Congratulations!

I wonder if Checkride Jitters didn't play a part. :)

I wonder if the DE didn't wonder it also..


" > wrote in news:686c926e-f399-4da4-
:

> Today I earned my commercial pilot's license -- whew!
....

Today I earned my commercial pilot's license -- whew!

The morning started out less than ideal with low ceilings throughout
the area. But the TAFS suggested clearing, as did the satellite image.
The FAs were way off (again).

I called Don and said I'd be at EKN by noon. After preflighting and
adding 20 gallons of 100LL, I started up and headed south VFR.

I haven't flown much VFR lately so I had to think back on the correct
verbiage for Traffic Advisories. It came to me and I flew south past
MGW and the CKB.

I had to head west to avoid the ceilings low over the ridges to the
east. When I got near Route 33, I headed southeast towards the gap in
the mountains. They looked awfully close but a glance at the Terrain
view in the GPS said I'd be clear.

It was clearing inside the valley, and winds were calm. The flight
down was bumpy -- it felt like summer morning, with constant altitude
variations and bumps. I felt like I couldn't maintain altitude within
100' to save my life.

The landing was OK -- I flared a bit high. A touch of power fixed that
and then a gentle chirp. I'm not used to 150' wide runway.

I arrived prior to the examiner, so I laid everything out -- 8710,
check, logbooks, etc. Everything was in order and after about 15
minutes of paperwork we started the oral.

He focused on the POH but I've spent alot of time reading it so there
wasn't much I didn't know -- in fact, there was no question I couldn't
answer (down to the nose wheel tire pressure).

Then it was time to fly. I did another pre-flight and pointed out some
of the airplane details (vortex generators, etc).

We climbed in and I did my usual checklist, including PAX brief. We
taxied to 32 and did a soft field takeoff from there. There is no soft
field technique described in the POH, so all you do is keep rolling,
keep the yoke back, let it get light on the mains, pull up, and you're
off. An A36 doesn't need much time in ground effect as it has plenty
of power to accelerate.

We headed south down the valley, climbed to 4500, and started off with
steep turns. The turn to the left was fine, the one to the right he
covered to panel and I lost 500' foot in altitude. Ugh.

Next up chandelles. Both went well with the stall horn going off with
about 20 degrees remaining to turn. He mentioned that I was adjusting
pitch too much -- should set it and leave it to the 90 degree point,
then hold it. I think I was chasing the airspeed a bit too much.

Next were Lazy 8s. The first was OK, though I dropped the nose too
much and picked up too much airspeed. I had a habit of not letting the
nose drop enough during practice and so over compensated today. The
second iteration was better.

Next was a steep spiral, which went fine. He had me pull out after 2
1/2 turns and head over towards solos for 8s on pylons.

The first was a bit shaky, as we came really close to a ridge on one
side of the circuit, but after settling down they were fine. I was
able to keep the pylon on the reference point fairly consistently,
though the tip tanks make it a bit of a challenge.

On to the airport for a short field landing. I kept the pattern tight
and was on airspeed of 71 KIAS and about to flare when he said to go
around. The go around was a handful with 285 HP and full nose up trim.
I was able to keep the nose down, raise the flaps, and then the gear,
and accelerate to Vy.

He said "Do you always fly your patterns this tight?"

I said, "I've learned from my instructor that I need to be able to
land power off from anywhere in the pattern. To many Bonanza drivers
fly 3 mile wide downwinds -- you relaly don't need to."

Next was a No flap landing. When I checked the gear down indication
the green lights were not burning as expected. I glanced over and saw
the CB popped. I said I would abort the landing, climb, and get the
gear down manually. He said not to bother and reset the CB and I
landed no flap (I added 10 knots to handle the higher stall speed,
which gave me about 86-90 KIAS on base to final).

The landing was pretty poor with a drop in stall about 3 feet off the
runway -- ugh. I told him I hadn't had a landing like that in 50
hours.

We did a short field takeoff and then another landing, this one
better. On the takeoff I established VY and we were climbing and he
said "What about the gear?" I reached over and put the gear up and
said, "I need to pretend you're not here."

