Announcements

General Meeting     Wednesday the 8th at San Jose Jet Center at 7:30pm

Program     Niki Canotes on personal finances

Instructor Meeting     Wednesday July 8th. 7PM at Jet Center

Board Meeting     Sunday, July 26th. 7PM at Michael Narkin's

Program Notes

Primerica Financial Services offers to Flying Aces members a complimentary FINANCIAL NEEDS ANALYSIS (FNA). This confidential financial review puts in your hands a printed analysis of all major areas of your personal household finances, based on information you have provided. It also helps you organize and prioritize your financial goals so you can explore all your options for achieving them.

• Retirement savings
• Debt management
• Education fund
• Income protection
• Emergency fund
• Additional income

This valuable service is offered to Flying Aces members at no cost. Presented by Linda Colwell, Regional Vice President, Primerica Financial Services. If you are unable to attend, but still wish to attend a presentation, please call Niki Canotas (408) 289-9466

Aces in the News

Jim Ellis     Ace Jim Ellis sends word that he is now in Denver (TDY) and flying out of Jeffco (McAir) working on his instrument rating. I think they have some BIG stuff over that way. But Yes, we do cover our members anywhere, anytime for the Insurance Deductible.

Roger Fane     Thanks to Roger Fane for donating Private Pilot Written On Disk to the Aces library. Why? You ask is he suddenly so generous? Because he won't be needing it anymore! CONGRATULATIONS!!! In between numerous trips to Japan he PASSED. Also, I thought the few notes he sketched on The Practical Test would be edifying to any others contemplating the same.

Happy July Birthdays to: Nelson Iwai on the 24th: Prashant Kanhere on the 27th: Tom Gerkins on the 28th: and Robert Lucca on the 30th.

Passing the Private Practical Test

"I arrived at the airport at 10:30 a.m. and retrieved the documents from the airplane, and made sure that it was fueled, so that I wouldn't be nervously waiting around later, for ACM to fuel the plane. My appointment with Dan George, the FAA Examiner, was scheduled for 11 a.m. He turned out to be 15 minutes late.

When he arrived, Frank Mason introduced us, and we found a place in the back room to sit down. He started out by checking over my application and my logbook, which he went over very carefully. He had me change the date that I signed the application to the same that my CFI, Doug Groom, had signed it, June 8, 1998. I had signed it on June 12th, after I had done my last solo practice, so that I was signing off the correct hours that I had put on the application. He said the two dates had to be the same, but didn't question the hours.

He then had me show him the aircraft documents, and logbooks. He briefly looked over the documents I gave him, which were the Airworthiness Certificate, the Registration, and the Radio Station Permit. He asked me what other items must be onboard the aircraft in order to operate it, to which I correctly answered the P.O.H., and the Weight & Balance. The original W & B was in the aircraft logs, and a copy is in the back of the P.O.H. I had checked it the previous time I had flown the aircraft, so that I could have the numbers handy. He asked me what inspections must be noted, and current in the logbooks for the plane to be used for the test. I correctly answered with the Annual Inspection, 100-Hour Inspection, E.L.T. Test and Battery currency, and a Transponder test. He then had me show him in the logs where these items were noted. He then took special interest in the A.D.'s, especially one that required inspections every 100 hours. As I did not know the current Tach reading, he had me go to the plane.

Dan then asked me to plan a two-leg cross-country. The first being San Jose (SJC) to Placerville (PVF). The second leg would be Placerville to Fresno (FAT), which he specifically requested to be planned as a night flight. He also requested that I prepare a Weight & Balance on the airplane, calculate takeoff distance at SJC, landing distance at FAT, both based on current weather conditions at each, and also to list the 8 V speeds for the aircraft we would be using. He said for me to take all the time I needed.

