sfgiants13
Well-Known Member
I'll introduce myself since it's my 1st post. I got my private when I turned 17 and took a few years off due to the cost. I'm currently going into my sophomore year at the university of Washington and had about a month of summer to do everything for my training, including the 50 hours of cross country. I was flying almost every day but managed to get it done.
Anyway I was losing sleep over this for the week before but Monday the 24th was the day I took it. Guy started off and seemed nice but I was told don't let him fool you he will send you to hell and back on the ride.
Started off showing him the logs which took maybe 3 mins max. After that I paid him and we got started. First few questions were related to currency which were no big deal. Then he asked me 2 questions on systems and that was it. What's run off the pitot/static system and what happens when you see your ammeter going to 0? Then we moved on to fronts. I knew the 4 and where thunderstorms occur, but I didn't know the severity level of each. That's when I started to get nervous and couldn't even answer how do you know when a front passes as well as a question about high/low level pressure systems. After about 15 minutes of that and one irritated examiner we moved on. By this point I was shaking because I couldn't afford for more training and I couldn't fail. Then he asked me about surface analysis charts and he asked me what the red meant on the chart. I couldn't believe I had given him some stupid answer like smoke or haze, but eventually I calmed myself and gave him the correct answer (stay the hell away it's red for a reason). We moved on to my xcountry (plan was Fresno Chandler to Monterrey) and I neglected to tell him about the ODP which he nailed me on, but he got it out of me eventually. I showed him the weather I got enroute and had to decode some things on the TAF and METAR and he asked me if an alternate was needed (celings were 600 at Monterrey due to fog so yes they were...I made it KSNS which had 700 ceilings and an ILS approach). We went enroute and he pointed to things on the sectional (was still shaking so had to look a lot up even though I knew them). He asked how I would enter the ILS and for some stupid reason I showed him as if I was on a localiser approach instead of an ILS. We got that straightened away and talked about RNP levels on the GPS. Then he asked when is it ok to go below MDA/DH and that was it/. Only an hour and a half oral including everything and I thought I got let off easy. Anyway off to fly.
He gave me the 3 approaches before:
-ILS 30 KVIS
-VOR-A KHJO
-GPS 30 KFCH
Taxied out and did my ICC and he gave me my departure clearance. Fly to 2000 and then go direct PIXEY for the ILS. I must not have heard the fly the ODP because he told me why wasn't I turning once I hit 1500. At that point my body locked up and I couldn't feel my arms (which probably contributed to why I was still climbing at 2500...I was following the ODP but neglected the fact that I was told to maintain 2000). I was without ATC and he handled the radios (thank god because I could barely speak at this point). Along the way I was asked about the higherst obsticle but I could barely talk so I dont think he heard me at all so he just sat around and observed. I did the DME Arc to intercept the ILS and flew that one near perfect. We went missed and held at VIS VOR as published, which is literally a straight in entry on 287 degrees. Did 2 loops and started my outbount turn to 050 to intercept the 230 radial on the same VOR for the VOR-A KHJO. As I turned inbound I "lost" my vacuum system but it was no big deal as I was established and didn't have to make a single turn off the compass. Got to DUKKY and stepped down to 720 (MDA is 920 without it). Reached the MAP and climbed to 1300 then direct left to 2000 to the VIS VOR. Another solid approach done with. I then went direct FRAME for the GPS 30 KFCH and had my panel back. On the way back he asked what the MSA was and I told him. "Really are you sure?" At that point I looked for a good 2 minutes and he just got mad and said how do you not know this it shouldn't take you this long. I told him what I said the 1st time again and he stayed quiet...I knew that was right but the nerves just got to me. He said the next landing would be full stop so I thought I had failed becvause we hadn't done unusal attitues yet. I shot the approach and stayed centered the whole time. I broke out at 900 and saw a baron not too far in front of me and I was high and fast. He pushed for me to land but no way I could make a safe one so I went missed much to a very unhappy examiner. I got the hood back on and did a few unusual attitudes and that was it. He asked for a landing which I agreed to because I was feeling extremely sick after that ride.
After it was all over he said I flew the plane very well but needed to brush up on a few things such as my plates and charts. Now that it's over I could tell you most of the things he asked me but the guy just made me too nervous to think straight. I got my temp and just sat in the lounge at my flight school barely able to walk. Glad it's done and over with. Now I need to work toward my 250 hours for commercial.
