- link to previous progress check: [[Joey Steiner Private Phase 5 Flight]] # Recheck Items from Previous Progress Check - normal approach/landing - everything else incomplete # Notes - ==**clearing turns are to be done just before entering the maneuver**== - it is never acceptable to do clearing turns, then make a position report, then the maneuver - flew back from NW shore of lake apopka to the airport at 1,300 feet - I would recommend going to a higher altitude ## Radio Communication - need to consistently read back callsign when responding on the radio - did not read back that we were cleared for left turn north westbound on takeoff call ## Normal/Crosswind Takeoff and Climb - good job ## Use of Trim - good job ## Cockpit Management - good job ## Collision Avoidance - good job, other than not doing clearing turns just before entering into maneuver ## Turn Coordination - good job ## Maneuvering During Slow Flight ($\pm 150$ feet, $\pm 10 \degree$ heading, $\frac{+10}{-0}$ knots) - gave options of clean or landing configuration, chose landing - within tolerances - well coordinated ## Power off Turning Stall - good job ## Power on Stall - good job ## Spin Awareness and Recovery Procedures - good job ## Basic Instrument Maneuvers ($\pm 200$ feet, $\pm 15 \degree$ heading, $\pm 10$ knots) - within tolerances but incorrect bank angle ### GPS Direct to function - good job ### $180 \degree$ Turn (IR) ($\pm 200$ feet, $\pm 15 \degree$ heading, $\pm 10$ knots) - ==*used 30 degree bank angle*== - stated would use orlando approach - ==**asked if there was an emergency frequency and it was 121.4**== ## Emergency Operations (Engine Failure) - failed engine within gliding distance to FA83 - did not go to the airport but selected a road on the north shore of apopka - asked if we were at 2,000 feet about how far we could glide and he stated about a mile - asked what the glide ratio of the airplane was and stated it was 9:3 or 3:1 ## Ground Reference Maneuver ($\pm 150$ feet, $\pm 10$ knots) - turns around a point - entered on the upwind ## Traffic Patterns ($\pm 150$ feet, $\pm 10$ knots) - good job ## Go Around / Rejected Landing - good decision to go around - ==**fly and configure the airplane before communicating with the tower, we should NEVER be descending while calling the tower to inform them of the go around**== ## Normal/Crosswind Approach and Landing ### Attempt 1 - unstablized, elected to go around ### Attempt 2 - good job ### Attempt 3 - good job ### Attempt 4 - good job ## After Landing, Parking and Securing - good job