Skills Test - HELP!!!
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Skills Test - HELP!!!
I really need some help please. I've got my PPL Skills Test coming up soon and I am getting so nervous about it I know that I am going to make a mistake on the day.
Can any of you tell me what fails you on a skills test and how easy it is to fail? Also, what are the questions he or she asks you at the beginning of the test about he aircraft systems, performance, etc, etc?
Any info v. much appreciated.
A Nervous Nearly New Pilot
Can any of you tell me what fails you on a skills test and how easy it is to fail? Also, what are the questions he or she asks you at the beginning of the test about he aircraft systems, performance, etc, etc?
Any info v. much appreciated.
A Nervous Nearly New Pilot
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Read "A guide for applicants taking the PPL
skills test" Your FTO should have one
Above all if you make a mess of somthing put it behind you and do your best for the rest of the test your examiner will be looking at the overall package.
Good Luck
skills test" Your FTO should have one
Above all if you make a mess of somthing put it behind you and do your best for the rest of the test your examiner will be looking at the overall package.
Good Luck
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RELAX!!!!!!!!
I am going to tell you what you are going to do.....
You will get a route for your xcountry...you have to work out mass and balance before the flight....
Make sure you keep your flight log updated at every 1/4 point and make the right correction if you think you are xdegrees out.....you can make only one correction so it's better if you do it at 1/2 way...time is very important so when you make your correction make sure you give the examiner the new ETA ,you can make only one correction in terms of time and you will have to be there within 2mins of your ETA....
At a certain point you will have to divert you will guess a heading and a ETA ...THIS IS A FAILING POINT!!!be carefull here don't rush take your time!!!!
Then you will do airwork ...slow flying,VOR tracking,PFL(failing point),glide apch,flapless lndg,short field lndg,steep turns and the stalls 1,2&3!!!
That's it!!!!
I personally failed only the PFL and they wanted me to go up again only for it!!!!It took about 15mins and I had my PPL!!!
As said before if you make mistakes during the flight put it behind you immediately!!!!
GOOD LUCK and let us know how it goes!!!
It will take you about 2hours and 15mins...
I am going to tell you what you are going to do.....
You will get a route for your xcountry...you have to work out mass and balance before the flight....
Make sure you keep your flight log updated at every 1/4 point and make the right correction if you think you are xdegrees out.....you can make only one correction so it's better if you do it at 1/2 way...time is very important so when you make your correction make sure you give the examiner the new ETA ,you can make only one correction in terms of time and you will have to be there within 2mins of your ETA....
At a certain point you will have to divert you will guess a heading and a ETA ...THIS IS A FAILING POINT!!!be carefull here don't rush take your time!!!!
Then you will do airwork ...slow flying,VOR tracking,PFL(failing point),glide apch,flapless lndg,short field lndg,steep turns and the stalls 1,2&3!!!
That's it!!!!
I personally failed only the PFL and they wanted me to go up again only for it!!!!It took about 15mins and I had my PPL!!!
As said before if you make mistakes during the flight put it behind you immediately!!!!
GOOD LUCK and let us know how it goes!!!
It will take you about 2hours and 15mins...
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TP01
Chill out! The skills test isnt that bad.
It is easy for me to say now i have done it,but it really isnt anything to panic about.
Where are you doing it?
Are you doing it with the CFI from your school? If so then it is a lot easier as you will probably already know him/her.
The skills test is simply only to test what you have learned, you wouldn't have been put in for it if you weren't capable of passing it!
I passed mine!!
Boy did i make some mistakes!
1.CFI " if you make a good landing on this attempt we'll call it a day"-----I bodged it
2.I couldnt remember the heights for the Precautionary circuits.
3.When we landed and it came to checking the mags i went one step passed the left mag and the engine cut out,leaving the propellor LIVE! 
On the other hand he said i was the best student he had ever had on the NAV excercises.
All the other mistakes he new were simply down to nerves.
Morale-
He/she will know you will be nervous.He/she will also expect you make mistakes because of your nerves.
However, i dont think they will let big mistakes pass .IE,EFATO,Glide,PFL,FLAPLESS. With these i dont think they will let you off with the nerves side of things,because these i think are more down to skill!
These are only MY thoughts and opinions from a personal experience!
Good Luck
Rob 747
Chill out! The skills test isnt that bad.
