- Joined
- Mar 30, 2014
- Messages
- 1,026
- Reaction score
- 406
Well, a LONG story but finally done. It took me three instructors and two DPE's and three rides and I am finally done.
Short version:
1. A jackass for a DPE. The school has since stopped using him because he had quite the habit of failing people that he knew would just pay him again. Failed me on takeoff when on takeoff roll he told me the clouds were 200AGL and I did not abort. Up to that point the scenario was actual conditions (severe clear and NO wind from SFC to 4K) and we were taking off from an uncontrolled field in the middle of nowhere. We traditionally take of in VFR and call center at 1200AGL to get our clearance. Claimed I took off without a clearance...
2. New DPE discovered that my IFR Xcountry was logged incorrectly. Instead of three different TYPES of approaches, the logbook said RNAV 13, RNAV 15, RNAV 24 and VOR18.
2.1. The week before my checkride the plane I was using was crashed by a student. She decided that after a bounce, the correct course of action would be to push the plane back on the runway. I had two options:
1. Step up to the IFR GPS I had never used (KLN94) and the plane with an auto pilot I had never used.
2. Step down to a VOR/ILS with a VFR Garmin 396 (I owned a 196). I made the choice that stepping down would be easier than learning both the GPS and the auto pilot.... Bad choice. The DPE didn't let me use the VFR GPS even for situational awareness and I just screwed up my Non - Precision approach without radar vectors.
3. About a .7 total tach and about 0.4 actually flying and I am done.
Sheesh....
Short version:
1. A jackass for a DPE. The school has since stopped using him because he had quite the habit of failing people that he knew would just pay him again. Failed me on takeoff when on takeoff roll he told me the clouds were 200AGL and I did not abort. Up to that point the scenario was actual conditions (severe clear and NO wind from SFC to 4K) and we were taking off from an uncontrolled field in the middle of nowhere. We traditionally take of in VFR and call center at 1200AGL to get our clearance. Claimed I took off without a clearance...
2. New DPE discovered that my IFR Xcountry was logged incorrectly. Instead of three different TYPES of approaches, the logbook said RNAV 13, RNAV 15, RNAV 24 and VOR18.
2.1. The week before my checkride the plane I was using was crashed by a student. She decided that after a bounce, the correct course of action would be to push the plane back on the runway. I had two options:
1. Step up to the IFR GPS I had never used (KLN94) and the plane with an auto pilot I had never used.
2. Step down to a VOR/ILS with a VFR Garmin 396 (I owned a 196). I made the choice that stepping down would be easier than learning both the GPS and the auto pilot.... Bad choice. The DPE didn't let me use the VFR GPS even for situational awareness and I just screwed up my Non - Precision approach without radar vectors.
3. About a .7 total tach and about 0.4 actually flying and I am done.
Sheesh....
