I passed my private checkride in August on the first try. Needless to say I was ecstatic. The oral exam went well and the examiner told me he liked my answers; unfortunately we had to re-schedule the practical portion for a week later because of marginal VFR conditions on the day of the exam. Practical exam: got about 2/3 of the way to the first checkpoint, did a diversion, then the usual maneuvers, slow flight, stalls, steep turns. I only had to repeat for him one item: my heading was wandering during a power on stall, and I really never had much trouble with stalls. Did it right the second time, then continued on to the other PTS maneuvers. I was most happy with my last landing, which was a short field. I was doing 55 KIAS on short final, retarded throttle over the 50′ obstacle, and I swear I stopped a couple hundred feet short of the first taxiway. After taxi back, examiner says: “Well, how about you secure the airplane while I go inside and write up a temporary certificate for you?” Magical words really, and unbelievable relief.
As for your course, most definitely it helped me a great deal during the anxious pre-solo period where I was simply not getting landings down. I think the key point I learned from your book was how to be comfortable in slow flight just barely inches over the runway. Before I read your book I would try to slam the plane down just to get it over with (Cessna 152). I really appreciate your help during that time, and I must say the book and you being accessible for an occasional question was a great value.
Dear Sir Doug,
Im doing a vor app ils app. the outbound course is 204Deg. 4000 ft. from the vor and to descent from 4000 to 2700 up to 7.3DME and to turn to the inbound course of 045Deg. and to intercept the G/S at 7.8 at 2000ft. question…. from the outbound i descent and use the VOR and at 7.3DME shoud i change to LOC freq? or continue first the VOR what will i do here please teach me. thank you sir. can i ask some question from you? will some instructors here in the philippine can give a good instruction as we dont have a flt. instructor course only experirence and i want to learn more. its good that i see you in the internet and im happy that you share your knowledge with me. Regards to you and yours.
I am looking at VOR ILS Rwy 04. Assume you have been cleared to the VOR at 4000′ and to expect ILS RWY 4. The approach plate tells you to pass over the VOR at 4000′; descend no lower than 2000′ out bound. At 7.4 DME, you can start a right turn to intercept the glide slope. (The 2700′ has to do with a 12 DME arc to intercept the ILS. That is not the clearance I am talking about.)
I would set up my VOR receiver with the HSI to114.3 and the one with the glide slope to 109.9. I would also tune my ADF to 351. Track the MCT VORTAC outbound on the 204 deg radial. I would adjust my descent so that I pass over the 7.4 DME above 2000′ because I would like to continue descending and not have to level off then start a descent later. Once I passed the 7.4DME, I would start a standard rate turn to the right. I would not turn beyond a heading of 360 until the localizer starts to move. Follow normal localizer tracking procedures once your ILS starts to respond.
As you fly outbound, you may pass from above the glide slope to above it. Use that information for orientation but don’t attempt to intercept the glide slope until you are
generally heading toward the airport. If you descend to 2000′ before you intercept the glide slope, hold steady at 2000′. Once you intercept the glide slope, you can continue to descend on the glide slope.
I hope this helps,
Dear Sir Doug,
Its nice of you Sir, I will follow this guide with all my thanks… i hope i can ask question aside from this if you dont mind… Im very thankful for a person like you and do appreciate your sharing your knowledege in aviation to us as im going to tell my pilot freinds about the Guru in Flying.Capt. Doug….Again Thank you sir…more power.
Excellent article; I can visualize the scenario of stalling with this explanation. Is it correct then that in a full stall the actual laminar boundary of air on the top of the wings separates from the wing, assisted by the higher pressure air from the bottom of the wing? Also, is it true that certain aircraft with canards on the forward fuselage are more resistant to stalls in certain situations?
Dear Doug Daniel:
I am convinced by reading your email Flying Secrets revealed.com that you know how to fly extremely well and that you have the same excellence in teaching and honing flying skills. I am therefore interested in possibly ordering Flying Secrets for use in my computer. I would prefer to not down load it, and since I have not tried burning my own CD yet, I am enquiring if you could sell me a CD ROM with the
program? If so, please advise price and ordering procedure.
Reg Thatcher, Private Pilot, Airplane Single Engine Land & Sea,
Thanks again for your advice. It worked! (below). In the past the entire steep turn felt frantic as I banked and yanked quickly into the turn. Entering the turn slowly resulted in gentler initial conditions that allowed me set up and maintain a better instrument and horizon scan. Psychologically it just felt smoother and less rushed. My instructor has now recommended I schedule my mock checkride.