It is easy for me to say now i have done it,but it really isnt anything to panic about.
Where are you doing it?
Are you doing it with the CFI from your school? If so then it is a lot easier as you will probably already know him/her.
The skills test is simply only to test what you have learned, you wouldn't have been put in for it if you weren't capable of passing it!
I passed mine!!
Boy did i make some mistakes!
1.CFI " if you make a good landing on this attempt we'll call it a day"-----I bodged it
2.I couldnt remember the heights for the Precautionary circuits.
3.When we landed and it came to checking the mags i went one step passed the left mag and the engine cut out,leaving the propellor LIVE!
On the other hand he said i was the best student he had ever had on the NAV excercises.
All the other mistakes he new were simply down to nerves.
Morale-
He/she will know you will be nervous.He/she will also expect you make mistakes because of your nerves.
However, i dont think they will let big mistakes pass .IE,EFATO,Glide,PFL,FLAPLESS. With these i dont think they will let you off with the nerves side of things,because these i think are more down to skill!
These are only MY thoughts and opinions from a personal experience!
Good Luck
Rob 747
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Bit more to it than that PI
In my experiance the pre flight is a weak area!
You Must::
Get the weather and brief the examiner for the intended route
Do a weight and balance (have the POH handy)
Do a take of and landing perf (dont forget to factor it)
Have all the ac docs to hand(CofA,registration,radio licence,insurance cert,and make sure all valid)
Engine and airframe log books (know how many hours left to next check and what type of check)
Have the tech log to hand check the defects list
Lay all this out neatly on a table and be prepared to answer questions on all the above
Impress your examiner right from the start and your half way there!
In my experiance the pre flight is a weak area!
You Must::
Get the weather and brief the examiner for the intended route
Do a weight and balance (have the POH handy)
Do a take of and landing perf (dont forget to factor it)
Have all the ac docs to hand(CofA,registration,radio licence,insurance cert,and make sure all valid)
Engine and airframe log books (know how many hours left to next check and what type of check)
Have the tech log to hand check the defects list
Lay all this out neatly on a table and be prepared to answer questions on all the above
Impress your examiner right from the start and your half way there!
I say there boy
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As has been said, they are looking at the whole package. Don't worry about it.
As a raw PPL you are still learning (isn't everyone). The examiners know that full well. They will just operate a 'would I feel happy with this person flying over my house' criterion rather than be looking for test pilot precision!
I particular, if you feel that you have made a mess of anything - just ignore it. You are the worst person at judging how well you are doing in a test - leave it up to the examiner and more likely than not you will be pleasantly surprised with his judgement after a performance you thought was awful!
good luck!
foggy.
[ 29 October 2001: Message edited by: foghorn ]
As a raw PPL you are still learning (isn't everyone). The examiners know that full well. They will just operate a 'would I feel happy with this person flying over my house' criterion rather than be looking for test pilot precision!
I particular, if you feel that you have made a mess of anything - just ignore it. You are the worst person at judging how well you are doing in a test - leave it up to the examiner and more likely than not you will be pleasantly surprised with his judgement after a performance you thought was awful!
good luck!
foggy.
[ 29 October 2001: Message edited by: foghorn ]
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Don't get in a flap before the test - that makes it more difficult. As the other's have said, the examiner will take a number of mistakes into account.
On my test, the primer didn't lock (housing twisted with the movement and I didn't notice it). The examiner locked it for me, but it threw me off balance. I then (nearly) forgot the pre-take off checks after the run-up, and overshot the clearance limit when returning for a engine-out. The examiner reminded me - ouch! Mind you it was a bitch of a day weather-wise.
I wouldn't have passed me - but he did, so there must be some leeway there. They do know what you're capable of, or you wouldn't be put up for it.
All the comments from the others in the thead are valid. Tell yourself you know how to fly it, think of the examiner as a passenger NOT an examiner, and be in charge!
My licence should be in the post, by now.
Good luck, stay cool ;-)
On my test, the primer didn't lock (housing twisted with the movement and I didn't notice it). The examiner locked it for me, but it threw me off balance. I then (nearly) forgot the pre-take off checks after the run-up, and overshot the clearance limit when returning for a engine-out. The examiner reminded me - ouch! Mind you it was a bitch of a day weather-wise.
