Looking for Instrument checkride stories/advice

[Copterpilot213]

Hi everyone, I have my Instrument checkride scheduled for October 1st. I'm looking for advice or instrument checkride stories. I'm a firm believer in learning from other peoples' experiences, any replies are greatly appreciated.

 

Also, anyone that has done their Instrument checkride with Randy in Arizona please let me know how things went!

 

Thanks in advance.

Edited September 19, 2007 by Copterpilot213

[IFLY]

If you have thermals popping by the time you get to the flight you might want to call a continuance and fly early in the morning. Depends on what your used to plus the thermals are starting later in the day now.

 

I tried it and failed the first time because just 50 feet before getting to DA I hit a thermal and pegged the needle, I probably only climbed 20 feet. I tried to fly a VOR approach and had them vector a KC-135 (HEAVY) over the top of me, we left. I finally gave up and flew again early in the morning and everything went very smooth.

[rick1128]

I did an instrument add-on, so the requirements are a little different. One thing you do need to plan for is to be given an engine failure sometime during the checkride. It's kind of like a night auto. Straight ahead until you can see. Each maneuver is a separate event. Just because you feel you did poorly in one, don't let it effect how you perform the following events.

 

Good luck.

[Flip]

One piece of advise: don't forget the hood...

 

Not that I did that or anything...

 

Flip

[500pilot]

I did an instrument add-on, so the requirements are a little different. One thing you do need to plan for is to be given an engine failure sometime during the checkride. It's kind of like a night auto. Straight ahead until you can see. Each maneuver is a separate event. Just because you feel you did poorly in one, don't let it effect how you perform the following events.

 

Good luck.

 

 

Unless things have changed drastically since the 90's auto's/simulated engine failures are not part of the instrument checkride. The only emergencies are partial panel. In the UK it is different but not with the FAA as far as I know.

[FauxZ]

Don't forget you are allowed to have the examiner maintain straight and level flight "autopilot on" while you prep the approach and tune radios and stuff. All they are allowed to due is hold heading and alt as far as I'm aware though. Other than that, pretend they aren't even there and just fly the aircraft.

[Copterpilot213]

Thanks everyone! I'll respond tomorrow, I've got to go to sleep... I have a 2AM flight. Keep the responses coming! Anything and everything might help not only me but hopefully others as well.

[joker]

"Straight ahead until you can see"

 

I would make a gentle turn to wind.

 

I have a 2AM flight.

 

That's harsh.

 

Hey, this advice is too late, but might help others.

 

What ever you do wrong (we all make mistakes) correct it according to your training and the regulations. For example, if you forget to start a clock to time your approach, and the examiner pulls the GS circuit breaker, your only option is to initiate a go around immediately.

 

Or if you miss the intercept, ask immediately for revectoring.

 

If you forget to arm your GPS approach, ask to be re -vectored.

 

The ability to recognise a mistake and deal with it safely is as important as making no mistakes...because we all make mistakes.

 

Joker

[rick1128]

Unless things have changed drastically since the 90's auto's/simulated engine failures are not part of the instrument checkride. The only emergencies are partial panel. In the UK it is different but not with the FAA as far as I know.

 

500,

 

It is not listed directly. but is covered under emergencies. All the examiners in our area do it especially in single engine ships.

[Copterpilot213]

Thanks everyone for the responses,

 

@ IFLYEVERYTHING

 

Yeah that's good advice, but I've heard with thermals most DPE's take that into consideration and are a little bit more lenient. I guess you experienced the opposite of that though! d'oh I can see how getting a continuance is a good thing to keep in mind, thanks.

 

@ Rick1128

 

That's interesting, I've practiced a lot of IMC auto's in the simulator but haven't done any in flight. I'll have to double check the PTS, I don't remember seeing it listed as one of the manuevers.

"Each maneuver is a separate event." Great way of putting it and I couldn't agree more, thanks!

 

**Edit** Ahh I see you replied, that makes sense. Thanks, I'll be sure to practice that before my ride.

 

@ Flip

 

Yikes! What a way to start the checkride, I think I'll make a checklist of everything I need to bring just in case lol. Thnx

 

@ 500pilot

 

Yeah that's what I thought, I'll get out the PTS later and double check it.

 

@Fauxz

 

Thanks I definitely plan on using the autopilot, I'll have to be careful about how long though because I've been told the DPE I'm going with doesn't like to do autopilot for much longer than 50 seconds. Should be enough time though.

 

I've heard the fly like they aren't even there idea and it's great advice, but I always have a challenge applying that technique. Especially with the DPE I had for my Pvt who likes to add stress to the flight lol.

 

@ joker

 

Yeah the 2AM flight kicked my butt. I had a new ship with different instruments and a different instrument configuration, turbulence along the entire route, 26 knot winds, and to top it all off I had spatial disorientation like crazy, more than I've ever had! (I was doing my best to trust the instruments but I was fighting my "knee jerk" reactions the entire three hour flight.)

 

And here's the really crazy part... The tower in the Class C airspace we went to refused to close our IFR flight plan! That's a standard in the FAR/AIM... I still have no idea why they did that. Plus the RCO for the FSS was out of service... so we couldn't contact them to close the flight plan either.

