraft and gave a passenger brief and advised him that we would be taking off in about 10 minutes.
So we took around 1300 and once over my starting point for my navigation leg i noted the time, did my checks and called for flight following. I then advised my passenger the ETA,heading and altitude. Remember you are allow to change your heading,altitude and ETA aslong as you tell the passenger in advance. Beleive it or not im normally very good at navigation. But on this occasion i arrived at the wrong destination as so i knew that i had now gone from a pass to a partial. I now needed to make sure that i didnt fail the whole thing.
So we quickly moved on to the instrument section, put my hood on and took control again. started of with a staright and level flight, climbing turns and then unusal attitude recovery. All fairly ok but make sure rate 1 turns when under the hood.
We then moved onto the general handling which included, steep turns, glide turns, compass turns, clean stall, approach stall and final stall. all ok went well thankfully. However PLEASE remember to do your checks before any manouver, i was very close to forgetting to do them before the stalls. Very easy to forget.
Quickly moved on to emergencies, which included engine fire, engine failiure after take off and engine failiure at altitude. The biggest thing here is fly the aircraft dont get your head stuck in the cockpit doing checks. It could be too late then. And remember always be ready for them in the exam and in real life. You never know when your going to get one, so dont expect your examiner to tell you in advance.
We then headed toward Vero Beach to do some touch and go's but on the way there was required to get a position fix. Normally i fgind this a hard task but yesterday i got it straight away. Joined the circuit for Vero and was told to start with a normal followed by a flapless, glide and a short field landing. On the first approach i had to go around as i was not stable at 300ft there was no doubt in my mind that i would make it but in comercial at 300ft if your not on the glide slope and stable GO AROUND. the other landings went well.
Arrived back in Fort Pierce and shut down the a/c. And had a debrief, the passenger now had turned into the examiner and he was very kind and gave great examples of how i could do better. But the truth is it was still a partial pass. My examiner was kind enough to offer that we do the navigation again straight away. So thats exactly what we did, he gave me a new route and i planned it did my pre flight check and found a spot between the weather to redo the navigation section.
So took off runway 32 just as before got to my first reporting point, gave my passenger a ETA,heading and a altitude. There was no way in hell that i was going to mess this up again. So finally i positively identified the airfield and was then told to go to my diversion point. You dont know the diversion point until your about 5-10 to your destination. So flew to my diversion and again identifed it. On the way back we did a intercepted and tracked a QDM and arrived back at Fort Pierce.
WHen we got back into the school my examiner put me out of my misery and told me that i had passed. Beleive me what a feeling.
I would like to firstly thank my examiner for all the help and advise that he has given me. I have to say he was very proffesional but at the same time made you feel at ease and comftable. I have been with some examiners in the past and they think they are above you. ( which they are in reality) but my examiner treated me like a human being. He gave me some great advice, i.e if you have a problem in flight pass you should pass that problem onto someone else. i.e ATC. Let them take your problem off you. Also that is every student did time buildng spent 5-10 hours with an instructor going over the requirments listed in standards document 3 they would have it allot easier when they got to the course. I have kindly asked the examiner to come on this site and give us all some words of wisdom as we still all have allot to learn.
I would also like to thank EFT for all there support and hospitality. Especailly the CFI who was very kind and understanding, If you had a problem i would be sure that he would make it his problem and slove it so thankyou CFI. My experience has been great here dont get me wrong it has its up and downs to do a CPL in 12 days in something. And to pass it is increadible.
Finally i would like to thank my instructor for all his support, he has a great gift of getting the best out of his students. I think that he is a great asset to EFT and i personally belive that the balance at EFT would change if he were ever leave. But most importantly he has been a great asset to me. I would like invite my instructor on here and ask him to give us some words of wisdom. So that way we can have a view of everyone involved. The examiner,Instructor and the student
And a BIG BIG thank you to Roy and Jhon, my house mates who have stayed up with me till the early hours in the morning studying. Keep your girlfriends and wifes away from Roy. Dont say i didnt warn you...only joking. Thanks for everything Roy
Again thanyou examiner, instructor,CFI and EFT and for all of you reading this diary. I hope it will help you in the future. If anyone has any questions please feel free tto ask.
Final words, dont waste your hour building and read standards document 3.
Last edited by Kash360; 25th Jun 2009 at 22:35.
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Kudos.
Quite surprised the examiner let you go again straight away. I usually thought when one got a partial they had to do X amount of hours recommended by the Examiner. Anyone verify this ?
Quite surprised the examiner let you go again straight away. I usually thought when one got a partial they had to do X amount of hours recommended by the Examiner. Anyone verify this ?
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Redout,
I maybe wrong but i think the examiner speaks to the CFI as the examiner did yesterday to say that i had failed the Navigation section, and it is upto the CFI if you need further training. i.e if i failed an instruments section then i would need further training but because im normally good at navigation the CFI decided that it was a one off and no further training was required. But like i said i maybe wrong.
I maybe wrong but i think the examiner speaks to the CFI as the examiner did yesterday to say that i had failed the Navigation section, and it is upto the CFI if you need further training. i.e if i failed an instruments section then i would need further training but because im normally good at navigation the CFI decided that it was a one off and no further training was required. But like i said i maybe wrong.
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well done Kash it was well worth the long hours and no sleep for us both doing your revision!!!! just remember mate ill be there soon!!! lol oh and thanks for the comment..............MATE! hhahahahaha 
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Stand corrected!!!
Redout and anyone else interested,
I stand corrected and would like to say that it is true that you are required to do x amount of hours before your next check ride. However this is the decision of the person taking the exam. i.e me!! and i decided to fly again immediately. This is shown on the form provided by the examiner.
Thankyou to my source of information.
I stand corrected and would like to say that it is true that you are required to do x amount of hours before your next check ride. However this is the decision of the person taking the exam. i.e me!! and i decided to fly again immediately. This is shown on the form provided by the examiner.
Thankyou to my source of information.
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Congratulations Kash. I know you must be exhausted, I am!
To clear up on the re-training issue. It is at examiners discretion. They can mandate training, recommend training or neither. Check the bottom of your skills test report form.
The CFI at any school can also add to this of course at their discretion.
It really depends on the individual circumstances.
In yor case Nav wasn't too much of a problem during your training, and extra training wasn't really necessary.
Well done, now get back to drilling that oil to fuel our aircraft!
Pointers wise; don't waste your hour building by choosing the cheapest option where your not getting any pointers or structure. Saving $10 an hour is offset straight away when you end up repeating mutiple lessons at CPL lev which is expensive, because you only flew long navs city to city just racking up the hours! Doing the hour building where you intend to train also helps. If your hour building is done properly the CPL should be a breeze. In reality he majority of students complete "time wasting" and then suffer later during CPL and IR training.
To clear up on the re-training issue. It is at examiners discretion. They can mandate training, recommend training or neither. Check the bottom of your skills test report form.
The CFI at any school can also add to this of course at their discretion.
It really depends on the individual circumstances.
In yor case Nav wasn't too much of a problem during your training, and extra training wasn't really necessary.
Well done, now get back to drilling that oil to fuel our aircraft!
Pointers wise; don't waste your hour building by choosing the cheapest option where your not getting any pointers or structure. Saving $10 an hour is offset straight away when you end up repeating mutiple lessons at CPL lev which is expensive, because you only flew long navs city to city just racking up the hours! Doing the hour building where you intend to train also helps. If your hour building is done properly the CPL should be a breeze. In reality he majority of students complete "time wasting" and then suffer later during CPL and IR training.
Last edited by Matthew Adams; 26th Jun 2009 at 01:57.