I wouldn't have passed me - but he did, so there must be some leeway there. They do know what you're capable of, or you wouldn't be put up for it.
All the comments from the others in the thead are valid. Tell yourself you know how to fly it, think of the examiner as a passenger NOT an examiner, and be in charge!
My licence should be in the post, by now.
Good luck, stay cool ;-)
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The examiner is not there to fail you. My advice is to not treat it as a 'test'. If you're unsure of anything, always ask. He/she may or may not give you the answer but it shows common sense. I completely ballsed up my oral test due to nerves and thought I'd failed on the basis of me being a complete idiot, but I hadn't done as badly as I thought.
An hour before my skills test, the circuit pattern changed dramatically which threw me completely. However,the examiner talked me through it whilst doing the touch & go's. For the most part I was unsure whether I was in the right place on each leg so I had to keep asking him!
I also messed up the recovery from a spiral dive, purely because he'd put me in a dive heading straight for 3 military helicopters passing underneath. He hadn't noticed - they were pretty camoflauged against the landscape. All I wanted to to was get the hell out of there, so I put in full throttle and put the plane straight into a climb. He wasn't overly impressed with my actions as you can imagine, but when we were back at S&L I explained why I had done it, and pointed out the choppers. His comment was that even though I did the incorrect recovery action, I had good 'airmanship'. On that basis he passed me.
Just pretend that your instructor is in the right hand seat. You'll see that once things start going right and your confidence is built, you start to really enjoy it!
An hour before my skills test, the circuit pattern changed dramatically which threw me completely. However,the examiner talked me through it whilst doing the touch & go's. For the most part I was unsure whether I was in the right place on each leg so I had to keep asking him!
I also messed up the recovery from a spiral dive, purely because he'd put me in a dive heading straight for 3 military helicopters passing underneath. He hadn't noticed - they were pretty camoflauged against the landscape. All I wanted to to was get the hell out of there, so I put in full throttle and put the plane straight into a climb. He wasn't overly impressed with my actions as you can imagine, but when we were back at S&L I explained why I had done it, and pointed out the choppers. His comment was that even though I did the incorrect recovery action, I had good 'airmanship'. On that basis he passed me.
Just pretend that your instructor is in the right hand seat. You'll see that once things start going right and your confidence is built, you start to really enjoy it!
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Hey guys - thanks very much for all your replies. I am training at a short, grass field runway in England - AGGHHH!!! Ah well.....I will definitely let you all know how it went though.
Thanks very much again,
TP01
Thanks very much again,
TP01
TP 01, there will be nothing in the PPL Skill Test which you won't have done before.
Having arrived at the Club, first I'll quickly check that the applicant's paperwork is all to hand. Then I'll chat to him/her/what and explain the profile. When I know h/h/w has understood, we'll have a quick nose through the weather together and I'll give him a route to plan and the take-off and weight/balance problem to do whilst I do a thorough check to confirm that all his paperwork is in order. When h/h/w is ready, we'll brief and I'll give h/h/w a few minutes start at the ac. When I get to the ac, I'll ask a couple of simple questions and then a daft one with a joke answer. Once we've climbed in, I'll tell him to pretend that I'm an 'interested passenger' and to just crack on with getting it airborne and setting off on the navigation exercise first leg. On the first leg I'll just want to know the ETA at the turning point, any revision to the ETA and if we are off track, how we're going to remedy that. On the second leg at some stage I'll hand h/h/w a page from Pooleys (it'll be somewhere within the triangle h/h/w has planned) and ask h/h/w WHEN READY to divert to said place. During the divert, I'll just ask for a heading and ETA to the divert point. When we get there, I'll give h/h/w a break in order to put the map and sticky pens away. It's then MY nav and mostly MY radio - I'll get h/h/w to climb up to a suitable height and to point in a suitable direction. There'll then be a 45 AoB turn each way and a recovery from a 'oops, dropped my map' spiral. That'll be followed by a clean fully developed stall, incipient stall in the final turn and another on the imagined approach. Then we'll tidy it up and I'll get h/h/w to fix position using radio navaids. After that we'll do an off-aerodrome PFL after discussion of an emergency. We'll climb away from that at best angle and h/h/w/ will be required to fly a couple of turns at the same speed. Then level off and track the aerodrome NDB for 5 minutes and lo and behold we're somewhere h/h/w will recognise! Back to the circuit for a normal, a glide, a flapless and a bad weather circuit amongst which there'll be an EFATO and a low go-around. As h/h/w completes the landing roll and turns off, I'll taxy it back asking h/h/w to do the after landing checks, then give control back for the last bit of the taxy in and shut down. If it's all been OK, I'll let h/h/w know as soon as the engine has stopped - we'll finish the 'oral questioning' by a practical demonstration of refuelling and securing the aircraft. Back to the Club, lots of things to fill out - I use the Skill Test form as an aide-memoire for the debrief - make sure that h/h/w knows exactly what must be sent to the CAA, stamp the logbook and tell h/h/w to go and celebrate this significant achievement in flying!
