I made one of my worst approaches today as an instructor. The last part of our flight lesson I had my student do some "hood" work (he/she wears a hood where he/she can only see the instruments, i.e. simulating flight in instrument conditions, i.e. flying in the clouds.) Current winds as per the ATIS (automated terminal information service)=weather, were 210@18 knots. We have a main runway (29) and a smaller runway (25) at the airport. I enjoy using 25 because it's rarely used, and since the winds were mostly favoring this runway, I requested it from the tower. However, the tower instructed if I wanted to use that runway, that I would need to maintain 3,000 feet above the airport and enter left base for runway 25. He would instruct when to descend.
This seemed a bit odd for me since being that high above the airport would be difficult to enter a left base for runway 25 and land. I complied, and when we were about above the left downwind for runway 29, a Skywest Brasilia was departing the airport left downwind. Tower gave no indication the aircraft was there, so I took over the plane and descended a bit to be sure the Brasilia wouldn't be a factor. That scared my student a bit since he didn't realize I had taken the controls (my fault).
We were then above the airport at about 3,000 feet without indication from the tower when would descend. Finally, the tower instructed that we could descend at our discretion and make left base to runway 25, cleared to land. OK, we have to get down fast.
My student was still under the hood at this point, so I told him he could take it off and I took the controls and began a descending a left turn to land. When we made our 180-degree turn, I realized we were far too high to make the runway. At that point, tower had advised if we thought we could make the runway. I told him we probably could and I began a forward slip. When we got closer, I realized we probably wouldn't be able to make it and at that point an aircraft entering the right downwind for the main runway hadn't called in and became close to our position. Tower advised them of our position and afterwards I advised tower that we wouldn't be able to make the runway, some close calls.
At that point, tower made us to maintain runway heading and enter left downwind for the main runway (29), after a couple of aircraft passed by us. After we were in the left downwind, the tower then advised us to make a right 360-degree turn. "When were we going to land," I thought. Finally, we were cleared to land and we landed with a bit of a crosswind landing correction.
What an approach. I suppose it was both the mine and controller's fault that we made such an abnormal approach; it wasn't pretty however.
Sunday, April 05, 2009
Friday, March 27, 2009
Mundane
Flight instructing has its dull moments. Not that flying is dull, but doing the same things with students that you've done dozens of times, becomes mundane. It seems like certain portions of flight instruction builds up at the same time; for example, time before solo. In other words, all your students are preparing for their solo at the same time. So each flight becomes similar to the previous; landings.
As an instructor, you become an expert on landings. You see every little mistake and correction that occurs during a landing. You want to intrude, but you also want your student to see for themselves. So you sit there and see if they react appropriately. But they rarely do, so you interrupt and coach them down to the ground, and afterwards you feel like they landed themselves only by 50%. So off the ground you go again. "Maybe they'll do it this time". But it doesn't it happen.
So what makes being an instructor so enjoyable?
When your student lands the airplane almost exactly how you want to tell them. In other words, you stay quite and they're maneuvering the plane exactly how you would say they need to without actually saying it. Then all of a sudden, you're on the ground. They did it! Without your help (physical control) nor verbal coaching, they landed the plane.
It's an accomplishment that's indescribable. "I just somehow taught someone how to bring something that's thousands of feet in the air onto the ground at a specific point." How?
It's definitely something you acquire as an instructor. Basically you see all that goes wrong with landings (or anything else), and try to teach what not to do. But I suppose as you gain hours as an instructor, you also gain experience and knowledge to use towards instructing other pilots. One couldn't trade anything for the amount of experience and knowledge you get from instructing. It should be a mandatory requirement for any professional pilot. I tell people all the time that usually instructing happens before airlines or cargo pilots, yet it seems backwards to them. Wouldn't an instructor be someone who did these things BEFORE they became an instructor? One would think...
As an instructor, you become an expert on landings. You see every little mistake and correction that occurs during a landing. You want to intrude, but you also want your student to see for themselves. So you sit there and see if they react appropriately. But they rarely do, so you interrupt and coach them down to the ground, and afterwards you feel like they landed themselves only by 50%. So off the ground you go again. "Maybe they'll do it this time". But it doesn't it happen.
So what makes being an instructor so enjoyable?