The routing of the flights was simply done by VOR's. The Hangtown VOR is at PVF. The route from PVF to FAT was done the same way, and fit perfectly with a night flight. Lot's of airports are along the route and I kept away from the mountains. I drew my courses, highlighted them, selected my checkpoints, and filled them out on my Flight Planning form. I then called Flight Service for a weather briefing. The weather was great, and the winds aloft were minimal, which then made my choice of altitude easy, as well as my ground speed estimates. I then did my fuel calculations, which I used full fuel for both flights, as PVF does have fuel available. I made sure to go over everything from my Pilot's Guide and the A.F.D. and noted any caution points on my forms. I got all of the comm. frequencies I would need from those books, and double-checked them with my chart, which I had made sure I had current ones. I then performed the Weight & Balance, which was well within tolerance, and calculated the takeoff an Dan checked over my flight plan, and the weather briefing. I briefly explained the route and how I had chose it, and the way I do my fuel calculations, by starting with useable fuel less my reserve, which I had used 45 minutes for both flights. Dan asked me what are the fuel requirements for VFR, day and night, which I correctly answered as 30 minutes and 45 minutes. Dan seemed satisfied with my planning. He then asked me about the route for the night flight, and why I had chosen it. I explained to him that there are plentiful airports along the route, and that once out of PVF, the flight would be made in low and level terrain. He then had me explain what information was on the sectional chart for Oakdale Airport (O27). I answered everything correctly, except for the symbol that represents that the frequency is for the CTAF. I incorrectly stated that it meant there was a control tower there. He asked me to look that one up as he went to the restroom. I quickly discovered the mistake and stated so.

Dan then looked over my Weight & Balance calculation, which was well within tolerance. He then asked me to check further as to what the center of gravity was. I told him that I wasn't sure, and he then told me to try to figure it out, and went to get himself a cup of coffee. I found how to calculate the answer in my Student Pilot's Manual, and did so, and plotted it on the chart. Again it was well within tolerance. I showed it to him when he returned. Dan stated that this calculation should be used if the Weight & Moment calculations were anywhere near the edges of the tolerance area.

He looked over the V speeds I had written down and asked me to identify which ones are not identified on the Airspeed Indicator. Maneuvering speed, best rate of climb and best angle of climb. That was easy!! He then asked what the significance of Maneuvering speed is and why it's not on the dial. The answer is that maneuvering speed is the speed at which full and abrupt control movements can safely be made, without structural damage to the airplane, and that it varies according to the gross weight, therefore can't be noted on the indicator. He asked me what would happen before structural damage could occur, if you are operating within maneuvering speed, to which I correctly stated that the airplane would stall. He then briefly looked over my takeoff and landing distance calculations, and the only question he had was what temperatures I had used. I advised him that I used the temperatures given to me in the weather briefing.

He then asked me to explain the fuel feed of the airplane, which I answered as gravity fed. He asked me how many fuel pumps are on the airplane, which the answer is none. Right again. He then asked me what fuel vents does the system have. I correctly answered with the under wing vent, and vented fuel caps. With that he told me to take a half-hour and get myself something for lunch. I got a soda and went out for a smoke. It was about 1:45 p.m.

It turns out Dan smokes too, and he came outside after awhile. We briefly discussed how he got into flying, etc., and then it was time to go out to the plane. I asked him if he wanted me to explain the items I was checking on the preflight, to which he responded that I had done the preflight enough times to know, and no he didn't. He did later ask me how much oil was in the plane, which it was 6 quarts and had been recently changed. I asked him if we would be flying the cross-country as planned, and he said to just request a Calaveras departure, and to start out on the flight plan. Everything went well with my passenger briefing, which I explained how to fasten and unfasten the seat belts, that all passengers must wear the belts whenever taxiing, and during takeoffs and landings, and that I suggested it be worn at all times, in case of turbulence, I also advised him that in the case of an emergency landing that I would request him to open the door on his side of the aircraft just prior to touchdown.

Engine start went well and I made sure to look all around the airplane before engaging the starter. I then contacted ground and taxied to the runway. I made sure that I held proper controls for taxiing in the winds. When we reached the run up area I realized that I had not done an obvious brake check as soon as I started to taxi. I had to use the brakes within about 5 feet of starting to taxi, but I did not do one as soon as the airplane had started moving. I mentally kicked myself as I had drummed it in to my head to make sure to do it. Dan had not said anything though.

As we reached the run up area, Dan pointed out that the mixture should be leaned for taxiing, and asked if I had ever seen/heard a rough magneto during the run up check. This was an affirmative, as 25562 was always rough, and continually had to have the spark plugs cleaned. The rest of the run up went normally. With that we requested and received our takeoff clearance, and did a normal takeoff.

As I was climbing out, Dan requested that I climb out at 80 knots, and then later asked for 90 knots. This threw me as the Practical Test Standards Guide specifically stated that climbs were to be done at Vy, which is 76 knots. It also would screw up my flight plan calculations! After we passed my first check point, and I was going to begin to calculate ground speed, etc., Dan asked me when we would be at PVF. I gave him my approximate calculation of the time which was my calculated time added to the takeoff time. He said good, and to make a diversion to Sacramento Executive (SAC). I had expected that he would give me a diversion at this point, but I had hoped he would have me divert to Livermore, which would be relatively easy to calculate. I immediately made a turn to 360, which is the direction to Sacramento, from San Jose. I then began to look at my chart, and began to get flustered as I was having to flip the chart over, and also had to have a lot of it unfolded due to the location of SAC.

