Finally been signed off for the CPL ride. Excited to do it! Flying out of CYTZ.
There are plenty of threads on here about tips and suggestions, which I've read through, but if anyone has anything else to contribute, let me know- but more so I'm just pumped to be finally at this stage, and letting everyone know!
I'm a little nervous- I haven't had a flight test of any kind since doing the MIFR back in November, but I'm fairly confident...
Now.... what to do after this?
Cheers,
Dan
Recommended for the CPL ride, booked next week!
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Recommended for the CPL ride, booked next week!
Last edited by DanWEC on Wed Jul 13, 2011 11:05 pm, edited 1 time in total.
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just curious
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Re: Recommended for the CPL ride, booked next week!
Ensure you have your PTR,Licence, and a recommend sheet. Check notams and weather the day before for the area, so as to have an idea for the specific route. On the commercial you might be asked to flightplan to somewhere 300 miles away, but you are only going to go perhaps to the limit of your usual training area and back.
Your pilot paperwork and charts should be organized, and you should be able to stow it within arms's reach. Remember, you aren't Marco Polo, and you won't be flying to the orient. you won't need to bring charts for anyplace 3 continents away, or even 3 provinces away. If you want, you may photocopy current pages of the CFS or even approach plates if it will reduce the clutter in the front seat of the aircraft. Have a look at how the examiner has their junk organized.
Fly as best as you can. Maintain as much accuracy as turbulence permits.
When times permit, try to explain what you are doing as you do it. Checklists are easier for an examiner to follow as you do them if you are calling them out at the same time.
If you make a mistake, or think you made a mistake, or you think the examiner thinks you made a mistake... until the examiner says "It's all over!"- it's not over.
Verbalizing may make items which are weak stronger, because they will underscore your awareness of an items' requirements, in the face of environmental and performance factors like smog turbulence or lack of aircraft performance due temperatures.
Once you get through this one, try to remember that almost every job in flying has an annual check of one sort or another. After this one, PPC check rides, and line checks will replace the private/commercial type of ride. You'll get familiar enough with them in time.
Afterwards, try to draw on the significant learning moments from the ride. Doesn't matter what the ride is, there's always something.
Have fun!
Your pilot paperwork and charts should be organized, and you should be able to stow it within arms's reach. Remember, you aren't Marco Polo, and you won't be flying to the orient. you won't need to bring charts for anyplace 3 continents away, or even 3 provinces away. If you want, you may photocopy current pages of the CFS or even approach plates if it will reduce the clutter in the front seat of the aircraft. Have a look at how the examiner has their junk organized.
Fly as best as you can. Maintain as much accuracy as turbulence permits.
When times permit, try to explain what you are doing as you do it. Checklists are easier for an examiner to follow as you do them if you are calling them out at the same time.
If you make a mistake, or think you made a mistake, or you think the examiner thinks you made a mistake... until the examiner says "It's all over!"- it's not over.
Verbalizing may make items which are weak stronger, because they will underscore your awareness of an items' requirements, in the face of environmental and performance factors like smog turbulence or lack of aircraft performance due temperatures.
Once you get through this one, try to remember that almost every job in flying has an annual check of one sort or another. After this one, PPC check rides, and line checks will replace the private/commercial type of ride. You'll get familiar enough with them in time.
Afterwards, try to draw on the significant learning moments from the ride. Doesn't matter what the ride is, there's always something.
Have fun!
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Edelweiss air
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Re: Recommended for the CPL ride, booked next week!
Well if you passed your MIFR ride the CPL will be a cake walk heh! The MIFR is probably the hardest one out of all of them IMO. As long as you have your percision 180's down pat which I'm sure you do or you wouldn't have gotten the recommend. Good luck !
Re: Recommended for the CPL ride, booked next week!
I'm hoping it will go well, I know the tolerances are fairly tight.
The only point of contention I have is the precautionary landing- Basic I know, but over the last while I've been shown several different styles- and not sure which is "right", but my guess is that as long as it gets done, it's the important thing.
