unforgiving: the PPL flight test - the report reports of students Himself:
"After some scheduling complications - unpredictable weather of late or prolonged illness of my hand - it is now as far as the theoretical examination. in the ACG has been completed, the required practice hours almost (I do not have 13 min solo flight and 1.5 hours total flight time and have 75 stops) and now the final practice exam is present.
Therefore I am at 14.30 clock one according checklist unchecked and full getanken aircraft (OE-AGS) on the stand by and wait expectantly to Vöslau Michael Pammer . Right on time as agreed, he comes and we chat briefly with Wolfgang Kugler and another student pilot (Axel Neudeck) before it starts.
At the start Michael explained his view of the test with "If you pass the exam, this is my testimony that you have a good chance to survive the next 100 hours of personal experience-gathering safe and sound .. .
And there're off.
first on the ground through the language of the test organization, the Monitoring and review of supporting documents, expected announcements and explanations of what program of JAR / FCL is required. Then he left me briefly and phone calls! What's this, he must now tell his mum know, or what?? I will soon learn to be worked by any means here ...
Then in the air - storybook start to moderate the "13", except that I have not checked with the Gyro compass - has never happened to me and I drop under initial stress test. Then about Echo, Sierra and Berndorf for flight planning the flight to Graz. Even if it is a detour, but This tour route is familiar to me and the possible penetration into the MATZ at Wr. Neustadt an enticing error probability. "I always try to stay on the safe side."
little wind, plenty of sunshine, 19 degrees, perfect conditions and to Seebenstein a comfortable flight with (of course, subject-specific) chat.
suddenly see after 20 minutes of flight incident loose urgent request of Michael the second to last of the Southern Railway Tunnel on the Semmering (to Payerbach a.Schneeberg) to do. So ICAO map out (where is that of at all) and then whip out the ruler and measure the direction and distance, calculate. Course change to 270 degrees for 12 NM = 8 min kn at 90. Unfortunately I had not taken into consideration in this bill that I have to go in the climb and there are definitely no 90 knots in the Katana in it - so the flight by about 3 min would have to last longer.
half as bad, the flight time calculation error had no effect anyway, since I'm on the southern (left) side of the S6 was flying and saw no train was (min after 11th not). The error I noticed on Mürzzuschlag and laid a 180 degree turn, then right (north) side of the S6 flew over and lo and behold, there was the train and the tunnel. Comment by Michael Is "also happened to me many times that I have not found reference points (eg sheep on a runway - it was all white and no runway in sight). Important is how to handle it, is not hectic and there you made a mistake. Just has me a bit longer.
Next signs reading "Nine Kirchner Avenue, elevation 2000 ft.", ie reduce the amount and glide to Wiener Neustadt. The avenue is not to miss it (line through the forest). But but then we went go, for the middle of the woods (well, there also was a clearing), Michael takes the words "Simulation: engine failure." gas out completely look
landing against the wind (wind was weak from the East), best Sliding speed select, establish landing configuration - all at the same time more or less - ie stress.
landing and immediately identified eingekurvt accordingly, but the selected meadow outside the forest has a position not initially visible from the small hook, a high voltage line in the middle! What to do? I choose the right side of the meadow and falling further and further and I think this "... how much further, there are minimum altitudes (500 ft above ground), what the end of the simulation.. 5 m above the ground I'll be smarter. First, I would get too long and I forced landing in the forest ended, and secondly, Michael and the start of the test call out for permission to low-level flight in Neunkirchen obtained - that is informed ACG and S & R.
But I get a second chance to grant me - this would have forced landing work. Learning effect: a signal landing in LOAV is one thing, but a fast-field landing between forest and high-voltage line with unusual engine, next to you and an examiner in unknown terrain is another!!
So wipe away beads of sweat, make changes in direction and climb the rest of the audit program (including slow flight with flaps levels stall exercises in the straight and turning flight, steep turns)
After almost 1:30 hours the command "but now at home" - after a required target landing on the doorstep with T & G and a T & G without flaps, 1:40 hours after the final landing - not a problem and Michael congratulated on passing the exam.
park flyer, subsequent inquest (content about the above points) and the usual bits of paper and then, this section was done.
At this point a big thanks and praise to my flight instructor WK for his share of the preparation (* ) but teachers and teacher ;-))) nunmal remains and also to Michael for his contribution and the sophisticated, . But interesting and fair examination "
* ) Editor's note: wolfgang
was already at the TGM one of my students in teaching, after years of separation ;-) we met again in LOAV
. to Timmersdorf
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