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#17
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Pretty close to my experience. I had my "engine failure" on what turned out
to be my last landing of the ride. I was high in the pattern and just getting ready to turn to base when "it happened". I called a short approach, pitched for best glide (and to slow) then told him that if I wasn't in the pattern I'd have a landing spot in mind to head for, and try to restart if time permitted, then called mayday on 121.5. I did some s-turns while losing altitude, touched down longer down the runway than I hoped but got it down. He had me stop when we taxied clear of the active and had some questions. Why didn't you use a checklist and try to restart? My answer was because I was in the pattern at the airport where I knew I could make a landing (and did). My first responsibility was to fly the airplane and get myself and passenger back on the ground, safely. He nodded. Then he asked "Why S-turns instead of a slip?" I answered that I was in coordinated flight with the turns in and airplane with a failed engine and was more in control than in a slip. I then got a big grin, handshake and "Congratulations on becoming a private pilot." All the examiners are different but are looking for a safe pilot. If using a checklist would compromise safety, you should be able to get away with not using it. -- Chris Ehlbeck, PP-ASEL "It's a license to learn, have fun and buy really expensive hamburgers." wrote in message ... "Rob" wrote: I didn't hear any complaints from the D. E. about my using the printed checklists in this way. When my D.E. did the engine failure in the checkride, I pitched for best glide, pointed out where I planned to land, and began the emergency/restart flow (that my CFI had insisted I have committed to memory vs. having to use the checklist). He interrupted me, pushed my hand away from the panel and said, "I don't want to hear all that sh*t ... you have more important things to do, like *fly the plane*!" raising eyebrow! |
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