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| Got my DA40 checkout done in N321PF today! |
After finishing the pre-flight, my instructor and I hopped in and we got the engine started. We taxied a short ways to do the run-ups. This is my third flight in the Diamond Star and I felt that I was able to get things done faster. After the run-ups were complete, we taxied over to Runway 30 and got ready for takeoff. I visually cleared the final approach and departure ends before moving onto the runway. I advanced the throttles, began takeoff roll, and we got airborne.
We started the flight by picking up where we left off the last time I flew the DA40 by polishing up my landings, so we did two laps in the pattern and got some touch-and-go landings in; two to be exact. They were definitely an improvement since last time. After a quick stint in the pattern, we made a left-crosswind departure to the south and started climbing in altitude. My instructor made a few radio calls to one of his students, who was in the area to check on him while I focused on flying the airplane.
We made a circling turn just southwest of the airport until my instructor had me overfly the airport well-above the traffic pattern and headed east. Once we were to the east of the airport, we went straight into maneuvers, my first time doing so in the Diamond Star. We started with slow flight, so I pulled back the engine power and did some maneuvering at slow airspeed. We then did some stalls; we started with power-off stalls since were were already slow and configured for landing, so to speak. I waited for the stall warning horn go off and then the airplane began dropping before I initiated recovery. I then did a power-on stall. Different airplane, but similar methods. I again waited for the stall warning horn go off while engine power was at full power before the plane dropped followed by the subsequent recovery process.
After doing stalls, we did an emergency descent simulating an engine fire. I then pulled out the emergency checklist and went through it before recovering from the subsequent simulated engine-out scenario. I still have yet to get to know the DA40 better in many aspects. But for the most part, my instructor was satisfied with my performance. The last maneuver we had time for was the steep turn. It was very clear to me that I still needed to get used to the G1000 instrumentation instead of a round, gyroscopic instrument. But for the most part, things were alright.
We then headed back to the airport and finish out the flight by doing some more landing practice. From the northeast side of the airport, we flew overhead and entered the traffic pattern for Runway 30 as the winds changed since we took off, and got set up for a touch-and-go landing. I made a very good landing and my instructor noticed! I applied power once again and got back in the air. The next landing would be full-stop, so my instructor challenged me to do a short-field landing. Once again, I got set up and then tightened my pattern legs and aimed for the runway threshold in order to make the 1,000 foot markers. However, on short final just feet off the ground, the airplane just dropped! It even caught my flight instructor off guard! As it turns out, we experienced a little wind shear! Thankfully, the landing wasn't all that bad, but it was definitely not a short-field landing!
We cleared the runway at the next available taxiway and we taxied back to the ramp and over to the fuel pumps where someone was waiting to take the plane after us. We went through the shut-down procedure and shut the engine down, signifying the completion of a successful checkout flight. After vacating the plane, we filled out my logbook; and my flight instructor gave me my checkout endorsement for the Diamond DA40 Diamond Star, another milestone in my aviation career!
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