When your student lands the airplane almost exactly how you want to tell them. In other words, you stay quite and they're maneuvering the plane exactly how you would say they need to without actually saying it. Then all of a sudden, you're on the ground. They did it! Without your help (physical control) nor verbal coaching, they landed the plane.
It's an accomplishment that's indescribable. "I just somehow taught someone how to bring something that's thousands of feet in the air onto the ground at a specific point." How?
It's definitely something you acquire as an instructor. Basically you see all that goes wrong with landings (or anything else), and try to teach what not to do. But I suppose as you gain hours as an instructor, you also gain experience and knowledge to use towards instructing other pilots. One couldn't trade anything for the amount of experience and knowledge you get from instructing. It should be a mandatory requirement for any professional pilot. I tell people all the time that usually instructing happens before airlines or cargo pilots, yet it seems backwards to them. Wouldn't an instructor be someone who did these things BEFORE they became an instructor? One would think...
Monday, February 23, 2009
Long time coming
Well, after not being able to complete my CFII due to the unfortunate events that took place during my training at ATP, I had finally committed to going for that final checkride, and fortunately for me, I passed. I am now, finally, a Certified Flight Instructor with an Instrument Add-on. And for those who don't know, the instrument add-on allows me to instruct students training for their instrument rating.
I was very pleased with the checkride. I scheduled the checkride the same day as my brother's Private Pilot's checkride so we could fly together to the airport where the examiner was. Maybe not the best idea after all was said and done. It was by far one of the longer days of my life. Not only had I been preparing myself for my CFII checkride, but also making sure my brother was to succeed as my first student to take his/her checkride.
I went first once we arrived, and we ran into some small glitches, but we got underway with the oral portion of the test. Having been an instructor for over a year, helped incrementally with my confidence to "act" as an instructor on a checkride. I also took the majority of my time getting to know every GPS regulation and operation with the particular GPS in our Cessna, the KLN 94. I've previously only used the Garmin 430 in our Piper Seminoles, and upon switching to the KLN 94, I thought it wouldn't be that much of a difference to have to really pay attention. I was wrong. There are many differences in the two units, and I'd have to say that the Garmin is far more user intuitive than the KLN. However, I did very well on the portion of the oral where the examiner had me talk about the GPS, and I'm glad I took the time to go over it. The rest of the oral portion basically tested my general knowledge of IFR flying, but with a teaching prospective, which went well. The oral lasted a little over 2 hours, and finally the examiner said to pack my things up and preflight the plane.
I wasn't too worried about the flight portion of the checkride, but I knew it wasn't going to be easy either. As always, I forgot some items during the flight that I beat myself up later for forgetting. Like forgetting to check the RAIM availability before the flight, which I practiced a hundred times. Our first approach was the ILS back to the airport we departed from, which I flew pretty strongly. I also wasn't pleased, however, with my partial panel, VOR approach afterwards. Partial panel is where the examiner, or instructor, covers up the attitude and heading indicators. One must rely on the turn coordinator and compass for bank, and altimeter and vertical speed indicator for pitch. Keeping straight and level, and standard rate turns wasn't difficult, but shooting the approach was. I used timed turns on every turn in the approach, however when trying to keep my CDI needle centered throughout the approach, all I did was turn a bit for correction. This was incorrect. The examiner later showed me how this technique is by far less accurate than using timed turns. Apart from that, my approach was mediocre. We then went out and the examiner had me teach timed turns with the examiner flying the aircraft, which I did and ended up saving myself from the approach previous. I then instructed the examiner on a GPS approach back the our departure airport where we did a full stop and taxied back.
Ask anyone, and they'll say that one never flies their best on a checkride; I am not an exception. Not only do you feel bad about how poorly you flew, but the examiner does a pretty good job critiquing your flying to the point where they seem disappointed in you. It doesn't ever feel good. So when the examiner said I passed, it wasn't the most excited I could have been, but mostly due to the fact that I had my brother doing his checkride next. This was going to prove whether or not I can succeed as an instructor.
I was able to sit in on my brother's oral portion of the test, and was very proud of his knowledge. A few things the examiner told me I needed to emphasize, but overall, he performed very well on the oral. It was definitely a good prospective to sit in on a checkride of one of my students for the first time. Afterwards, I went to grab lunch while they prepared for their flight. Once I got back, they had just began to taxi out to the runway. I ate, tried to sleep, but failed, and soon enough I heard a plane's engine and looked out the window of the FBO were we were, and saw the plane taxi back. It seemed a bit early for them to return, and thus worried me that he had failed. I stared out the window to find any cue that would tell me whether or not it was a pass or fail. My brother walked to the other side of the plane, which was odd, stood by the nose while the examiner walked away from the plane. I thought, what is happening? I see the examiner then take out a camera and take a picture. He passed.
