Checkride Checklist Question

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!

You guys are lucky...

The DE on my check ride pulled the power about 2 minutes after he had told
me to get established on a radial from the VOR. when he pulled the power I
pitched for best glide and looked for a place to land.... There wasn't one.
All I could see was trees not a spot wider than the road that I had passed
over a minute or two before. So I think that must be where he expects me to
land so I 3000 ft of altitude and put the plane into a nice shallow bank and
I noticed the one clearing in all of this forest was behind me and within
range.

Looking back after the check ride was over I realized he knew exactly where
we were and wanted to see if I would look for a spot that we had passed
over. He knew I probably hadn't seen it because I was getting set up on the
VOR.




"Chris Ehlbeck" wrote in message
...
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!

"Gig 601XL Builder" wr.giacona@coxDOTnet wrote in message
news:VQuKe.15$7f5.1@okepread01...
You guys are lucky...

The DE on my check ride pulled the power about 2 minutes after he had told
me to get established on a radial from the VOR. when he pulled the power I
pitched for best glide and looked for a place to land.... There wasn't
one. All I could see was trees not a spot wider than the road that I had
passed over a minute or two before. So I think that must be where he
expects me to land so I 3000 ft of altitude and put the plane into a nice
shallow bank and I noticed the one clearing in all of this forest was
behind me and within range.

Looking back after the check ride was over I realized he knew exactly
where we were and wanted to see if I would look for a spot that we had
passed over. He knew I probably hadn't seen it because I was getting set
up on the VOR.


On my checkride, the DE "failed" the engine over the middle of a dry, sandy
wash area. I think he wanted to see if I'd make the decision to us it early
enough (I feel I did) to work my way down to one end and set up to use as
much of it as possible as there was nothing else available.

Jay Beckman
PP-ASEL
Chandler, AZ

Chris - you said you prefer S turns to a slip ... my personal
preference would be to slip rather than turn , thereby continuing to
track my intended approach path. I have never felt that the aircraft to
be less in control in a slip...in fact , the descent is rather more
stabile.
Otoh , if I'm really high , I would first do S-turns to lose some
altitude , then come in somewhat high , and lose the rest using a slip.

Does anyone else feel the same ?
Any DEs out there - what would you say to a student who does this on a
PPL checkride ?

regards
Pavan Bhatnagar - student pilot.

It's actually a coin toss. At that moment in time, I felt S-turns were
better. Call me weird but I've always thought slips were fun!
--
Chris Ehlbeck, PP-ASEL
"It's a license to learn, have fun and buy really expensive hamburgers."

wrote in message
oups.com...
Chris - you said you prefer S turns to a slip ... my personal
preference would be to slip rather than turn , thereby continuing to
track my intended approach path. I have never felt that the aircraft to
be less in control in a slip...in fact , the descent is rather more
stabile.
Otoh , if I'm really high , I would first do S-turns to lose some
altitude , then come in somewhat high , and lose the rest using a slip.

Does anyone else feel the same ?
Any DEs out there - what would you say to a student who does this on a
PPL checkride ?

regards
Pavan Bhatnagar - student pilot.

I like slips too!

Patrick
student SPL
aircraft structural mech

"Chris Ehlbeck" wrote in message
...
It's actually a coin toss. At that moment in time, I felt S-turns were
better. Call me weird but I've always thought slips were fun!
--
Chris Ehlbeck, PP-ASEL
"It's a license to learn, have fun and buy really expensive hamburgers."

My feeling on this is that it depends on the emergency situation.
If I have a fire situation, I want to put the plane down as fast as I can.
If the engine quits and I am putting the plane down in some field I want to
stay aloft as long as possible to transmit, Maday and call for help.

At least that is what I was taught.

Kevin Kubiak
PP-ASEL

wrote:

Chris - you said you prefer S turns to a slip ... my personal
preference would be to slip rather than turn , thereby continuing to
track my intended approach path. I have never felt that the aircraft to
be less in control in a slip...in fact , the descent is rather more
stabile.
Otoh , if I'm really high , I would first do S-turns to lose some
altitude , then come in somewhat high , and lose the rest using a slip.

Does anyone else feel the same ?
Any DEs out there - what would you say to a student who does this on a
PPL checkride ?

regards
Pavan Bhatnagar - student pilot.

wrote:
Chris - you said you prefer S turns to a slip ... my personal
preference would be to slip rather than turn , thereby continuing to
track my intended approach path. I have never felt that the aircraft to
be less in control in a slip...in fact , the descent is rather more
stabile.
Otoh , if I'm really high , I would first do S-turns to lose some
altitude , then come in somewhat high , and lose the rest using a slip.

Does anyone else feel the same ?
Any DEs out there - what would you say to a student who does this on a
PPL checkride ?

I'm neither Chris nor a DE, but I think the question of slip vs. s-turn is
airframe dependant. Slips just aren't effective at all in some models. In my
airplane, I think the most effective method for steepening the approach is to
raise the nose, decreasing airspeed below best glide. Whatever works should be
acceptable.

Dave

Chris - you said you prefer S turns to a slip ... my personal
preference would be to slip rather than turn , thereby continuing to
track my intended approach path. I have never felt that the aircraft to
be less in control in a slip...in fact , the descent is rather more
stabile.
Otoh , if I'm really high , I would first do S-turns to lose some
altitude , then come in somewhat high , and lose the rest using a slip.

Does anyone else feel the same ?
Any DEs out there - what would you say to a student who does this on a
PPL checkride ?

regards
Pavan Bhatnagar - student pilot.


Chris Ehlbeck wrote:
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."