Remember - the Examiner once had to do it, will be very sympathetic and will be willing you to pass!!
GOOD LUCK - and let us know how you got on!!
Having arrived at the Club, first I'll quickly check that the applicant's paperwork is all to hand. Then I'll chat to him/her/what and explain the profile. When I know h/h/w has understood, we'll have a quick nose through the weather together and I'll give him a route to plan and the take-off and weight/balance problem to do whilst I do a thorough check to confirm that all his paperwork is in order. When h/h/w is ready, we'll brief and I'll give h/h/w a few minutes start at the ac. When I get to the ac, I'll ask a couple of simple questions and then a daft one with a joke answer. Once we've climbed in, I'll tell him to pretend that I'm an 'interested passenger' and to just crack on with getting it airborne and setting off on the navigation exercise first leg. On the first leg I'll just want to know the ETA at the turning point, any revision to the ETA and if we are off track, how we're going to remedy that. On the second leg at some stage I'll hand h/h/w a page from Pooleys (it'll be somewhere within the triangle h/h/w has planned) and ask h/h/w WHEN READY to divert to said place. During the divert, I'll just ask for a heading and ETA to the divert point. When we get there, I'll give h/h/w a break in order to put the map and sticky pens away. It's then MY nav and mostly MY radio - I'll get h/h/w to climb up to a suitable height and to point in a suitable direction. There'll then be a 45 AoB turn each way and a recovery from a 'oops, dropped my map' spiral. That'll be followed by a clean fully developed stall, incipient stall in the final turn and another on the imagined approach. Then we'll tidy it up and I'll get h/h/w to fix position using radio navaids. After that we'll do an off-aerodrome PFL after discussion of an emergency. We'll climb away from that at best angle and h/h/w/ will be required to fly a couple of turns at the same speed. Then level off and track the aerodrome NDB for 5 minutes and lo and behold we're somewhere h/h/w will recognise! Back to the circuit for a normal, a glide, a flapless and a bad weather circuit amongst which there'll be an EFATO and a low go-around. As h/h/w completes the landing roll and turns off, I'll taxy it back asking h/h/w to do the after landing checks, then give control back for the last bit of the taxy in and shut down. If it's all been OK, I'll let h/h/w know as soon as the engine has stopped - we'll finish the 'oral questioning' by a practical demonstration of refuelling and securing the aircraft. Back to the Club, lots of things to fill out - I use the Skill Test form as an aide-memoire for the debrief - make sure that h/h/w knows exactly what must be sent to the CAA, stamp the logbook and tell h/h/w to go and celebrate this significant achievement in flying!
Remember - the Examiner once had to do it, will be very sympathetic and will be willing you to pass!!
GOOD LUCK - and let us know how you got on!!
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Questions asked ..
Specific to type (p28A):
Where is the alternator belt?
What are the short trailing lines at the end of the wings for?
What is the short cable between the wing and the aileron for? (couldn't even see it!)
Where are the pitot and static drains?
What type of engine oil is used?
What does LL mean in 100LL?
What are the "toblerone" bars (on wing leading edge) for?
What are you looking for when you check the the fuel drains?
What are the different aerials on (and below) the fuselage.
General, pre-flight, taxiing,during x-country or in circuit:
What is the effect of an unlocked primer? (rich cut-out).
What would you do if your brakes failed? (whilst taxiing on slight downhill slope)
If the weight/balance is out of limits, how would you correct it?
What would you do if I had a heart attack now (he really couldn't have liked my flying :-)
What would you do if you had a radio failure?
If you were lost here, how would you find your position from the radio aids?
