Instrument Checkride Info
08-11-2008, 06:35 PM
#1
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Joined APC: Aug 2008
Posts: 2
Instrument Checkride Info
I've been a private pilot for years and finally blocked out a couple of weeks to take a 'cram' IR course. It's going well, and I'm a week or so away from my checkride. My questions/requests - what is the 'real world' overall pass ratio for the checkride? What tips does anyone have to make the checkride a bit easier to handle?
I'm 50 and just want the IR to sharpen my skills and not be as worried about being trapped between layers on cross-country's....
Thanks for any input you can provide.
I'm 50 and just want the IR to sharpen my skills and not be as worried about being trapped between layers on cross-country's....
Thanks for any input you can provide.
08-11-2008, 07:09 PM
#2
Gets Weekends Off
Joined APC: Jun 2008
Posts: 191
The IR is quite possibly, in my opinion, the one of the finest ratings you can achieve. Flying through the weather, and not just around it, is a very rewarding experience. I passed my checkride on the first try, but barely. The oral exam was pretty tough. Make sure you know alternate minimums, currency requirements, holding procedures, etc.
08-12-2008, 07:23 AM
#4
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Joined APC: Jun 2008
Position: USAF
Posts: 1,398
Oral: Takeoff minimums for part 91
Landing minimums for part 91, flight vis, etc
Metars/TAFs
Aircraft systems
lost comm proc. VMC/IMC
What would you do if you had 6 minutes of fuel, already did 1 ILS approach to mins and no visual runway (maybe 80ft ceiling)? A: You would need to inform ATC of an emergency, break mins fly to the runway, etc.
Checkride: Brief Approaches logically, watch your altitude, checklists (descent, cruise, takeoff,etc) be capable of flying VOR/ILS approaches without GPS orientation.
Landing minimums for part 91, flight vis, etc
Metars/TAFs
Aircraft systems
lost comm proc. VMC/IMC
What would you do if you had 6 minutes of fuel, already did 1 ILS approach to mins and no visual runway (maybe 80ft ceiling)? A: You would need to inform ATC of an emergency, break mins fly to the runway, etc.
Checkride: Brief Approaches logically, watch your altitude, checklists (descent, cruise, takeoff,etc) be capable of flying VOR/ILS approaches without GPS orientation.
08-12-2008, 01:14 PM
#5
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Joined APC: Mar 2008
Position: 135 FO
Posts: 148
Oral:
- Lost Comms is the biggest part... they'll probably give you a scenario "you're on this flightplan and you lose comms at the XXX VOR while in IMC, what would you do"
- Be sure you can pull out an IAP/enroute chart and identify everything on the chart.
Flight:
- Be careful on your DME Arc... those twist a lot of students around, especially if you haven't been practicing them for long. Think through it before you start turning.
- The examiner will likely talk MUCH less than your CFI did. They may not talk to you during the approach at all. If they don't say anything near MDA/DH, don't forget to go missed at the appropriate point.
Good luck! The IFR rating is, in my opinion, the most fun type of flying you'll ever do (once you get that hood off).
- Lost Comms is the biggest part... they'll probably give you a scenario "you're on this flightplan and you lose comms at the XXX VOR while in IMC, what would you do"
- Be sure you can pull out an IAP/enroute chart and identify everything on the chart.
Flight:
- Be careful on your DME Arc... those twist a lot of students around, especially if you haven't been practicing them for long. Think through it before you start turning.
- The examiner will likely talk MUCH less than your CFI did. They may not talk to you during the approach at all. If they don't say anything near MDA/DH, don't forget to go missed at the appropriate point.
Good luck! The IFR rating is, in my opinion, the most fun type of flying you'll ever do (once you get that hood off).
08-12-2008, 01:51 PM
#6
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Joined APC: Jun 2008
Position: USAF
Posts: 1,398
just to add to the DME arc thing... there are three main points to a DME arc: distance, altitude and direction... once you are orientated to the fix, you don't have to worry about turning the VOR 10 degress, etc, etc (that method is a little illogical)... just adjust your course to hold the DME (i.e. holding a 10nm DME, when you see 10.1 gently turn towards the fix) it is a very easy task! Some people actually fail on the checkride.. mostly because of the altitude loss while they are trying to turn the OBS. All ATC cares about is your distance, altitude and direction.
and also: Don't forget to ID the VORs
and also: Don't forget to ID the VORs
08-14-2008, 11:23 AM
#7
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Joined APC: Jul 2007
Position: ERJ - 145
Posts: 1,631
I agree that the instrument rating is probably the best and most important rating you will ever get. Whether you are just a private pilot who flies occasionally or a comercial pilot flying IFR all the time, it is so important. It is also the one I had the most fun with. Nothing is more rewarding than doing an entire flight off instruments and being "part of the ATC sytem."
08-14-2008, 03:17 PM
#8
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Joined APC: Jul 2008
Position: piper driver
Posts: 14
I failed the oral on wx charts. surface analysis charts, radar summary charts, significant wx prog charts, weather depiction, I even got asked about the lifted index/ k index charts. the aviation weather services book AC 00-45E has them all in it.
08-18-2008, 12:43 PM
#9
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Joined APC: Oct 2007
Position: CFII
Posts: 184
Use a flight sim and work on holds and approaches. Know weather charts, all lost comm procedures, know all acronyms, etc. There are a lot of definitions to remember. MEA, MOCA, MCA, MAA, MSA, MAP, DH, MDA, the list goes on. Know them all. min equipment for IFR, a lot about weather. Standard mins, airmets, sigmets, know all symbols on your charts. There is a lot, which is why its the most rewarding. Much more than the commercial.
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