At that moment, all the preparation of both checkrides, the fear of not being a successful instructor, was suddenly taken off my shoulders and it was a big sigh of relief and celebration.
We began our flight back home, flew into some light precipitation, and finally returned from a 11 hour day. It was worth it.
I was very pleased with the checkride. I scheduled the checkride the same day as my brother's Private Pilot's checkride so we could fly together to the airport where the examiner was. Maybe not the best idea after all was said and done. It was by far one of the longer days of my life. Not only had I been preparing myself for my CFII checkride, but also making sure my brother was to succeed as my first student to take his/her checkride.
I went first once we arrived, and we ran into some small glitches, but we got underway with the oral portion of the test. Having been an instructor for over a year, helped incrementally with my confidence to "act" as an instructor on a checkride. I also took the majority of my time getting to know every GPS regulation and operation with the particular GPS in our Cessna, the KLN 94. I've previously only used the Garmin 430 in our Piper Seminoles, and upon switching to the KLN 94, I thought it wouldn't be that much of a difference to have to really pay attention. I was wrong. There are many differences in the two units, and I'd have to say that the Garmin is far more user intuitive than the KLN. However, I did very well on the portion of the oral where the examiner had me talk about the GPS, and I'm glad I took the time to go over it. The rest of the oral portion basically tested my general knowledge of IFR flying, but with a teaching prospective, which went well. The oral lasted a little over 2 hours, and finally the examiner said to pack my things up and preflight the plane.
I wasn't too worried about the flight portion of the checkride, but I knew it wasn't going to be easy either. As always, I forgot some items during the flight that I beat myself up later for forgetting. Like forgetting to check the RAIM availability before the flight, which I practiced a hundred times. Our first approach was the ILS back to the airport we departed from, which I flew pretty strongly. I also wasn't pleased, however, with my partial panel, VOR approach afterwards. Partial panel is where the examiner, or instructor, covers up the attitude and heading indicators. One must rely on the turn coordinator and compass for bank, and altimeter and vertical speed indicator for pitch. Keeping straight and level, and standard rate turns wasn't difficult, but shooting the approach was. I used timed turns on every turn in the approach, however when trying to keep my CDI needle centered throughout the approach, all I did was turn a bit for correction. This was incorrect. The examiner later showed me how this technique is by far less accurate than using timed turns. Apart from that, my approach was mediocre. We then went out and the examiner had me teach timed turns with the examiner flying the aircraft, which I did and ended up saving myself from the approach previous. I then instructed the examiner on a GPS approach back the our departure airport where we did a full stop and taxied back.
Ask anyone, and they'll say that one never flies their best on a checkride; I am not an exception. Not only do you feel bad about how poorly you flew, but the examiner does a pretty good job critiquing your flying to the point where they seem disappointed in you. It doesn't ever feel good. So when the examiner said I passed, it wasn't the most excited I could have been, but mostly due to the fact that I had my brother doing his checkride next. This was going to prove whether or not I can succeed as an instructor.
I was able to sit in on my brother's oral portion of the test, and was very proud of his knowledge. A few things the examiner told me I needed to emphasize, but overall, he performed very well on the oral. It was definitely a good prospective to sit in on a checkride of one of my students for the first time. Afterwards, I went to grab lunch while they prepared for their flight. Once I got back, they had just began to taxi out to the runway. I ate, tried to sleep, but failed, and soon enough I heard a plane's engine and looked out the window of the FBO were we were, and saw the plane taxi back. It seemed a bit early for them to return, and thus worried me that he had failed. I stared out the window to find any cue that would tell me whether or not it was a pass or fail. My brother walked to the other side of the plane, which was odd, stood by the nose while the examiner walked away from the plane. I thought, what is happening? I see the examiner then take out a camera and take a picture. He passed.
At that moment, all the preparation of both checkrides, the fear of not being a successful instructor, was suddenly taken off my shoulders and it was a big sigh of relief and celebration.
We began our flight back home, flew into some light precipitation, and finally returned from a 11 hour day. It was worth it.