What type of approach would you make in these conditions? (brisk cross wind, with gusts)
What type of airspace is this (points to map)?
What must you take special care for in slow flight? (stall, with wing drop and recovery with rudder, not aileron, else the 'plane may go into auto-rotation).
By what amount would you increase the landing distance for short wet grass?
Be sure of your preparation (weather, Notams, weight & balance, route, alternates, flight plan). Remember to give the examiner a safety briefing after getting into the aircraft.
Be sure you know where emergency equipment is yourself (and how to operate it) - ask your instructor before the test if you don't know.
Always use the checklists! On engine failure, etc. the procedures are in the checklists. If you can't answer a question then the answer is "its in the checklist or the Pilots Operating Handbook" (be sure they're in the aircraft!).
Read your checklists before hand. Be sure you know the procedures for engine fire on start-up, for example. Have them ready (or take a squint) before starting the engine.
During any practice failure procedure, touch the instruments/levers/knobs to show what you are checking and say what you would do (but don't actually do it).
I was forced into a split check, because of the weather. There was a blue sky, a few clouds behind a cold front, but a stiff wind. Sigmets had been issued for low level turbulence, 60-100 miles south, blowing north. There were CBs low on the horizon to the west, expected to move over the area within a few hours, but timing unknown. I desperately wanted to do the check (time and availability pressure), and I had to decide whether (weather?) to proceed - classic "press-on-itis" type of problem. I called it off, said "no" it wasn't safe. I think that decision already went a long way to passing the test. The examiner told me if I had said "yes" I would have failed, there and then.
Above all, don't panic. Stay calm, think it through. The examiner wants to see you can handle the situation. If you make a mistake rectify it and say why - show you know how to recover from mistakes.
hope this helps ;-)
Specific to type (p28A):
Where is the alternator belt?
What are the short trailing lines at the end of the wings for?
What is the short cable between the wing and the aileron for? (couldn't even see it!)
Where are the pitot and static drains?
What type of engine oil is used?
What does LL mean in 100LL?
What are the "toblerone" bars (on wing leading edge) for?
What are you looking for when you check the the fuel drains?
What are the different aerials on (and below) the fuselage.
General, pre-flight, taxiing,during x-country or in circuit:
What is the effect of an unlocked primer? (rich cut-out).
What would you do if your brakes failed? (whilst taxiing on slight downhill slope)
If the weight/balance is out of limits, how would you correct it?
What would you do if I had a heart attack now (he really couldn't have liked my flying :-)
What would you do if you had a radio failure?
If you were lost here, how would you find your position from the radio aids?
What type of approach would you make in these conditions? (brisk cross wind, with gusts)
What type of airspace is this (points to map)?
What must you take special care for in slow flight? (stall, with wing drop and recovery with rudder, not aileron, else the 'plane may go into auto-rotation).
By what amount would you increase the landing distance for short wet grass?
Be sure of your preparation (weather, Notams, weight & balance, route, alternates, flight plan). Remember to give the examiner a safety briefing after getting into the aircraft.
Be sure you know where emergency equipment is yourself (and how to operate it) - ask your instructor before the test if you don't know.
Always use the checklists! On engine failure, etc. the procedures are in the checklists. If you can't answer a question then the answer is "its in the checklist or the Pilots Operating Handbook" (be sure they're in the aircraft!).
Read your checklists before hand. Be sure you know the procedures for engine fire on start-up, for example. Have them ready (or take a squint) before starting the engine.
During any practice failure procedure, touch the instruments/levers/knobs to show what you are checking and say what you would do (but don't actually do it).
I was forced into a split check, because of the weather. There was a blue sky, a few clouds behind a cold front, but a stiff wind. Sigmets had been issued for low level turbulence, 60-100 miles south, blowing north. There were CBs low on the horizon to the west, expected to move over the area within a few hours, but timing unknown. I desperately wanted to do the check (time and availability pressure), and I had to decide whether (weather?) to proceed - classic "press-on-itis" type of problem. I called it off, said "no" it wasn't safe. I think that decision already went a long way to passing the test. The examiner told me if I had said "yes" I would have failed, there and then.
