Narrative:

Acting as PIC and CFI, I was checking out and completing the flight portion of BFR for pilot who had been inactive for 6 yrs. After completion of air work (slow flight, stalls, steep turns, emergency procedure), we proceeded to airport for training work. We had departed mkg about 1 hour prior and at that time, wind was variable and runway 6 was in use. The landing airport is approximately 8 mi south of mkg with runways 9/27 and 18/36. As we were starting to run late, I assumed the wind was the same as mkg at departure. The wind had actually reversed and now was 10 KTS out of the west, so we made a landing downwind, and me not realizing it or even checking, landed, taxied back to an intersection and proceeded to depart on runway 9, (another pilot heard our traffic call and also landed on runway 9). We then proceeded to use runways 18/36 for the crosswind practice and while landing on runway 36, I let the plane get away and we veered off the runway. I recovered the plane and got it back on the runway with no further problems. I believe my actions that day, while not reckless or careless, left much to be desired in terms of plting technique and instruction. In retrospect, I realize that I was pushing the inactive pilot rather that letting the pilot set his own pace/comfort level and me assuming more of an evaluate role. I was concerned the pilot would feel I was holding him back or delaying his return to flying. In that mindset, I allowed very sloppy and unsatisfactory sits to develop. In the future, I will not allow that to happen by controling and slowing the pace -- not pushing and not to worry so much about the hobbs meter, and make the priority about good technique and safety.

Related reports:

Google
 

Original NASA ASRS Text

Title: A C150 CFI FEELS THAT HE WAS 'PUSHING' HIS 6 YR INACTIVE STUDENT PLT AND ADMITS TO MAKING SOME POOR DECISIONS AND EXHIBITING POOR FLYING TEACHING TECHNIQUES WHILE DOING LNDG PRACTICE AT 3GM, MI.

Narrative: ACTING AS PIC AND CFI, I WAS CHKING OUT AND COMPLETING THE FLT PORTION OF BFR FOR PLT WHO HAD BEEN INACTIVE FOR 6 YRS. AFTER COMPLETION OF AIR WORK (SLOW FLT, STALLS, STEEP TURNS, EMER PROC), WE PROCEEDED TO ARPT FOR TRAINING WORK. WE HAD DEPARTED MKG ABOUT 1 HR PRIOR AND AT THAT TIME, WIND WAS VARIABLE AND RWY 6 WAS IN USE. THE LNDG ARPT IS APPROX 8 MI S OF MKG WITH RWYS 9/27 AND 18/36. AS WE WERE STARTING TO RUN LATE, I ASSUMED THE WIND WAS THE SAME AS MKG AT DEP. THE WIND HAD ACTUALLY REVERSED AND NOW WAS 10 KTS OUT OF THE W, SO WE MADE A LNDG DOWNWIND, AND ME NOT REALIZING IT OR EVEN CHKING, LANDED, TAXIED BACK TO AN INTXN AND PROCEEDED TO DEPART ON RWY 9, (ANOTHER PLT HEARD OUR TFC CALL AND ALSO LANDED ON RWY 9). WE THEN PROCEEDED TO USE RWYS 18/36 FOR THE XWIND PRACTICE AND WHILE LNDG ON RWY 36, I LET THE PLANE GET AWAY AND WE VEERED OFF THE RWY. I RECOVERED THE PLANE AND GOT IT BACK ON THE RWY WITH NO FURTHER PROBS. I BELIEVE MY ACTIONS THAT DAY, WHILE NOT RECKLESS OR CARELESS, LEFT MUCH TO BE DESIRED IN TERMS OF PLTING TECHNIQUE AND INSTRUCTION. IN RETROSPECT, I REALIZE THAT I WAS PUSHING THE INACTIVE PLT RATHER THAT LETTING THE PLT SET HIS OWN PACE/COMFORT LEVEL AND ME ASSUMING MORE OF AN EVAL ROLE. I WAS CONCERNED THE PLT WOULD FEEL I WAS HOLDING HIM BACK OR DELAYING HIS RETURN TO FLYING. IN THAT MINDSET, I ALLOWED VERY SLOPPY AND UNSATISFACTORY SITS TO DEVELOP. IN THE FUTURE, I WILL NOT ALLOW THAT TO HAPPEN BY CTLING AND SLOWING THE PACE -- NOT PUSHING AND NOT TO WORRY SO MUCH ABOUT THE HOBBS METER, AND MAKE THE PRIORITY ABOUT GOOD TECHNIQUE AND SAFETY.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.