On one hand I was told to shown the method to treat the field exactly like an airstrip- the "high pass" is just like the flyover for windsock inspection, then circling down for crosswind to join mid-downwind at approximated circuit altitude. Base, final, then fly a low pass on upwind to the right of the strip. Climb back up to circuit altitude while turning crosswind, and continue a normal circuit for a final landing.
I suppose there isn't an issue with doing either a right or left hand circuit, as long as it's mentioned beforehand.
On the other hand, there is a full, 2 pass precautionary, making a high pass, and low pass, to the right of the field, on upwind.
Is it a copout to simply treat it as an uncontrolled field and do the high pass crossing over the field and not as a full flyby? I know it will work, but is it what the examiner is looking for?
The only point of contention I have is the precautionary landing- Basic I know, but over the last while I've been shown several different styles- and not sure which is "right", but my guess is that as long as it gets done, it's the important thing.
On one hand I was told to shown the method to treat the field exactly like an airstrip- the "high pass" is just like the flyover for windsock inspection, then circling down for crosswind to join mid-downwind at approximated circuit altitude. Base, final, then fly a low pass on upwind to the right of the strip. Climb back up to circuit altitude while turning crosswind, and continue a normal circuit for a final landing.
I suppose there isn't an issue with doing either a right or left hand circuit, as long as it's mentioned beforehand.
On the other hand, there is a full, 2 pass precautionary, making a high pass, and low pass, to the right of the field, on upwind.
Is it a copout to simply treat it as an uncontrolled field and do the high pass crossing over the field and not as a full flyby? I know it will work, but is it what the examiner is looking for?
Re: Recommended for the CPL ride, booked next week!
I'm also prepping for commercial - maybe sept if I can get time to put my hours in this summer - anyway just note what are the circumstances leading to a precautionary landing? The examiner could give you a scenario - engine running rough, sick passenger, weather closing in fast (time constraints) or maybe just visiting a rarely used grass strip on a sunny day for a picnic (no rush). If conditions warrant - utilize a simplified precautionary landing procedure (ie engine rough/intermittant - omit low level inspection since you may not be able to climb out - or maybe you have weather rolling in within 4-5 min - omit the high level inspection - low level is more important) - if time/weather/engine are all good then do the full procedure - high/low/final circuit. Just make sure to justify your decision based on the scenario presented by the instructor - if there's no special cirmcumstance then do the full procedure. Personally i'd always go left hand circuit (unless of course there is an obstacle/tower etc. that would justify RH circuit) so the field is always outside my window - with a low pass to the right of the runway for field inspection.DanWEC wrote:I'm hoping it will go well, I know the tolerances are fairly tight.
The only point of contention I have is the precautionary landing- Basic I know, but over the last while I've been shown several different styles- and not sure which is "right", but my guess is that as long as it gets done, it's the important thing.
On one hand I was told to shown the method to treat the field exactly like an airstrip- the "high pass" is just like the flyover for windsock inspection, then circling down for crosswind to join mid-downwind at approximated circuit altitude. Base, final, then fly a low pass on upwind to the right of the strip. Climb back up to circuit altitude while turning crosswind, and continue a normal circuit for a final landing.
I suppose there isn't an issue with doing either a right or left hand circuit, as long as it's mentioned beforehand.
On the other hand, there is a full, 2 pass precautionary, making a high pass, and low pass, to the right of the field, on upwind.
Is it a copout to simply treat it as an uncontrolled field and do the high pass crossing over the field and not as a full flyby? I know it will work, but is it what the examiner is looking for?
Re: Recommended for the CPL ride, booked next week!
Whew, it's tomorrow! Wx is looking good, but hot. Plans all laid out, emergency procedures and all that are good to go.
Just wondering what to expect for throwing me for a loop on the ground portion, like a last minute change, etc.
Just wondering what to expect for throwing me for a loop on the ground portion, like a last minute change, etc.