It was then that I remembered to look for VOR's, and the first one I spotted was McClellan. I put the frequency 109.2 in Nav 2. I still had San Jose in Nav 1, and figured I would keep it there so at least I will know where I am in relation to there. I turned the knob on the #2 VOR, but nothing was happening. The needle stayed centered and the flag continued to read "NAV". Why aren't you giving me a reading!!! Now my flustered state must have started to show. I double-checked the frequency which was right, and stated so to Dan, to which he again states that I am to divert to Sacramento Executive. The way he said it, caused a light to go off that Dan was giving me a clue here. I searched the chart again, and spotted the Sacramento VOR. I dialed it in to Nav 1, and immediately got a signal. I was only 10 degrees off. Whewwwww!!!!! My brain then began to reverse its headlong course towards the freakout zone, and I remembered to also dial the VOR into the DME. It started to do its function as well I responded with 350 degrees and added 5 minutes to the time stated by the DME, as the airport was approximately 7-8 miles beyond the VOR. With that Dan requested that I make a left turn to a heading, and to put my foggles on. Ahhhhhhhh!!!! I started breathing again. Thanks for letting me off that hook, Dan!!!

Through it all, I flew the plane well. Only minor heading corrections were needed and I pretty much had the altitude pinned. It turns out that the # 2 VOR was inoperative. The weekend after the test, I flew this same plane, and it wouldn't work then either. In retrospect, I would advise others that are taking their checkride, to test the avionics, if possible, before the flight. I could have done this when I had checked the fuel tanks that morning. Dial in the SJC VOR to both Nav radios, and turn the dials to see if they worked. It would have avoided one more distraction for me.

I put on my foggles and did the maneuvers that Dan requested. These were primarily turns to headings along with climbs and descents. This lasted for about 10 minutes, until Dan said that I could remove the foggles. Dan asked me if I knew where I was at, which was in the Livermore area. I tried to look around to see if we were near the airport, but I didn't see it, and Dan didn't give me much time to look. He requested that I do steep turns in both directions, my choice of which direction first. I elected to make my first turn to the left, which went very well, and as I rolled out and was about to begin the turn to the right he had me make a heading change. He then pulled the power on me, and declared that the engine just quit. I quickly went through the engine failure procedure (carb heat, best glide, pick a landing spot and turn towards it, etc.) and informed Dan of my selected landing area, a nice wide, straight fairway on the golf course right below us. Dan said that was good and reapplied power.

We flew a short way, and found a perfect tree for the maneuver. Dan told me that he wanted me to do all ground reference maneuvers at 1,500 feet, and he wanted me to do turns around a point in both directions. I leveled off at 1,500 and approached the tree from what I guessed was downwind. I advised Dan that I couldn't see anything that gave a clue as to the wind direction. He asked me what direction I thought it was coming from, to which I said the northeast, and that I was flying downwind. He replied with OK. Had he pressed me on the matter I figured I would listen to the Livermore ATIS. My first turn around the tree wasn't very good, as the wind wasn't coming from the northeast. It actually was coming from west / northwest. I advised Dan of this, and that I was adjusting for it. The second turn was much better. As I was coming around, Dan said to do one more turn around the tree, which I also did very well. As I exited on the real downwind, Dan told me to change headings and to fly towards a f

As we reached 3,000 feet and I leveled off, Dan asked me to do slow flight, with full flaps. I asked Dan at what speed he wanted me to maintain, and he asked me what I usually did slow flight at. I responded with "whatever my instructor asked for", to which he said that was a good answer. I made sure that I was within full flap speed and lowered them to 30 degrees. I reduced speed to 50 knots, and maintained that with pitch changes. I maintained my altitude and heading well, and my speed only drifted by 5 knots either way. He then told me to recover, and as I began to clean up the airplane and gain speed he requested that I do a power off stall, right away. No clearing turn, no trimming for approach speed, etc., just do the stall. I did the stall, advised him as the controls began to get mushy, and when the stall break occurred. I did probably my best recovery ever. Power, carb heat, flaps to 20 degrees. Minimal altitude loss, and I kept it on heading!!.