After a couple of more pattern landings with the winds variable up to
5 knots, so we had x-wind landings and takeoffs. Then we landed and he
said he'd seen enough. I can usually land with the gentlest of chirps
in that airplane, but for some reason today not one was a greaser. Go
figure.

We parked and went inside and he filled out my temporary certificate,
which is nestled snugly in my logbook pocket.

I really don't feel like I "had it" today -- I felt like I was off. I
have flown much more crisply and much more proficiently than I did
today. But I figure that if I can pass a commercial test on an off
day, then I must be reasonably prepared.

I am relieved and satisfied, though I wish I could have demonstrated
greater level of proficiency. Oh well.

On to the CFI!

Dan

On Jan 12, 3:52*pm, " > wrote:
> Today I earned my commercial pilot's license -- whew!
>
> The morning started out less than ideal with low ceilings throughout
> the area. But the TAFS suggested clearing, as did the satellite image.
> The FAs were way off (again).
>
> I called Don and said I'd be at EKN by noon. After preflighting and
> adding 20 gallons of 100LL, I started up and headed south VFR.
>
> I haven't flown much VFR lately so I had to think back on the correct
> verbiage for Traffic Advisories. It came to me and I flew south past
> MGW and the CKB.
>
> I had to head west to avoid the ceilings low over the ridges to the
> east. When I got near Route 33, I headed southeast towards the gap in
> the mountains. They looked awfully close but a glance at the Terrain
> view in the GPS said I'd be clear.
>
> It was clearing inside the valley, and winds were calm. The flight
> down was bumpy -- it felt like summer morning, with constant altitude
> variations and bumps. I felt like I couldn't maintain altitude within
> 100' to save my life.
>
> The landing was OK -- I flared a bit high. A touch of power fixed that
> and then a gentle chirp. I'm not used to 150' wide runway.
>
> I arrived prior to the examiner, so I laid everything out -- 8710,
> check, logbooks, etc. Everything was in order and after about 15
> minutes of paperwork we started the oral.
>
> He focused on the POH but I've spent alot of time reading it so there
> wasn't much I didn't know -- in fact, there was no question I couldn't
> answer (down to the nose wheel tire pressure).
>
> Then it was time to fly. I did another pre-flight and pointed out some
> of the *airplane details (vortex generators, etc).
>
> We climbed in and I did my usual checklist, including PAX brief. We
> taxied to 32 and did a soft field takeoff from there. There is no soft
> field technique described in the POH, so all you do is keep rolling,
> keep the yoke back, let it get light on the mains, pull up, and you're
> off. An A36 doesn't need much time in ground effect as it has plenty
> of power to accelerate.
>
> We headed south down the valley, climbed to 4500, and started off with
> steep turns. The turn to the left was fine, the one to the right he
> covered to panel and I lost 500' foot in altitude. Ugh.
>
> Next up chandelles. Both went well with the stall horn going off with
> about 20 degrees remaining to turn. He mentioned that I was adjusting
> pitch too much -- should set it and leave it to the 90 degree point,
> then hold it. I think I was chasing the airspeed a bit too much.
>
> Next were Lazy 8s. The first was OK, though I dropped the nose too
> much and picked up too much airspeed. I had a habit of not letting the
> nose drop enough during practice and so over compensated today. The
> second iteration was better.
>
> Next was a steep spiral, which went fine. He had me pull out after 2
> 1/2 turns and head over towards solos for 8s on pylons.
>
> The first was a bit shaky, as we came really close to a ridge on one
> side of the circuit, but after settling down they were fine. I was
> able to keep the pylon on the reference point fairly consistently,
> though the tip tanks make it a bit of a challenge.
>
> On to the airport for a short field landing. I kept the pattern tight
> and was on airspeed of 71 KIAS and about to flare when he said to go
> around. The go around was a handful with 285 HP and full nose up trim.
> I was able to keep the nose down, raise the flaps, and then the gear,
> and accelerate to Vy.
>
> He said "Do you always fly your patterns this tight?"
>
> I said, "I've learned from my instructor that I need to be able to
> land power off from anywhere in the pattern. To many Bonanza drivers
> fly 3 mile wide downwinds -- you relaly don't need to."
>
> Next was a No flap landing. When I checked the gear down indication
> the green lights were not burning as expected. I glanced over and saw
> the CB popped. I said I would abort the landing, climb, and get the
> gear down manually. He said not to bother and reset the CB and I
> landed no flap (I added 10 knots to handle the higher stall speed,
> which gave me about 86-90 KIAS on base to final).
>
> The landing was pretty poor with a drop in stall about 3 feet off the
> runway -- ugh. I told him I hadn't had a landing like that in 50
> hours.
>
> We did a short field takeoff and then another landing, this one
> better. On the takeoff I established VY and we were climbing and he
> said "What about the gear?" I reached over and put the gear up and
> said, "I need to pretend you're not here."
>
> After a couple of more pattern landings with the winds variable up to
> 5 knots, so we had x-wind landings and takeoffs. Then we landed and he
> said he'd seen enough. I can usually land with the gentlest of chirps
> in that airplane, but for some reason today not one was a greaser. Go
> figure.
>
> We parked and went inside and he filled out my temporary certificate,
> which is nestled snugly in my logbook pocket.
>
> I really don't feel like I "had it" today -- I felt like I was off. I
> have flown much more crisply and much more proficiently than I did
> today. But I figure that if I can pass a commercial test on an off
> day, then I must be reasonably prepared.
>
> I am relieved and satisfied, though I wish I could have demonstrated
> greater level of proficiency. Oh well.
>
> On to the CFI!
>
> Dan

