Just Like That...

Don't sweat the time limit stuff, just do it to the best of your ability. When planning flights, safety and accuracy come before a time limit.
 
well, if it is just safety and accuracy then I should have no problem. But last night he said if it took me that long in the practical the examiner would probably issue a letter of discontinuance because of the time and ask me to come back a few days later and try again to get faster. I just wanted to find out if there was an actual time limit, or time I should try to shoot for when doing these?
 
Ok, well the one we did last night took me just under that to do from start to finish. So hopefully with more practice I'll cut that down some. Thanks for your help
 
4 hours just for the practical is a bit long. Try to keep it close to 2 hours. There is such a thing as too slow. :)

I remember I really got twisted around the prop about something on the practical. Finally I have up and asked the examiner a question to get a hint. When he raised his eyebrow at me I cited my usage of DRM. Worked. He chuckled and threw me a bone.
 
Get the weights right, and don't fly into anything severe or extreme and you'll be cool. Being able to work quickly is a very important skill.

Avoid this:
STL UUA /OV STL070020/TM 1825/FL110/TP SW4/TB EXTRM/RM CWSU ZK
 
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Luigi said:
Get the weights right, and don't fly into anything severe or extreme and you'll be cool. Being able to work quickly is a very important skill.

Avoid this:
STL UUA /OV STL070020/TM 1825/FL110/TP SW4/TB EXTRM/RM CWSU ZK
Click to expand...

Extreme turbulence to a San Antonio Sewerpipe is at best moderate to a 727... :)

I've always been amused by pireps for extreme turbulence. By definition, you shouldn't have survived long enough to make the report!
 
pljenkins said:
Extreme turbulence to a San Antonio Sewerpipe is at best moderate to a 727... :)

I've always been amused by pireps for extreme turbulence. By definition, you shouldn't have survived long enough to make the report!
Click to expand...

Yes, I wonder what that plane encountered. It was also pretty terrible weather in STL today. Huge conv sigmet stretching to DSM. Maybe not a great day for flying.

Then again, if you see this pirep on your test, don't fly through it.
 
On my flight plans I generally fixed as much as possible pending the weather. Some things you could go with,but you may take a penalty. There may be a DP or STAR, but you don't always have to take it,or sometimes it wasn't necessary.

We usually got 3 MEL items,sometimes four. We were taught that the call was up to you. Just keep it safe,legal and in the real world be ready to justify your decision.

As far as weather...everybody in class had different routes and items they fixed/didn't fix.

Keep it safe, keep it legal.
 
Luigi said:
Yes, I wonder what that plane encountered. It was also pretty terrible weather in STL today. Huge conv sigmet stretching to DSM. Maybe not a great day for flying.

Then again, if you see this pirep on your test, don't fly through it.
Click to expand...

Yeah. I'm dealing with STL arrivals today. Weee.
 
Luigi said:
Get the weights right, and don't fly into anything severe or extreme and you'll be cool. Being able to work quickly is a very important skill.

Avoid this:
STL UUA /OV STL070020/TM 1825/FL110/TP SW4/TB EXTRM/RM CWSU ZK
Click to expand...
and this stuff:
BOS UA /OV 4037N6920W/TM 0132/FL380/TP A388/TB MOD
 
My practical didn't have anything to do with looking at wx in the flight planning portion. Hmm interesting you all did or am I reading that wrong. If I remember correctly I did mine KLGA TO KMCO. My oral portion had wx and such though.
 
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