Saturday, November 22, 2008
Instructing some more...
Well I passed my one-year mark of instructing, and a while before that, I broke my 500-hour total time mark. I remember hearing people say that being an instructor is an invaluable experience and one learns more than they could ever learn from instructing. I didn't really think it would be as much of a valuable experience than it actually has. I think back to my first hour of giving instruction, and I've learned an incredible amount. Things become second nature and knowledge about instruments, flying and everything else about aviation become much more readily available. When it comes to landings, for example, my "picture", as they say, is so keen, that I can tell immediately the problem or the smallest bit of error. Ironically, I rarely get to land the plane. But even so, when I actually do, I've seen so many that I'm able to make a really good landing in spite of it being a while since doing it.
I'm also getting checked out in a G-1000 C172, which is pretty fun. But if you know any Garmin GPS, like the 430 in my case, it's pretty easy to understand.
My last bit of update, is that I should be taking my CFII checkride soon. I've been studying up for it for quite some time and I'm also waiting on one of my students to get ready for his PPL, so that we could do it at the same time (the examiner is at a different airport). Most likely, that'll be my next update. God be with me.
I'm also getting checked out in a G-1000 C172, which is pretty fun. But if you know any Garmin GPS, like the 430 in my case, it's pretty easy to understand.
My last bit of update, is that I should be taking my CFII checkride soon. I've been studying up for it for quite some time and I'm also waiting on one of my students to get ready for his PPL, so that we could do it at the same time (the examiner is at a different airport). Most likely, that'll be my next update. God be with me.
Saturday, June 28, 2008
Life as a CFI
Well, after the disappointing events of my pursuit to work for the airlines, I've switched mindsets and am now concentrating on instructing for a while more. I had other opportunities to interview with other airlines, but in the end I decided that the job I have now and where I live are far better than what it would be like at an airline, especially with the condition they're in now.
I've been gaining a lot more students and they're advancing their way towards their private pilot license, which means I'm not solely instructing people how to fly for their first time, this gets monotonous. And after flying a lot more during the week, I'm starting to really enjoy what I do. Not that I didn't enjoy it before, but before I only had 1 or 2 students and rarely flew, and when I did it wasn't advanced stuff. I'm also improving myself as an instructor and that makes me feel better everyday. I have more than 100 hours of dual instruction given. It's a really rewarding job.
I've also been blessed with students who fly very well. There have been some that require a little bit more work, but rarely. The area and the people I get to fly with really make what I do an awesome thing, and I'm very blessed for having a job like that. It's giving me experience that one couldn't get anywhere else.
On a side not, I've decided to get my CFII (flight instructor license to instruct instrument). The reason why I didn't receive this before at ATP can be read here. It'll add more students and allow me to instruct more advanced students, which will be beneficial. Also, I can add to my actual instrument time, which I need. More info on that as I progress.
I've been gaining a lot more students and they're advancing their way towards their private pilot license, which means I'm not solely instructing people how to fly for their first time, this gets monotonous. And after flying a lot more during the week, I'm starting to really enjoy what I do. Not that I didn't enjoy it before, but before I only had 1 or 2 students and rarely flew, and when I did it wasn't advanced stuff. I'm also improving myself as an instructor and that makes me feel better everyday. I have more than 100 hours of dual instruction given. It's a really rewarding job.
I've also been blessed with students who fly very well. There have been some that require a little bit more work, but rarely. The area and the people I get to fly with really make what I do an awesome thing, and I'm very blessed for having a job like that. It's giving me experience that one couldn't get anywhere else.
On a side not, I've decided to get my CFII (flight instructor license to instruct instrument). The reason why I didn't receive this before at ATP can be read here. It'll add more students and allow me to instruct more advanced students, which will be beneficial. Also, I can add to my actual instrument time, which I need. More info on that as I progress.
Monday, June 02, 2008
Interview
I interviewed with American Eagle on May 13th, 2008, a day before my 27th birthday. I was anticipating the call from them to schedule the interview for about a week, when I finally received the call. I was very excited and anxious. I flew from San Jose, California to Dallas/Fort Worth the day before and felt pretty confident all throughout the day. That night, however, was one of the worst nights I've ever experienced.
