After some scheduling difficulties due to weather, as well as my catching a nasty cold, we finally got back together to finish the practical. Same drill – I picked him up at his office. We talked about last weeks bust, what a good learning experience it was, etc. Then off to finish what we couldn’t get to before.

He told me to depart VFR, and gave me a clearance to fly (since I hadn’t passed that part of the test last time), which consisted of some radar vectors, and the interception of a radial. The vector he’d given me was taking me through the radial, so I kept flying it. He then turned me back to the radial (this was a test to be sure I wasn’t going to do what I did last time – I passed), and then issued intersection holding instructions. I was flying straight in on the opposite side of the holding course, so a parallel entry was called for. I told him that’s what I’d be doing, and mentioned that I could technically do a teardrop from there as well. He said “your choice”. I did the parallel, and as I almost got established on the inbound course, he said “OK – fly heading 150, and let’s see a steep turn to the right”. No flying the hold? OK by me. Steep turns went fine.

Next he asked me to put the plane into a climbing right turn. I did, and he said “OK – now put your head down, close your eyes, and maintain the turn”. I tried, and after about 30 seconds, he said “Look up and recover”. I was in almost a 90 degree descending right turn. I recovered fine, and he said “Good job – now take us home via the Van Nuys LDA-C approach”.

Called up SoCal approach, got a clearance, and aside from not descending soon enough after passing the FAF (I’d have got down there eventually) he had me go visual and land. All done!

So now I’m instrument rated. Truly another license to learn. I recommend it highly. It was challenging, exciting and really fun. It has also made me a MUCH better pilot. More accurate, more in tune with the airplane and my surroundings, and more aware in general. I had planned to get my commercial now, but I’ve decided to wait a while – maybe a year or so, to just enjoy this, work on the house, and spend more time with my gorgeous wife and fabulous daughter.

So there you go.

I felt really prepared for today. The examiner told me what we’d be doing after we finished the oral last time – the BUR ILS 8 to a missed, back around for the BUR VOR 8 to a missed, out to the practice area for steep turns, unusual attitudes, holds and then back for the VNY LDA-C. I’ve flown all of those approaches before, so I knew I could do them.

Since the examiners office is at the extreme south end of the field and the plane is at the extreme north end of the field, he told me to preflight and just come pick him up. I did, and arrived 10 minutes early. After a few minor questions, we were on our way.

I got my clearance to BUR, taxied back for takeoff, did my runup, and set up my avionics. I wanted to do absolutely everything I could before we took off, so I even got the ATIS at the departure airport (it’s close enough that you can do that from the ground) before we left. We were cleared to go, so off we went.

The departure procedure calls for runway heading below 1700 until crossing a radial, then a turn to 210 to intercept and fly another radial. I’ve flown this departure many times, so I was very prepared. Only I wasn’t. Once I got close to the second radial to fly outbound, I started turning to intercept. The DE said “What heading are we supposed to fly?” I stopped turning to make sure I was doing the right thing, and said “he didn’t give me a vector, so I’m flying the DP”. He said “OK”. But it was far from OK.

I got around to about heading 300 when the controller came on and said “Cessna 57E – turn immediately to heading 210”. I did, and the next thing I heard was “Cessna 57E, you may have been involved in a pilot deviation – I have a number for you to call – advise when ready to copy”. I freaked. The controller MUST have made a mistake. The DE said “Well, that about kills it for today – do you want to fly some approaches anyway?” I was incredulous. I said yes. I flew the ILS 8 at Burbank then the VOR-A at Van Nuys (partial panel) fine. We landed and started talking.

It turns out that the DP only calls for the intercept to the LAX 323 radial in the case of lost communications. Is says to fly heading 210 and EXPECT vectors. Simply put, I flew it wrong. I got in touch with my instructor, and asked him to describe the procedure for me. He described it exactly the way I flew it – the wrong way.

We went back to the DE’s office to get my paperwork and to call the phone number I was given. I was extremely polite, and explained that I had misread the DP, that I understood how dangerous it was, and (hoping for sympathy) that I was on a checkride. I got the sympathy I was looking for – the guy was very nice, explained again why it was so dangerous, and told me that he wouldn’t be filing a pilot deviation. I thanked him profusely.

So I have to go back Monday for one more approach, holds, steep turns and unusual attitudes. Oh yes – and to show I can fly a DP correctly. Not happy today, but not as unhappy as I’d have been if I had just flown poorly. The DE commented that I flew fine – but being asked to call the TRACON is pretty much your no-brainer bust.