kiarakohn

[kiarakohn]

I love floties and also white claws and also bringing 6 white claws on to my floties so I don’t have to stop floating. That's all 😊😊

[kiarakohn]

Ladies and Gentlemen, I had an experience on my CFII checkride on Saturday that I’d like to share for instrument students, rated pilots, and those shooting to acquire their CFII license! I had passed the ground a few days prior a discontinued due to wind shear at the airport, so with a plan for a flight to instruct in hand and the eagerness to finish, I waited for the DPE to meet me at the airport. When he arrived, he surprised me by assigning me an entirely new plan of approaches I hadn’t shot before or within the previous few months. On top of this, I had minimal time to brief the plates outside of making sure they were loaded and up to date on my iPad. We got through the preflight, instrument checks, taxi and craft clearances etc and eventually off on our way to the airport which we would be shooting our approaches. The first approach we intended to shoot was a VOR-A approach, which had nothing unusual about it, except the DPE wanted me to hold at the VOR prior to commencing the approach. Having punched in the approach and activated it, I noticed a problem as we approached the VOR: the hold was not activating on the PFD or MFD, so I retired to activate the approach to no avail. We continued passed the turn the gps was telling us to take inbound towards the VOR, when I started to realize the GPS wasn’t going to show us the hold, so I switched to the VOR frequency in hopes that the hold would appear there, but the course indicated was for the final approach, not either leg of the hold. I continued outbound for a minute on our supposed teardrop entry, and then turned at standard rate around to the right as my DPE got a dismayed look on his face, as he knew the hold, which we had determined should be what was published on the chart, was unsatisfactory. As he turned the bearing knob a measly 30 degrees to math the inbound leg of the hold, I realized my mistake. We discontinued that approach, and I flew 2 others without issue, hitting the PTS as necessary to limit the damage, and dare I say flying/instructing the best I’ve ever done as a result of my early failure of such a simple principal. Attached is the plate, and you’ll then see my mistake: the published hold is for the missed approach, so it wouldn’t pop up in the gps until the MAP is passed and the approach suspended. The proper course of action is to change the bearing from the final approach course to the inbound leg of the hold, then fly a course from the VOR that is outbound leg - 30 degrees for 1 minutes at your holding speed (90kts in a 172) and then turn right in this case to intercept the inbound leg, while changing your heading to the final approach course, so that you may then turn to this at the VOR and roll your course to it as well! This shows us the importance of reading over plates beforehand, but also why as a CFI and here shortly as a CFII it is imperative that we are adaptable to all situations, so that in the event we are assigned something funky by ATC (or a DPE), we can fly/explain it in full to the student!

Edit: I would love to say I passed after realizing my mistake, but as he should have the DPE busted the ride, but allowed me to make a decision as to whether I wanted to continue, so I flew the rest with no issues! I’ve got my retest a week from today, which should be cake, and then I’ll have my CFII!

[kiarakohn]

I’m very grateful for this adventure of life .