The day of the interview went very well. They made us all feel very comfortable and prepared. There were three parts to the interview; technical, human resources and a simulator evaluation. My first portion was the technical interview. I think I answered almost every question correctly except for one that the interviewer had to talk out of me. Afterwards they gave me a cafeteria coupon to get some lunch. The American Eagle facility itself was very impressive. After lunch, I had my human resources interview. This portion was very straight forward and I tried to just be myself and make the interview very conversational.
All throughout the day they would randomly call our names for each portion of the interview. However, if they call your name and tell you to take all your stuff with you, it meant you were not continuing with the interview. This happened a couple of times throughout the day and it made everyone very nervous. Fortunately, I made it to the final portion, the simulator evaluation. For some reason I performed the worse on this portion than the others, and flying is usually what I do best. There were only a couple of minor mistakes, but disappointing nonetheless. After returning to the room in which we were all waiting, there were only about 4 or 5 of us left (out of 9). One of the pilot recruiting personnel came in and said that we've all successfully completed the first day of the interview and gave us information on our hotel stay for the night.
From what everyone else had heard, if you made it to the second day, you basically got the job. The second day was no more than a medical exam (urinalysis and hearing test). We completed the necessary tests and they gave us our conditional letter of employment; basically saying if we pass the drug test, background test and captain review board, then we will be offered the job. I came home that day very happy and very worn out.
Unfortunately, on Friday I received an email rescinding my offer of employment. I was in complete shock. I kept questioning everything that had occurred to figure out what went wrong. I assumed it had to do with something with my background check, it couldn't had been the drug test, I don't take any. I even called the next Monday and asked about it, but was told that it was an American Eagle policy that they cannot divulge that information. Thanks for the heads-up for my next interview, huh?
I was pretty down the next few days until I started to see what started to happen with American Eagle, ironically. Hiring had all ready slowed down for them when I was interviewing, but this seemed contradictory to what the pilot recruiting personnel were saying that day. But about a week after my interview American Airlines, their parent company, announced that they would be reducing flying due to the high fuel prices and slowing economy. Since American Airlines owns American Eagle, American Eagle would also have to reduce flying. This put all interviewing to a halt and even canceled new-hire classes. So had I successfully made it through the background check and captain review, I would have probably not have had the job for long. I suppose that was God watching over me, thankfully.
So life continues instructing. Luckily, I still have a job flying. Others at the interview came out of ATP with no CFI ratings and therefore were pretty much left to looking for other airlines or no flying job whatsoever. I'm thinking more and more of getting my CFI-instrument rating. We'll see how that pans out. Instructing has been very good so far. The only complaint is the lack of flying I do. Maybe it'll pick up, hopefully. I'm still very blessed to be flying for a living.
The day of the interview went very well. They made us all feel very comfortable and prepared. There were three parts to the interview; technical, human resources and a simulator evaluation. My first portion was the technical interview. I think I answered almost every question correctly except for one that the interviewer had to talk out of me. Afterwards they gave me a cafeteria coupon to get some lunch. The American Eagle facility itself was very impressive. After lunch, I had my human resources interview. This portion was very straight forward and I tried to just be myself and make the interview very conversational.
All throughout the day they would randomly call our names for each portion of the interview. However, if they call your name and tell you to take all your stuff with you, it meant you were not continuing with the interview. This happened a couple of times throughout the day and it made everyone very nervous. Fortunately, I made it to the final portion, the simulator evaluation. For some reason I performed the worse on this portion than the others, and flying is usually what I do best. There were only a couple of minor mistakes, but disappointing nonetheless. After returning to the room in which we were all waiting, there were only about 4 or 5 of us left (out of 9). One of the pilot recruiting personnel came in and said that we've all successfully completed the first day of the interview and gave us information on our hotel stay for the night.
From what everyone else had heard, if you made it to the second day, you basically got the job. The second day was no more than a medical exam (urinalysis and hearing test). We completed the necessary tests and they gave us our conditional letter of employment; basically saying if we pass the drug test, background test and captain review board, then we will be offered the job. I came home that day very happy and very worn out.
Unfortunately, on Friday I received an email rescinding my offer of employment. I was in complete shock. I kept questioning everything that had occurred to figure out what went wrong. I assumed it had to do with something with my background check, it couldn't had been the drug test, I don't take any. I even called the next Monday and asked about it, but was told that it was an American Eagle policy that they cannot divulge that information. Thanks for the heads-up for my next interview, huh?