Anyway I was losing sleep over this for the week before but Monday the 24th was the day I took it. Guy started off and seemed nice but I was told don't let him fool you he will send you to hell and back on the ride.
Started off showing him the logs which took maybe 3 mins max. After that I paid him and we got started. First few questions were related to currency which were no big deal. Then he asked me 2 questions on systems and that was it. What's run off the pitot/static system and what happens when you see your ammeter going to 0? Then we moved on to fronts. I knew the 4 and where thunderstorms occur, but I didn't know the severity level of each. That's when I started to get nervous and couldn't even answer how do you know when a front passes as well as a question about high/low level pressure systems. After about 15 minutes of that and one irritated examiner we moved on. By this point I was shaking because I couldn't afford for more training and I couldn't fail. Then he asked me about surface analysis charts and he asked me what the red meant on the chart. I couldn't believe I had given him some stupid answer like smoke or haze, but eventually I calmed myself and gave him the correct answer (stay the hell away it's red for a reason). We moved on to my xcountry (plan was Fresno Chandler to Monterrey) and I neglected to tell him about the ODP which he nailed me on, but he got it out of me eventually. I showed him the weather I got enroute and had to decode some things on the TAF and METAR and he asked me if an alternate was needed (celings were 600 at Monterrey due to fog so yes they were...I made it KSNS which had 700 ceilings and an ILS approach). We went enroute and he pointed to things on the sectional (was still shaking so had to look a lot up even though I knew them). He asked how I would enter the ILS and for some stupid reason I showed him as if I was on a localiser approach instead of an ILS. We got that straightened away and talked about RNP levels on the GPS. Then he asked when is it ok to go below MDA/DH and that was it/. Only an hour and a half oral including everything and I thought I got let off easy. Anyway off to fly.
He gave me the 3 approaches before:
-ILS 30 KVIS
-VOR-A KHJO
-GPS 30 KFCH
Taxied out and did my ICC and he gave me my departure clearance. Fly to 2000 and then go direct PIXEY for the ILS. I must not have heard the fly the ODP because he told me why wasn't I turning once I hit 1500. At that point my body locked up and I couldn't feel my arms (which probably contributed to why I was still climbing at 2500...I was following the ODP but neglected the fact that I was told to maintain 2000). I was without ATC and he handled the radios (thank god because I could barely speak at this point). Along the way I was asked about the higherst obsticle but I could barely talk so I dont think he heard me at all so he just sat around and observed. I did the DME Arc to intercept the ILS and flew that one near perfect. We went missed and held at VIS VOR as published, which is literally a straight in entry on 287 degrees. Did 2 loops and started my outbount turn to 050 to intercept the 230 radial on the same VOR for the VOR-A KHJO. As I turned inbound I "lost" my vacuum system but it was no big deal as I was established and didn't have to make a single turn off the compass. Got to DUKKY and stepped down to 720 (MDA is 920 without it). Reached the MAP and climbed to 1300 then direct left to 2000 to the VIS VOR. Another solid approach done with. I then went direct FRAME for the GPS 30 KFCH and had my panel back. On the way back he asked what the MSA was and I told him. "Really are you sure?" At that point I looked for a good 2 minutes and he just got mad and said how do you not know this it shouldn't take you this long. I told him what I said the 1st time again and he stayed quiet...I knew that was right but the nerves just got to me. He said the next landing would be full stop so I thought I had failed becvause we hadn't done unusal attitues yet. I shot the approach and stayed centered the whole time. I broke out at 900 and saw a baron not too far in front of me and I was high and fast. He pushed for me to land but no way I could make a safe one so I went missed much to a very unhappy examiner. I got the hood back on and did a few unusual attitudes and that was it. He asked for a landing which I agreed to because I was feeling extremely sick after that ride.
After it was all over he said I flew the plane very well but needed to brush up on a few things such as my plates and charts. Now that it's over I could tell you most of the things he asked me but the guy just made me too nervous to think straight. I got my temp and just sat in the lounge at my flight school barely able to walk. Glad it's done and over with. Now I need to work toward my 250 hours for commercial.
Try to find a way to calm your nerves. A little nervousness is completely normal, but too much can get you... It's pass/fail, so the worst that can happen is a failure... you'll go back and fix what you did incorrectly. It's no big deal. A re-rides usually pretty easy. Be glad that instrument training is done. Now go fly and look outside. 