Congrats to you.. Another milestone in your flying career.

Be safe out there.

Ben
www.haaspowerair.com

On Jan 12, 1:17 pm, Judah > wrote:
> Congratulations!
>
> I wonder if Checkride Jitters didn't play a part. :)
>
> I wonder if the DE didn't wonder it also..
>

Thanks!

I'm sure it did...and apparently he must have figured the same!

On Sat, 12 Jan 2008 14:52:38 -0800 (PST), "
> wrote:

>Today I earned my commercial pilot's license -- whew!
>

High five!

I plan to do the same this spring, so I appreciated the post.

> >Today I earned my commercial pilot's license -- whew!

> I plan to do the same this spring, so I appreciated the post.

I'm happy to hear that... I felt prepared based on good instruction,
study (Gliem Commercial Flight Maneuvers and King Checkride test Prep
DVD rented through Avnac), and listening/reading other's checkride
stories.

Sweat the preparation and the test is much easier.

Dan

> wrote in message ...
> Today I earned my commercial pilot's license -- whew!
>


Sounds like a fun day! I'm sure you will look back and appreciate it...

Dan (also)

On Jan 12, 2:52*pm, " > wrote:
> Today I earned my commercial pilot's license -- whew!
>
> The morning started out less than ideal with low ceilings throughout
> the area. But the TAFS suggested clearing, as did the satellite image.
> The FAs were way off (again).

Good job. For many people the biggest advantage of getting the
commerical is to relearn how to fly VFR. :)

-Robert, CFII

wrote:
>
> I really don't feel like I "had it" today -- I felt like I was off. I
> have flown much more crisply and much more proficiently than I did
> today. But I figure that if I can pass a commercial test on an off
> day, then I must be reasonably prepared.
>
> I am relieved and satisfied, though I wish I could have demonstrated
> greater level of proficiency. Oh well.
>
> On to the CFI!
>
> Dan

Congratulations. You performed proficiently enough to earn the rating
that's all that counts. I've never felt like my checkrides have
reflected the best of my abilities if it makes you feel any better.
Chalk it up to being stressed out... but at least you can see the
effect stress can have on your flying so always keep that in mind.

Good luck!

