Phase check!
Today I had my pre-solo phase check with another CFI from the flight school – E.J. Fine. A very nice guy whom I’ve seen around but never actually met until today.
He showed up exactly on time, and we went right to work. He started by asking questions about the airspace in the Los Angeles area, procedures, charts, etc. Then some general questions about departing the area, and off we went. He watched me preflight, and offered up a few tips along the way, but nothing major.
I mentioned that Richard usually has me get a departure clearance to go to the practice area. He thought this was strange, but told me to go ahead. I did my run up with only a few questions along the way, and then we headed out. Once we were headed towards the practice area, he asked me to take him direct to a VOR. I told him I could do it, but that I hadn’t before, and would need the frequency. He said “Where’s your chart?”. It was in my bag. I rooted around and found it, but still couldn’t locate the VOR. He showed me where it was, and I got the frequency and tuned it in. Tracking to the VOR is no problem from there – just find out what radial you are on currently, and fly that heading. Once you get to that heading, fine tune the OBS to go straight in. I think he did this mostly to be sure I would keep flying the airplane and not get flustered.
Once at the practice area, he asked for 45 degree steep turns both ways. The chop was making it difficult, but I did a fair job of it. Next he asked me to do a departure stall. Luckily I had reviewed the procedures the night before (since I hadn’t done them in a while) and was ready. The stall broke a bit hard, and I was uncoordinated, so it started to break into a spin. No problem (thanks to spin training) – just apply opposite rudder, and all set. Next was a approach to landing stall – no problem. Then he told me to get the ATIS for Van Nuys. Thinking we were going back (which seemed very early) I started tuning it in, just as he pulled the power. I waited for him to say something like “You’ve just lost your engine”, which was a mistake. I should have assumed that was the case, and started the procedure. I trimmed for best glide, and started a gentle left turn to find a place. I took too much time looking, but finally found a place when we were about 2000′ AGL. I then started to circle around to land, but circled AWAY from the spot. He told me never to lose sight of the landing area – you may not be able to find it again. I continued circling for a while, and then he had me recover.
We were going to head back to Van Nuys for some landings, but with only one runway still in operation, it was way too busy. He told me to take him to Camarillo. No sweat – I already had the airport in sight. Just as I was about to call them up with my position, I realized I was looking at Pt. Mugu – not Camarillo. I adjusted, called in, and set up for the downwind. At that point E.J. said “You’re a bit high, aren’t you?”. Yeah – a bit. Like 2000′ too high. I put it in a left slip and lost it quickly enough to be at pattern altitude abeam the tower. The wind was across the runway at 15 knots, so this would be tricky. The first one I bounced, but recovered nicely. As we came in for the second one (a bit faster, and less flaps) he said “right rudder, left wing down” just as we crossed the edge of the runway. I did as I was told and made a great landing.
We headed back home uneventfully, made another good landing and taxied back to debrief. Overall he thinks I’m more than ready for solo, and characterized his criticisms of my flying as “nitpicking”. I should be flying alone at some point Monday morning. Wow – I can hardly believe it.
1.5 hours/32.7 total