[QUOTE=jsfBoat;1014759] I just want to be successful and happy from here on out 100% of the time,

That's probably not realistic, especially in aviation. There will be ups and downs. But it's good to have a goal.

Do "full mission profile" chair flying sessions. Starting from the very beginning go through EVERYTHING, including every little detail, callout, maneuver, approach, and emergency. In 121 training you will mostly know what maneuvers, emergencies, and approaches you will get, but maybe not the order. Repeat this as many times as it takes. It will take time but it's well spent.

Why a Saab?

It will improve your odds of getting called by somebody.There are no guarantees in aviation. Success in 121 training will largely eclipse part 91 training failures, but you might need several PC's of track record which means several years.

Everyone seems to have horror stories about the FSDOs - many for good reasons I'm sure; but to say that this is the way FSDOs do business (when I counted over 80 in the listing on the FAA website), well...I say that is likely an exaggeration in my opinion.

There are probably tools in every office even and I'm sure that there are individual FSDOs who have a particular item that they watch harder than others (probably caused from personal experience); but again - to say that all FSDOs are the same is an overstatement.

Are you saying that the ONLY reason you failed the mentioned checkride was because you flew an approach at airspeeds referenced in the POH and the examiner's OPINION was that this published airspeed was too high?

USMCFLYR

That's pretty much what I'm saying lol.

I was doing a single engine approach and landing for a MEI/CFI initial ride, and I was getting bumped around, so I was keeping the airspeed between 90 and 95 knots (piper suggests 90). The examiner said that he thinks 90 knots is way too fast to come in on final in a seminole, so he therefore would not give me the benefit of +/-5 knots that the commercial pts allows for. When I told him what the POH says, I stated my opinion that it is better to have a little extra airspeed because I would not want to get slow and low in a low performance twin like the seminole and he said that opinion "lacked all common sense". I came back three days later to fly a single engine approach at 75 knots. I had 'good' engine at full power to not drop like a rock, but that was apparently what he wanted to see.

Wow that is nuts.

My guy tried to pull that on me as well. 90 @ 25 is what the POH and AFM say (look at any transport catagory aircraft's AFM and you will see the same thing). I told him I want more positive control and stay WAY ahead of the power curve on a single engine approach. Thankfully he didn't say anything more but insisted on flying a SE approach "his" way. Really good DPE but he is sure set in some of his ways.

I would flight like hell to have that one overturned. I have two minor issues on my two failures (one each) but that takes the cake. :eek:

Thanks for all the replies guys. I've been in the military for the last 10 years (half-way!) and I'm going to reach into my grab bag of tricks that the Army has taught me, with some help from reading about BUDS training. Like the guys going through BUDS, I can't think about flying the line when I start out training (like them thinking about being a Seal or EOD), I have to take it "one evolution at a time", and maybe sometimes just one task at a time to focus my energy on. I can't complain about the things I DON'T have, just have to use what I have to get the training done. Also, I'm happy to have been hired, not the first choice company or equipment, but still happy. Realized I could still be working at Wal Mart pushing carts or bagging groceries. I've been more nervous and scared then when I was going to basic, there I could think the worse as being Full Metal Jacket. I'll put my best foot forward and give 100% to this, already told the GF that she's on the back burner until I get done with training. I appreciate getting an online version of a slap in the face to make me snap out of my funk. I CAN do it and I'm going to kick butt and take names!

BTW, I just thought the Saab is a cool looking airplane.

Don't feel bad about liking a specific plane, just dot let it define where you apply and what offers to accept. A plane is a plane no matter how big or small it is. If someone gives you an offer to fly (insert plane here) and it fits your quality of life requirements, take it with a smile on your face.

Also word of advice, NEVER tell a woman she is on the back burner... You might as well tell her you slept with her best friend. (I hope you were exaggerating)

I can feel your pain. I have 3 failed checkrides under my belt. I have over 12000 hrs with six type ratings. I failed 3 out of the 6. One rating was failed due to 10 kts below a vref speed. But It was my fault for not catching it. My first failure was 20 years ago. Second one happen 16 and the third was 10 years. All I can say is time heals. I too think its like comitting a murder because we live in a perfect profession. Most guys make it with out a blemmish on thier record. It makes me sick at times thinking about it. I'm in the corporate side of flying. Now with the PRIA changing I am gonna be doing alot of explaining. I have flown a large jet around the world many times. I hope that experience helps me out someday. Just keep your chin up and keeps setting goals.

[QUOTE=NCR757dxr;1015255]My guy tried to pull that on me as well. 90 @ 25 is what the POH and AFM say (look at any transport catagory aircraft's AFM and you will see the same thing). I told him I want more positive control and stay WAY ahead of the power curve on a single engine approach. Thankfully he didn't say anything more but insisted on flying a SE approach "his" way. Really good DPE but he is sure set in some of his ways.

I would flight like hell to have that one overturned. I have two minor issues on my two failures (one each) but that takes the cake. :eek:[/QUOTE

The POH for the Duchess recommends 8" MP and Prop back to the detent for the zero thrust setting for a simulated single engine operation. I did this, and the DPE for my MEI didn't like that because "...you can't read 8" MP on the gauge." He wanted 11-13"s of Manifold Pressure because a pilot can "read that." This and not having the transponder to "ALT" on takeoff were what screwed it up for me.

I know plenty of guys who haven't failed a check ride, that I would NEVER allow them to fly my loved ones. It's a shame that the industry is like this. The guy that decided that he was some sort of a Bob Hoover (yes I like Hoover more than Yeager) flying a B-52 that never failed a checkride, and wound up killing people. There are both great and horrible pilots that haven't and have failed checkride(s). I wonder if the crew that decided to roll the RJ on a ferry flight that wound up killing people on the ground, wonder if they or the other RJ crew that took off from the wrong runway, had a spotless record. All I want is the opportunity to prove myself.