"kontiki" > wrote in message ...
> wrote:
>>
>> I really don't feel like I "had it" today -- I felt like I was off. I
>> have flown much more crisply and much more proficiently than I did
>> today. But I figure that if I can pass a commercial test on an off
>> day, then I must be reasonably prepared.
>>
>> I am relieved and satisfied, though I wish I could have demonstrated
>> greater level of proficiency. Oh well.
>>
>> On to the CFI!
>>
>> Dan
>
> Congratulations. You performed proficiently enough to earn the rating
> that's all that counts. I've never felt like my checkrides have
> reflected the best of my abilities if it makes you feel any better.
> Chalk it up to being stressed out... but at least you can see the
> effect stress can have on your flying so always keep that in mind.
>
> Good luck!
>


I never think that any flight in particular reflected the best of my abilities. There is always something that I could
have or had done better. I think that part of proficiency is seeing where there is room for improvement..

> I never think that any flight in particular reflected the best of my abilities. There is always something that I could
> have or had done better. I think that part of proficiency is seeing where there is room for improvement..

Well, there is somewhat of a balance required -- on the one hand, it's
good practice to continually grade yourself. On the other, if you
never have a benchmark flight where you put the chocks in and think
"Now, that's the way to fly!" you don't know what you're capable of
accomplishing.

The more frequently I fly, the more often I have a good feeling
walking away. That's not to say everything was perfect -- rather, I
knew I was flying proficiently and capably and no safety, control, or
system issue was ever raised.

I grade myself pretty hard and most flights I give myself 85-90%. On
the checkride I felt like I was at 70%.

I have those days (we all do), but I suppose I should feel that if
those are the gotchya days, and I don't have any safety, control, or
system issue, then my overall proficiency is acceptable (at this
time).

By the way, this line of thinking needs to be stressed much more in
the primary training curriculum. I can't believe how many "I didn't
crash so it's all good" GA pilots are out there.

Dan

Congrats Dan! Glad to hear you passed even if you weren't on top of
your game.

I'm just starting my CP training. Mostly studying for the written test
right now but today, along with a BFR, I did the 50 degree steep turns
and some power off 180 spot landings. Fun stuff.


--
Jack Allison
PP-ASEL-Instrument Airplane
Student - CP-ASEL

"To become a Jedi knight, you must master a single force. To become
a private pilot you must strive to master four of them"
- Rod Machado

(Remove the obvious from address to reply via e-mail)

On Jan 12, 5:52*pm, " > wrote:
> Today I earned my commercial pilot's license -- whew!
................
> I really don't feel like I "had it" today -- I felt like I was off. I
> have flown much more crisply and much more proficiently than I did
> today.

Dan,
Congratulations. It sounded like what you had experienced was the
checkride norm. I rarely came across a checkride story where the
pilots were happy with their performance. Last week I went up for a
checkout flight with the DE, and of course my performance was
significantly worse than normal. I told him to take a very long
clipboard to write down his criticisms and was glad that it was only
half full ;-)

In spite of the temperamental northeast winter weather, we have
tried to squeeze in a practice flight every other day or so. I want
to be as proficient as I can be with the maneuvers to allow plenty of
room for the expected performance degradation on checkride day. Doing
the commerical maneuvers are just like patting your head, rubbing
your tummy while running and chewing gum at the same time ;-) One just
have to do them over and over again.

I am scheduled to take the written next Wednesday and had hoped to
take the checkride before the end of the month. Unfortunately, our
plane developed a sudden ow-voltage problem in our last practice. The
flaps barely retracted after my 180 power-off landing at a nearby
airport. We could barely communicate with the tower on the way home &
I had to execute a no flap landing. Good thing that I had practiced
landings with all different kinds of flap configurations every few
months or so.

Just hope that the plane will be fixed in a short time before we
loose most of our hard-earned flight proficiency. I am saving your
post to read before the checkride which I hope to take place soon.

Thanks.

Hai Longworth

> Just hope that the plane will be fixed in a short time before we
> loose most of our hard-earned flight proficiency. I am saving your
> post to read before the checkride which I hope to take place soon.
>
> Thanks.
>
> Hai Longworth

Thanks! That makes the typing worthwhile.

I keep an online flight journal here: http://trainingforcfi.blogspot.com/

Dan