At the same time I needed to prepare for our flight to Oshkosh for EAA AirVenture 2013. I needed an Instrument Proficiency Check and to change channels back to my IFR cross-country flying methods (no lazy eights en-route).
I finally gave up on scheduling the examiner that my school normally uses and decided to call my local DE with whom I did my Instrument flight test.
We booked the test at first for last week, then moved it twice for weather but finally it all came together –or so I thought-.
The test was scheduled, the weather looked good, we were a go! I took off of work early on Wednesday and flew the 172RG for the second time in two months. I did well given the conditions (windy) and felt confident that I would be able to pull it off with a little luck.
That night I ran the final weight and balance numbers for the test and prepped everything for the morning. I would have to get an early start. First I had to take care of my I.T. work (systems checks etc) after that, I had to fill out the navlogs with the latest wind data, take my shower (an important step when you fly in a tiny airplane), drive an hour to the airport and fly back to Lincoln Park to meet the DE. In short, I needed to get up at 5:00 AM.
The plan was to get to bed early but that didn’t work. All I did was lay there until 12:30am but eventually I slept a bit.
At 5:00 am the alarm went off. I dragged myself out of bed, took care of my stuff and departed my home at 7:00am. I arrived at the airport at 8:10, met with my CFI to go over my logbook one last time and had a “wheels up” time of about 8:45.
While en-route I used an RPM / MP combination that would yield best forward speed. I was glad this bird was faster than my 172sp. I arrived at n07 (Lincoln Park) just as my DE entered the pattern.
I entered the pattern and landed runway 1 with a firm but acceptable landing.
We met and went over the standard paperwork. Check to the examiner (a whopping $400.00), ICARA application, Aircraft Logs, Pilot Logs and this is where it went bad.
As we went through part 61.129 (Aeronautical experience) –shown below– we ran into the following issue. You would think, my CFI had just reviewed everything, but she made the same mistake I was making.
We were reading the FAR like a checklist and ignored the section that the statement was under. In our case, the two statements highlighted in red require an instructor on board since they fall under section (3) “training” but the statements do not mention the need for an instructor.
(a) For an airplane single-engine rating. Except as provided in paragraph (i) of this section, a person who applies for a commercial pilot certificate with an airplane category and single-engine class rating must log at least 250 hours of flight time as a pilot that consists of at least:
(1) 100 hours in powered aircraft, of which 50 hours must be in airplanes. CHECK (over 500 hours)
(2) 100 hours of pilot-in-command flight time, which includes at least—
(i) 50 hours in airplanes; CHECK and
(ii) 50 hours in cross-country flight of which at least 10 hours must be in airplanes. CHECK
(3) 20 hours of training on the areas of operation listed in § 61.127(b)(1) of this part that includes at least—
(i) Ten hours of instrument training using a view-limiting device including attitude instrument flying, partial panel skills, recovery from unusual flight attitudes, and intercepting and tracking navigational systems. Five hours of the 10 hours required on instrument training must be in a single engine airplane; IFR RATED CHECK
(ii) 10 hours of training in an airplane that has a retractable landing gear, flaps, and a controllable pitch propeller, or is turbine-powered, or for an applicant seeking a single-engine seaplane rating, 10 hours of training in a seaplane that has flaps and a controllable pitch propeller; CHECK
(iii) One 2-hour cross country flight in a single engine airplane in daytime conditions that consists of a total straight-line distance of more than 100 nautical miles from the original point of departure; MY FLIGHTS WERE SOLO– NO GOOD!
(iv) One 2-hour cross country flight in a single engine airplane in nighttime conditions that consists of a total straight-line distance of more than 100 nautical miles from the original point of departure; MY FLIGHTS WERE SOLO– NO GOOD and
(v) Three hours in a single-engine airplane with an authorized instructor in preparation for the practical test within the preceding 2 calendar months from the month of the test. CHECK
(4) Ten hours of solo flight time in a single engine airplane or 10 hours of flight time performing the duties of pilot in command in a single engine airplane with an authorized instructor on board (either of which may be credited towards the flight time requirement under paragraph (a)(2) of this section), on the areas of operation listed under § 61.127(b)(1) that include—
(i) One cross-country flight of not less than 300 nautical miles total distance, with landings at a minimum of three points, one of which is a straight-line distance of at least 250 nautical miles from the original departure point. However, if this requirement is being met in Hawaii, the longest segment need only have a straight-line distance of at least 150 nautical miles; OSHKOSH 2012 SOLO CHECK and
(ii) 5 hours in night VFR conditions with 10 takeoffs and 10 landings (with each landing involving a flight in the traffic pattern) at an airport with an operating control tower. OVER 60 HOURS AT NIGHT LANDING CHECK
So, due to the two flights above being solo and not with an instructor sitting next to me, the check ride was over before it began.
I let my CFI know and she didn’t think the interpretation was correct since the items do not mention the need for an instructor so I called the FAA FSDO and spoke with the lead inspector.
He informed me that this is one of the most debated training requirement questions. Too bad it cost me $400.00 plus the cost of the flight $241.03 to learn that lesson.
Reality sets in:
Now, I am out of money, I owe my flying club a small fortune, I need a club checkout to take a plane on the cross country flight (yearly requirement), and on top of all of this, I was just informed that IBM is cutting my overtime.
This may take a while.
The required cross country flights have been completed but the funds are depleted so I need some time to re-group.
I am also trying to salvage the end of the summer with my family.
I am now a commercial pilot! Read about it here.