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#1
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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! |
#2
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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! |
#3
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"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 |
#4
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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. |
#5
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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. |
#6
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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." |
#7
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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. |
#8
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#9
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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." |
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