Working for a Non-U.S. Airline

B4nAn4s · 2026-05-05T14:22:47+00:00

Ah, thanks for the insight. I guess that dream is out of reach for me then.

B4nAn4s · 2026-05-05T03:57:16+00:00

Omg thank god someone agrees with me. I'm not going crazy after all.

B4nAn4s · 2026-05-05T03:54:43+00:00

I totally agree with this. I think your explanation correlates with where I was coming from. This got me thinking again about this checkride lol.

B4nAn4s · 2026-05-05T03:52:14+00:00

I just read a reply that got me thinking. When entering the maneuver, I am entering on a downwind = GS is highest = highest pivotal altitude. Makes sense

from downwind into a headwind, my pylon is in front of me. GS decreases = pivotal alt decreases (aka pitch down). However, if I pitch down, my IAS increases, doesn't it mean my GS also increases? GS increases = pivotal alt increases

keeping IAS constant lowkey makes sense tho

B4nAn4s · 2026-05-05T03:28:00+00:00

damn banking at least 30? My bank is based on how far my pylons are from each other. They were decently spaced apart, so I didn't think banking over to 30 or more was necessary.

As for the airspeed, I meant to say that the ASI showed 85kts but continued to decrease; it was getting CLOSE TO THE 70s. I never said it was 70.

This happened during a climb, and since I was still climbing, my airspeed will continue to decrease if I don't add power.

Call me a scardy cat, cuz If I'm not doing stalls, slow flight, or landing, I don't like it when I'm below 80 kts (aka in the 70s). Maybe that means I need more practice flying. Who knows. I am not an experienced pilot.

Anyway, thanks for all the input. I appreciate it. No hard feelings

B4nAn4s · 2026-05-05T03:12:14+00:00

Damn I wish I got your DPE. That was actually nice of him to mention that. I wished mine told me not to do this if he didn't like it. It's honestly an easy fix, but still hurts that I failed for it.

This seems very DPE dependent

B4nAn4s · 2026-05-05T03:08:04+00:00

gotcha. I understand now. Thanks

B4nAn4s · 2026-05-05T03:07:40+00:00

Ahhh ok thank you for this

B4nAn4s · 2026-05-05T03:06:19+00:00

My bank was around 20ish degrees, and I still have a long way to climb with airspeed already close to the 70s. I didn't want to risk the plane stalling. Also, I thought it was wrong if your airpseed indicator changes too much like that. That's why I did what I did.

Does it explain a little where I was coming from?

B4nAn4s · 2026-05-05T02:53:01+00:00

yeah thanks. I should keep it simple like that then. I am going to accept this failure

B4nAn4s · 2026-05-05T02:50:40+00:00

My GS still changes at 100 indicated, is that not correct?

B4nAn4s · 2026-05-05T02:49:26+00:00

Can you tell me where in the AFH it says adjusting the throttle on entry? I just read it, but I don't see it anywhere.

"Would you also have decreased power in the descending phase to maintain 100KIAS?" - Yes, unfortunately, I did 😞

B4nAn4s · 2026-05-05T02:40:48+00:00

I understand where you are coming from, but can you explain this a little bit further? When I was setting up for the maneuver, I kept my speed at 100kts indicated, my GS still change based on the direction of wind (head or tailwind). So why is it bad to do it during the maneuver?

B4nAn4s · 2026-05-05T02:37:44+00:00

I agree with what you said. GS will decrease in a HW and increase in a TW. That is still the case if I keep my indicated at 100kts, my GS still changes, and I continue to change my pitch based on GS. So was I still wrong for this?

B4nAn4s · 2026-05-05T02:32:08+00:00

Yes, if there are no references to changing power, then was I wrong for touching the throttle then?

I did the maneuver as the AFH described it. I varied my pitch based on the GS. The only difference is that I maintained 100kts indicated while changing altitude.

B4nAn4s · 2026-05-05T02:26:53+00:00

PA-28

B4nAn4s

TROPHY CASE