Above all, don't panic. Stay calm, think it through. The examiner wants to see you can handle the situation. If you make a mistake rectify it and say why - show you know how to recover from mistakes.
hope this helps ;-)
I suggest you read BEagles post a few times. If a student has a good idea of how the test will flow then they become relaxed, less panicky and thus less likely to make a pratish mistake (your worst enemy).
To this end I would fly dozens of full practice test profiles with my CPL students at 'fast forward' speed and found it to be a good tactic.
Remember also - you have to be safe. Not slick. Not perfect.
Good luck,
WWW
To this end I would fly dozens of full practice test profiles with my CPL students at 'fast forward' speed and found it to be a good tactic.
Remember also - you have to be safe. Not slick. Not perfect.
Good luck,
WWW
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BEagle sums it up well. There are many failable items in this test but there is so much scope to demonstrate good airmanship, which will far out weigh the odd mistake here and there. As someone else said, impress the examiner at the start with loads of airmanship and common sense and you are half way there. Remember a PPL is a licence to learn, as you, I and I think all of havn't learnt it all yet and never will.
WE ARE NOT PERFECT!
WE ARE NOT PERFECT!
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Hey there again - thanks everyone for your replies - they really have been a great help. I'm flying on Thursday, then again on Saturday, and by then I should be ready, if not, I've booked another lesson for Sunday. Should hopefully be taking it next week sometime - I just can't wait to get it over with. I will definitely let you know how it goes though.
Here are a few more questions I would like answered if at all possible - thanks v. much...I could not find the answers to these anywhere.
PLEASE NOTE - I AM FLYING THE C152
1) What are the short trailing lines at the end of the wings for?
2) What is the short cable between the wing and the aileron?
3) Where are the pitot and static drains? (are they on the 152?)
4) What does LL mean in 100LL? I can't find it anywhere!
5) What are the different aerials on the fuselage? I assume it's the VOR, radio and transponder. Are there any more on the 152 and in what order do they come?
6) Are any of you going to the International Careers in Aviation Exhibition a week Sat (the 10th)?!
One final important thing I would like answered - what would you guys say is the standard safety briefing for passengers on the 152? As you have told me, it needs to be said to the examiner when he gets in....
Thank you once again v. much,
A Young, Nervous Pilot (17) - TP01
Here are a few more questions I would like answered if at all possible - thanks v. much...I could not find the answers to these anywhere.
PLEASE NOTE - I AM FLYING THE C152
1) What are the short trailing lines at the end of the wings for?
2) What is the short cable between the wing and the aileron?
3) Where are the pitot and static drains? (are they on the 152?)
4) What does LL mean in 100LL? I can't find it anywhere!
5) What are the different aerials on the fuselage? I assume it's the VOR, radio and transponder. Are there any more on the 152 and in what order do they come?
6) Are any of you going to the International Careers in Aviation Exhibition a week Sat (the 10th)?!
One final important thing I would like answered - what would you guys say is the standard safety briefing for passengers on the 152? As you have told me, it needs to be said to the examiner when he gets in....
Thank you once again v. much,
A Young, Nervous Pilot (17) - TP01
4. Low Lead
6. Yes I am
WWW
6. Yes I am
WWW
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If you have Trevor Thom's The Aeroplane - Technical you will find on page 197 of Chapter 18, The Fuel System that "LL" indicates LOW LEAD. Also a small tip that might be useful for your test. When you are given your diversion in the nav part of the test, be aware that your diversion route may take you through controlled airspace.Indicate to the examiner that the diversion will take the flight through controlled airspace, and also indicate the air traffic control unit or units you may have to contact to get the necessary clearances.If necessary circle at your known position until you have your diversion worked out. Don't forget the wind and magnetic variation.
In general relax. As for myself I just treated it as another flight and enjoyed the experience. I got my PPL only this summer and the above is from my personal experience. By the way I am still learning.
All the best and GOOD LUCK! It will be worth it in the end.
In general relax. As for myself I just treated it as another flight and enjoyed the experience. I got my PPL only this summer and the above is from my personal experience. By the way I am still learning.
All the best and GOOD LUCK! It will be worth it in the end.
Join Date: Dec 1999
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TP01
All the best of luck for your test. Everything that has been said here is excellent advice.
In repsonse to your questions:
1. Without having seen your 152 I would assume that the trailing lines might be static dispersers. ie if you get hit by lightning.