I was pretty down the next few days until I started to see what started to happen with American Eagle, ironically. Hiring had all ready slowed down for them when I was interviewing, but this seemed contradictory to what the pilot recruiting personnel were saying that day. But about a week after my interview American Airlines, their parent company, announced that they would be reducing flying due to the high fuel prices and slowing economy. Since American Airlines owns American Eagle, American Eagle would also have to reduce flying. This put all interviewing to a halt and even canceled new-hire classes. So had I successfully made it through the background check and captain review, I would have probably not have had the job for long. I suppose that was God watching over me, thankfully.
So life continues instructing. Luckily, I still have a job flying. Others at the interview came out of ATP with no CFI ratings and therefore were pretty much left to looking for other airlines or no flying job whatsoever. I'm thinking more and more of getting my CFI-instrument rating. We'll see how that pans out. Instructing has been very good so far. The only complaint is the lack of flying I do. Maybe it'll pick up, hopefully. I'm still very blessed to be flying for a living.
Sunday, April 13, 2008
Much needed update
Well here I sit again in Arlington, Texas, not the most exciting place in the world.
Instructing back home has been great and recently I've been flying more and more. Still, instructing seems to be quite inconsistent. For this reason, I've been looking at expediting my journey to an airline. Many regional airlines have been lowering their minimums because they are so short on pilots. My ATP partner, Jon, got a job with Colgan Air, and he has been trying to get me an interview. They aren't my number one choice, but I'll keep them in mind just in case. I was able to get in contact with a captain for American Eagle who lives in Morro Bay. Fortunately, we were able to meet and we talked about Eagle and what my potential was. He said he'd talk to the hiring people there and I also told him about a program ATP does where you go through a regional jet course and then an interview preparation course for Eagle. He said he'd ask about that as well. When he called me back, he said that with my hours, they would strongly recommend me going through this program. So after much prayer and consideration, I thought it'd be worth it.
So here I am, in Arlington, Texas, doing a week-long course learning to fly the CRJ-200. We're using a CRJ-200 FTD (Flight Training Device). Although it's not a full motion simulator, it's pretty fun to fly. Learning the systems, flows, call-ours, profiles and how to fly the plane is proving to be a lot of work, but extremely fun. Our instructors are current airline pilots, and the two we've had so far have been great. The downfall, yet again, is that I'm forced to spend a week away from my wife. But hopefully the week will go by quickly and I'll be back home. Then I'll probably come back for the interview preparation for Eagle and hopefully a real interview shortly afterwards.
On a side note, I haven't been able to sign anyone off for their PPL checkride. My brother is on his last flights before his, so hopefully I'll be able to sign him off. I have a couple of other PPL students which I enjoy. I'll keep you updated, whoever reads this.
Instructing back home has been great and recently I've been flying more and more. Still, instructing seems to be quite inconsistent. For this reason, I've been looking at expediting my journey to an airline. Many regional airlines have been lowering their minimums because they are so short on pilots. My ATP partner, Jon, got a job with Colgan Air, and he has been trying to get me an interview. They aren't my number one choice, but I'll keep them in mind just in case. I was able to get in contact with a captain for American Eagle who lives in Morro Bay. Fortunately, we were able to meet and we talked about Eagle and what my potential was. He said he'd talk to the hiring people there and I also told him about a program ATP does where you go through a regional jet course and then an interview preparation course for Eagle. He said he'd ask about that as well. When he called me back, he said that with my hours, they would strongly recommend me going through this program. So after much prayer and consideration, I thought it'd be worth it.
So here I am, in Arlington, Texas, doing a week-long course learning to fly the CRJ-200. We're using a CRJ-200 FTD (Flight Training Device). Although it's not a full motion simulator, it's pretty fun to fly. Learning the systems, flows, call-ours, profiles and how to fly the plane is proving to be a lot of work, but extremely fun. Our instructors are current airline pilots, and the two we've had so far have been great. The downfall, yet again, is that I'm forced to spend a week away from my wife. But hopefully the week will go by quickly and I'll be back home. Then I'll probably come back for the interview preparation for Eagle and hopefully a real interview shortly afterwards.
On a side note, I haven't been able to sign anyone off for their PPL checkride. My brother is on his last flights before his, so hopefully I'll be able to sign him off. I have a couple of other PPL students which I enjoy. I'll keep you updated, whoever reads this.
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