So, I woke up this morning at a quarter to six, and was showered and dressed and out the door shortly after. I grabbed some coffee at Starbuc-buc-buc-bucks and waited until they opened the airport so I could finish my planning in the pilots lounge.
I spent a few hours last night studying and plotting out the trip to Paso Robles airport, but I waited until this morning to get current winds/weather so I could finish the math. After a half hour, I had all that done so I studied some more. During this time, I heard the tower clear 8258 Sierra for flight and watched my instructor take off w/ my plane (I admonished him not to break it before my exam), then later on heard him cleared for landing. I walked out on the patio and watched it land and snapped a couple pictures.
I studied some more, and finally, it was 9 AM. I went to the classroom where the examiner was already waiting. He introduced himself, and we got started. First, he briefed me about the test, including giving me an idea of the structure, told me I could take notes if I needed to help with mnemonics (does GOOSE A CAT mean anything to anyone else? It does if you're a pilot... or an animal hater). Finally, he collected his fee (I can see the value in doing that BEFORE the test begins) and we got started.
He quizzed me on systems, regulations, and spent a lot of time on airspace. He had me list off all the altitudes, visibility requirements, cloud clearances, necessary pilot qualifications, and required equipment for each airspace. Class golf airspace may be uncontrolled, but that sure doesn't mean it's uncomplicated. There is a LOT to know about it, and after a little bit of pain, I got it all out.
One thing I missed a little on was the oxygen/altitude requirements. I had the right ideas, but got some of the numbers wrong. No biggy, just something to study up on.
Finally, I showed him my flight plan to Paso Robles (no confusion about THIS airport, that was a relief. If there was a Palos Robles or Palo Rosso, I'm sure we could have had another Baker/Bakersfield moment) as well as my weight & balance worksheet. After he approved this, I called 800-WX-BRIEF and got the weather.
Dial, ring, menu, then: "Hawthorne flight service station."
Me:"Good morning, I'd like a standard weather briefing."
Him:"Go."
Me:"Flight type will be VFR. Aircraft tail number is November 8258 Sierra. Aircraft type is papa alpha dash two eight dash one six one. Departure airport is Santa Monica, flying via Thousand Oaks to Camarillo (he asked me to get weather for our actual flight, not the flight plan) and back and forth around the Simi Valley practice area. Estimated time of departure is, uh, about forty five minutes from now, and planned altitude is..." I glance up as the examiner gestures the number "4" with his hand, "four thousand five hundred, with maneuvering at four thousand. Estimated time in the area is about one and a half hours."
Him: "Well, you picked about the worst time possible to fly out there."
Me: "Uhhh....."
It turns out that there's lots of turbulence, wind shear, and the local airports report gusts from 25 to 35 knots. I ask him about taking the Special Flight Rules Corridor down to the Long Beach practice area instead, and he reports winds that are a little, but not much better. The poor winds, plus my relative unfamiliarity with the area (I'd want to spend some time looking at the charts before I maneuver down there) makes me make a hard decision.
"Glenn," I start, after briefing him on what I found, "it's not great." He responds with "it's your call. We can go fly if you want, or try and reschedule the flight portion."
Now I'm stuck on the horns of a dilemma. I'm driving up north on Monday, and I'm losing my margin of error here pretty effectively. He's assumed a perfect poker face, and there's no indication from him about what to do. Gradually realizing my role as Pilot in Command is in effect, I come to a decision.
"I think we should abort. I really want to take this test right now, but the winds are too heavy." I'm concerned about maneuvering close to the ground, also worried about what these up and downdrafts will do to me during precision moves like Steep Turns that have tight tolerances before you fail the maneuver, and consequently, the test.
He nods, then sits back. "I couldn't say anything before you made your decision, but I agree with you. Good call on the weather. We'll reschedule for tomorrow at 4."
We chat for a little as the owner of the school comes up. He asks us what's happening, and the examiner tells him. It's such a beautiful day out that the owner seems skeptical, but when he tunes into the Van Nuys ATIS and calls Camarillo and Oxnard for weather, we hear words on the phone like 'gusting' and 'turbulence'. Finally, he turns and agrees with the call as well.
But there is a complication... the plane is reserved from noon to five on Saturday! Someone else is taking their check ride with an examiner in Van Nuys. Hoping that he'll be back a bit early, my examiner and I pencil me in tentatively for that block and on Sunday for a backup.
Tomorrow morning, I'll take the plane up for a little last minute practice and to gauge the weather myself before the other student leaves for Van Nuys. I can hope for the best while I plan for the worst.
General Weather... you got Napoleon, you got Hitler, and now you got me.