2. Again without viewing you 152, the cable you might be talking about (does it look like plaited metal?) I think will also be a static disperser because if you get hit by lightning your aileron might get welded to the wing!!
3. I don't think the 152 has static or pitot drains (99% sure) but check your POH to be certain.
4. Low Lead
5. The aerials will be VOR, VHF, HF (if you have that) and other things that might be attached, transponder, ADF, GPS. Please get your instructor to point out all the aerials.
6. No live in Australia!!
Again good luck. I always said to myself what is the worst thing that could happen if I fail? A crushed ego but the world still turns and the sun will still rise. I still get nervous before a renewal or check flight but the tester knows that there will be errors. As long as you admit the error there and then and tell him/her what you are going to do to fix it they shouldn't have a problem with it. They want to see a safe operation not a perfect one. In fact my CFI did not like to see a perfect operation as he did not know if they could handle a stuff up (ie getting off track or overshooting a PFL). Even some airline pilots failed their PPL tests.
Have faith in your skills as your instructor would not put you up for the test if they did not think you were ready for it.
Please let us know how you go.
SnS
[ 30 October 2001: Message edited by: Short and Sweet ]
All the best of luck for your test. Everything that has been said here is excellent advice.
In repsonse to your questions:
1. Without having seen your 152 I would assume that the trailing lines might be static dispersers. ie if you get hit by lightning.
2. Again without viewing you 152, the cable you might be talking about (does it look like plaited metal?) I think will also be a static disperser because if you get hit by lightning your aileron might get welded to the wing!!
3. I don't think the 152 has static or pitot drains (99% sure) but check your POH to be certain.
4. Low Lead
5. The aerials will be VOR, VHF, HF (if you have that) and other things that might be attached, transponder, ADF, GPS. Please get your instructor to point out all the aerials.
6. No live in Australia!!
Again good luck. I always said to myself what is the worst thing that could happen if I fail? A crushed ego but the world still turns and the sun will still rise. I still get nervous before a renewal or check flight but the tester knows that there will be errors. As long as you admit the error there and then and tell him/her what you are going to do to fix it they shouldn't have a problem with it. They want to see a safe operation not a perfect one. In fact my CFI did not like to see a perfect operation as he did not know if they could handle a stuff up (ie getting off track or overshooting a PFL). Even some airline pilots failed their PPL tests.
Have faith in your skills as your instructor would not put you up for the test if they did not think you were ready for it.
Please let us know how you go.
SnS
[ 30 October 2001: Message edited by: Short and Sweet ]
Join Date: Aug 2001
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TraineePilot01 - I don't wish to sound negative. BUT.... You have no doubt paid lots of money for your instructor to teach you to fly and understand aviation. I think you should get your instructor to actually walk around the aircraft and talk to you about the ship you are both about to fly. That is what he/she is there for. If they don't know the answer then they should go and find out for you, or at least tell you where to look. I am teaching a mate tomorrow as a gift/temptation into aviation as a favour. And without trying to sound "holy than thou" I will give him all the info that I know within the time I'm with him. Your instructor should be doing the same. That is why we have gone through the hoops, so that we can pass on the wisdom given to us from those above us.
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Safety
Hi
When I did my test, it was very much nerves.
It went fine and the nice examiner made it clear to me that he was their as a passenger as it were and really was testing me to make sure I was a safe pilot who could carry passengers.
At the end of day its about safe flying and applying your training and knowledge to prove you are safe.
For example the skills test was one long test, I understand it never use to be. So when I was doing my circuits after the nax ex I was tired and my circuits were not the best. I remember turning base too earlier and then not bleeding off enough speed to 70 knots, instead I was doing 80.
However I when I did make mistakes, I advised the examiner of the correct speed. Someone that can recognise their minor mistakes is the safer pilot.
When I did my test, it was very much nerves.
It went fine and the nice examiner made it clear to me that he was their as a passenger as it were and really was testing me to make sure I was a safe pilot who could carry passengers.
At the end of day its about safe flying and applying your training and knowledge to prove you are safe.
For example the skills test was one long test, I understand it never use to be. So when I was doing my circuits after the nax ex I was tired and my circuits were not the best. I remember turning base too earlier and then not bleeding off enough speed to 70 knots, instead I was doing 80.
However I when I did make mistakes, I advised the examiner of the correct speed. Someone that can recognise their minor mistakes is the safer pilot.