Check Ride Postponed

High winds aloft (45 knots), low ceilings (1500 overcast), no check ride today. I'll try again in a couple of weeks.

Solo 9

This was more check ride prep. I didn't want to go for the check ride without a relatively recent flight.

So on this beautiful Fall day, I went solo over to Easton. I frequently have trouble spotting the airport and this time was no exception. I wound up north of the field and then I had to work my way back to the field. I landed uneventfully and taxied back for takeoff.

After departing Easton, I went northeast to find Ridgley. I found myself southeast of Ridgley near Denton by the time I spotted Ridgley. I made a landing at Ridgley and taxied back for takeoff. Then I returned to Easton, landed, taxied back for takeoff, and returned to Fort Meade. My landing at Fort Meade was ugly (off center and poor crab-to-slip technique) because of a variable crosswind, so I taxied back and went around the pattern once again. This time I managed the wind correction better, but balooned and had to add power to smooth out and save the landing. As I was going back to take off again I watched another plane make some very scary recoveries from gusts, with severe wing rolls on short final, before the pilot went around.

I wanted to see the Eastern Shore area again and get more landings in today and I managed that. I fumbled the radio work at Easton the first time, but did much better the second time. And I have mixed feelings about the Ridgley approach - I got off course but recognized Denton and Ridgley. I hope this keeps me from showing up to the check ride rusty.

Lesson 29

This was check ride prep. It was a beautiful clear Fall day.

We went over to Easton and stopped at the FBO where I'll meet my designated examiner. Then we flew south to Cambridge to be sure I can find the field and my checkpoints. Then back north, overflying Easton, coming up to Ridgley. Then we did the usual maneuvers, steep turns, slow flight, stalls. Those were uneventful. Then a little hood time with unusual attitude recoveries. The instructor used the hood time to remove my awareness of my exact location, then pulled the power on me at about 2800 feet and had me set up for an engine out landing. I could see Ridgley in the distance and I could have made it to Ridgley, but he wanted me to set up for a grass field that was closer. So I spiraled down, still wound up high, and slipped it. I still find slips unnatural and I fought to keep my airspeed up. About the time I was able to let the slip out, I was on short final and nicely lined up to land. So we put the power on again and climbed away.

Then we were going to land at Ridgley until we heard an announcement of parachute jumpers. So he had me change to Easton. But the emergency landing had me not quite sure of my relative location, so I turned west until I could gather my thoughts and figure out which direction to turn to find the airport. I eventually found landmarks that I recognized, called the tower, and turned toward the field. We made an uneventful approach and landing, taxied back for takeoff, and returned to Ft. Meade. When we departed Ft. Meade at the beginning of the flight, the wind was calm. During the flight, the wind picked up a lot. As we approached Ft. Meade I was fighting updrafts and I had the nose pitched way down to keep from climbing. I brought it in to land with a stiff headwind, got lucky with no gusts, and set it down.

This is my last lesson before attempting the check ride.