Dan then had me clean up the airplane and then asked me if my instructor ever showed me how to do an Emergency Descent? I responded with something like, you mean a spiral descent. He said no an emergency descent from altitude, with power, and that a spiral descent is used to set up for an emergency landing. I didn't know what he meant and told him so. He replied that I was required to do one per the Practical Test Standards, to which he asked me if I had a copy with me. I told him I did. He took the controls and asked me to get it out, which I did. At this point I truly thought he would fail me, as he had taken the controls. I looked through the booklet, and sure enough there was a small section on emergency descents. He then asked me if I wanted to lose altitude quickly, what are ways to do it? I responded that full flaps would steepen a descent rate, so he said to put them on. I put in 10 degrees of flaps, as my airspeed was at 105 knots. I then slowed the plane to 85 knots where I put in the r

I put the foggles back on, and he then remembered that he was going to test me on recovery from unusual attitudes. I was ready for this. First he maneuvered and started a spiral dive, which I recovered very nicely. Next he maneuvered and put the airplane into a turning climb, from which I also recovered nicely. This hood stuff was getting easy, after everything that Doug put me through. Dan told me that I had done very well, and gave me an altitude and heading. I established both very easily. As we flew, Dan tuned in the San Jose ATIS, and listened to it several times. He then contacted Bay Approach, and Tower as advised by Bay. He basically had me making small heading changes only. As we approached San Jose, he told me to remove the foggles, and that he wanted me to do a soft-field landing. We were about 1-1/2 miles out on the 45.

We were cleared for landing on 30R, and Dan then requested approval for the option, which was quickly given. I flew a good pattern and made a fairly good soft-field landing. Without stopping he told me to go, and make it a soft-field takeoff. He set the flaps to 10 degrees, and I pushed the power in and applied back pressure. He then reminded me to turn off the carb heat. No fair I thought. I never did soft-field touch and goes. I turned the carb heat off, and made what I would rate as a fair soft-field takeoff. I could have leveled off quicker and stayed a little lower in ground effect. As we again were on downwind, Dan advised me to do a short-field landing, with no obstacles, and that my target was the numbers. As I was on base leg he again said a short-field with no obstacles. As I turned to final I put the flaps from 20 to 30 degrees and trimmed for 61 knots, and again he said no obstacles. I heard you already I felt like telling him. He may have meant that I should have applied full flaps.

We again entered the pattern, and the Tower advised that we were clear for the option. Dan then advised that this would be a full stop. He told me to make a normal landing. I set up as normal abreast the threshold, and flew what I consider a normal base leg. I turned final, and considered adding another 10 degrees of flaps, to make it 20 degrees. I hesitated a minute as I considered the wind had picked up, when Dan asked me how much flaps I use for a normal landing? I was in the process of adjusting pitch to maintain speed, and didn't answer him right away. As I was still above the glide slope I then put the flaps to 20 degrees. This took a few seconds at most. Dan then asked if I typically use 20 degrees of flaps for a normal landing? As I was trimmed properly, I then answered that I use 10 degrees normally, and 20 degrees as necessary, and explained that the additional lift provided by 30 degrees is minimal, and adds a lot more drag which is detrimental in the case of a go around. Dan accepted it.

After taxiing back in, I began to shut down the engine, when Dan stopped me and said that you should check if the magnetos are grounded. He demonstrated how to do it, and then told me to go ahead and finish shutting down. He then told me congratulations, that I was now a Private Pilot! He went inside to type up the paperwork, and left me to secure the plane. I did so with a big grin on my face, and a lot of relief in my gut!!

During the debriefing, Dan told me that I was pretty stiff on the controls, as he had tried to push on the yoke and it hadn't budged!! I don't recall seeing him do that so I may have been under the hood at the time. I'm not sure. He then stated that I fly very well, and that I was very calm at the controls, which is good, and would be beneficial in an emergency. I then gave him a check for $250.00, and he gave me my Temporary Airman Certificate. It was about 5 P.M.

Hallelujah!!!!!

Although I was glad the test was finished I wondered why Dan changed his mind so much. First he requests that I do steep turns in both directions, then he only has me do the one to the left. Same with turns around a point. In a way I felt cheated, that I didn't get my money's worth of the test, but then again I was glad it was over. I didn't bother to ask him why. I guess I'd rather just believe that I flew the maneuvers I did do well enough that he didn't have to see the others.

Looking back at the experience, I would say that the Practical Test was pretty much like a long flight lesson. I can now appreciate the fact that Doug had been tough on me at what he expected. It made the test a lot easier, such as with the simulated instrument. Thanks, Doug!!! I'm still going to throw that damn hood of his out of the airplane some day. How dare he be whale watching while I had to fly around with that thing for an hour!!!!"