For those of you that were wondering, I passed the -II ride today (5 days after my CSEL ride).
Oral -
FOI stuff. Know it cold...the guy with me didn't really know it well and he got a lot more questions than I did. I was worried going into it because of the FOI stuff, but once we got started I was able to relax and just go with the flow.
IFR stuff -
Chart symbols: He really didn't hit these up a bunch, I knew them anyway, so I think after a few he just went on with the oral.
Regs: Know the flight plan requirements (alternates, equipment suffixes, etc) and 91.173, 91.175, 91.183, 91.185 as well as you can. Also know your inspection requirements.
Vacuum/Pitot-Static System: I got the Pitot-Static System. Kept the drawing as simple as I could. Know the errors and how to fix them if you can. For the Vacuum system, just know how the gyros are mounted and how the vacuum system works for your airplane (C172 in my case - simple).
Flight -
He did the engine start, taxi, takeoff, first approach and the miss (including the hold) with me teaching. Not a whole lot I could do. We flew the ILS 17R at OKC (fairly simple approach when you've got ADF and DME). He had it nailed all the way down the slide so it was just me saying "great job, make small corrections...two to three degree turns to keep the LOC centered and 100RPM increases or decreases if you need to keep the GS centered...good...we'll get you signed off in no time (he actually chuckled at that one)"
For the hold, I got the correct entry (tear drop) and had him correct for the wind (we were tracking a radial outbound) but not the speed. I had him go one minute out on the entry. When I checked our ground speed on the DME, it was 60kts outbound and 140kts inbound. Got it worked out though...ended up at :53 inbound. I know it's not exactly a minute, but it was close enough to make him happy.
After that, we were getting vectors for LOC 3 at OUN. He did me an unusual attitude where I taught the recovery so it took longer than I typically liked. I wanted to make sure I pointed out that I was cross-checking the ALT unwinding and the airspeed going up and the DG/Turn Coordinator indicating a turn. Then I told him, "to correct, it's power to idle, level the wings and start pulling up...once the VSI needle reverses its trend, you can put the power back in and get your positive rate of climb going".
Right after I recovered, he put me back on the assigned heading (140) and took my gyros. LOC 3 no gyro...no problem. A few compass turns (where I was constantly saying "UNOS" on every turn). Then we got the 060 - 3,000 'til established cleared approach circle 17 (wind 19016G26 at the time), got needle movement, down to 2600...cross the marker (used DME to "officially" mark the OM/FAF) down to 1640. When I got down to 1750 he had me go visually and I was at 1700 when I got the foggles off...stayed at 1700 around the pattern, explaining why and a decent landing (my first "good" one from the right side) to finish it off.
Got the handshake after we taxi'd in (the scenic route - way the hell down to E to cross 3/21 and then back up to B to park) and shut down.
It was cool...I only had to wear the hood for the no gyro approach and unusual attitude and he wore it for the rest of the flight (which was neat).
All in all a good ride and thanks to everyone for the help lately.
-mini
PS
The bastage didn't even ask me how to know when you're under class Bravo airspace...*grumble grumble*
Oral -
FOI stuff. Know it cold...the guy with me didn't really know it well and he got a lot more questions than I did. I was worried going into it because of the FOI stuff, but once we got started I was able to relax and just go with the flow.
IFR stuff -
Chart symbols: He really didn't hit these up a bunch, I knew them anyway, so I think after a few he just went on with the oral.
Regs: Know the flight plan requirements (alternates, equipment suffixes, etc) and 91.173, 91.175, 91.183, 91.185 as well as you can. Also know your inspection requirements.
Vacuum/Pitot-Static System: I got the Pitot-Static System. Kept the drawing as simple as I could. Know the errors and how to fix them if you can. For the Vacuum system, just know how the gyros are mounted and how the vacuum system works for your airplane (C172 in my case - simple).
Flight -
He did the engine start, taxi, takeoff, first approach and the miss (including the hold) with me teaching. Not a whole lot I could do. We flew the ILS 17R at OKC (fairly simple approach when you've got ADF and DME). He had it nailed all the way down the slide so it was just me saying "great job, make small corrections...two to three degree turns to keep the LOC centered and 100RPM increases or decreases if you need to keep the GS centered...good...we'll get you signed off in no time (he actually chuckled at that one)"
For the hold, I got the correct entry (tear drop) and had him correct for the wind (we were tracking a radial outbound) but not the speed. I had him go one minute out on the entry. When I checked our ground speed on the DME, it was 60kts outbound and 140kts inbound. Got it worked out though...ended up at :53 inbound. I know it's not exactly a minute, but it was close enough to make him happy.
After that, we were getting vectors for LOC 3 at OUN. He did me an unusual attitude where I taught the recovery so it took longer than I typically liked. I wanted to make sure I pointed out that I was cross-checking the ALT unwinding and the airspeed going up and the DG/Turn Coordinator indicating a turn. Then I told him, "to correct, it's power to idle, level the wings and start pulling up...once the VSI needle reverses its trend, you can put the power back in and get your positive rate of climb going".
Right after I recovered, he put me back on the assigned heading (140) and took my gyros. LOC 3 no gyro...no problem. A few compass turns (where I was constantly saying "UNOS" on every turn). Then we got the 060 - 3,000 'til established cleared approach circle 17 (wind 19016G26 at the time), got needle movement, down to 2600...cross the marker (used DME to "officially" mark the OM/FAF) down to 1640. When I got down to 1750 he had me go visually and I was at 1700 when I got the foggles off...stayed at 1700 around the pattern, explaining why and a decent landing (my first "good" one from the right side) to finish it off.
Got the handshake after we taxi'd in (the scenic route - way the hell down to E to cross 3/21 and then back up to B to park) and shut down.
It was cool...I only had to wear the hood for the no gyro approach and unusual attitude and he wore it for the rest of the flight (which was neat).
All in all a good ride and thanks to everyone for the help lately.
-mini
PS
The bastage didn't even ask me how to know when you're under class Bravo airspace...*grumble grumble*