 

Basically it was a wash... I did get my required IFR cross country out of the way though at least lol. Also my commercial night cross country, two birds with one stone.

 

"What ever you do wrong (we all make mistakes) correct it according to your training and the regulations." Good advice, I just talked to a girl that did a checkride with the same DPE I have and she messed up her DME arc but she corrected it and passed.

 

 

 

Thanks everyone for their responses, you've given me some great info here!

Edited September 20, 2007 by Copterpilot213

[Copterpilot213]

Also as far as the auto goes:

 

""Straight ahead until you can see"

 

 

" would make a gentle turn to wind."

 

I guess really it depends on the situation, obstacles near you, etc... Does anyone know what the standard is/what the DPE would be looking for? I've been taught to fly straight ahead until you go visual.

 

I will of course double check with my CFII and check FAA resources for a specific manuever that's expected, but I always like to get as many opinions as I can on things like this. It certainly can't hurt right?

[joker]

Copterpilot,

 

Of course it would depend very much on the situation requiring judgment there and then. There is always more than one way to skin a cat. We can only make the decision at the time. Well, that's what we are trained for!

 

As I always say, do as your instructor (or DPE) wishes.

 

My point is made in this scenario. If you have an engine failure heading downwind in IMC at 3000' with a cloud base of say 400' and 20kt winds, it seems pointless to remain down wind for 2600' and try to deal with a turn into wind in your last 400'! That's all.

 

Interested to see what your instructor says.

 

Rgds.

 

Joker

[propwasher]

One thing that can get you in trouble - don't blindly trust your DPE. Clarify before the ride whether he will function as a "dumb" autopilot but watch out! If he agrees to act as an autopilot he may just fly with whatever inputs you gave him. If you transfer control in a very slow descent or a slight turn, he may simply freeze on the controls. You're busy doing the brief or reviewing something and distracted. Meantime the helicopter is getting off course or altitude. I've seen two different DPEs do this on checkrides. Stay alert!

[joker]

Propwasher (et al.),

 

Propwasher is right. Find out what kind of 'autopilot' you have before your checkride.

 

When instructing and doing checks, I tried to be a good autopilot. Not the most basic, but not the most advanced either.

 

Thus I would:

 

a) Stabilise the heading and altitude if no instructions were given to me.

Fly to a heading bug or VS if told to do so.

c) I would not level out at altitude...(mainly for training purposes to see the student is attentive and can properly level an aircraft).

d) I would not capture VOR / ILS courses.

 

At the transfer of control, I would expect to hear something like, "Autopilot on, You have control, headng bug set at 310, level 1000 feet." or, "Autopilot on, You have control, heading bug set, in climb 500fpm."

 

Joker

Edited September 24, 2007 by joker

[Copterpilot213]

@ Joker

 

I did a pre-checkride flight with our chief flight instructor who told me to expect to do an IMC auto sometime during the flight. I didn't get a chance to ask him specifically (it was quite busy) but I got the impression that he would be looking for me to turn into the wind (if I knew for sure where it was coming from) and to avoid any known obstacles in the area.

 

It turned out that he didn't have me do one on that flight, but I'm going to do one more flight with him before my checkride and I'm pretty sure he'll have me do it then.

 

Your scenario definitely makes sense, I agree.

 

As far as autopilot I have been practicing the same things, set heading bug on course and call out what you would do if you were setting the autopilot.

 

@ Propwasher

 

Thanks, yeah from the previous people that went up with him he will basically hold a course, altitude, speed and if you want a climb. He doesn't like to do it for more than 30 seconds and if it's more than a minute he really doesn't like it. Thanks for the advice!

 

 

@ everyone

 

Well, it got moved one day later to October 2nd. I've got a few flights with our chief flight instructor and my CFII scheduled and a bunch of grounds, in addition to the studying I'll be doing on my own. I hear the DPE will ask me to file and open an IFR flight plan which shouldn't be a problem and I found out the best thing for me to do is keep talking. Talk about everything I'm doing, what I need to specifically do to correct it, keep busy the whole time. When I do that I'm spot on, when I don't I falter.

 

I look forward to completing this and thanks again for all the info!

[Azhigher]

lol, I did my instrument checkride with Randy in AZ just a few months ago.

 

My advice: Check, double check, and check again departure procedures from the airports you're given for your assignment. I was told over and over that KCHD didn't have any departure procedures but low and behold, yes they do.

 

Hit wx charts really hard. Be able to identify them by looking at them and know what information you can get from them.

 

Know that the first leg of your flight plan before you get on a victor airway you pretty much have to treat as your own victor airway. I.e. make sure you've got obstacle clearance and radio reception, 4 miles on either side, blah blah blah.

 

Finally, (And this may only be an issue with me) but when you're in the stack verbally going through your checks, remember to shut up if there's someone on the radio. It may throw off your rhythm but it'll help you out in Randy's eyes.

 

Oh, and MATSFOOLMATS. Know it, love it, use it.

 

 

Ok, I think thats just about all the mistakes I made on my checkride haha. Passed though!! I'll keep my fingers crossed for ya.

[Copterpilot213]

Thanks Azhigher, great advice I really appreciate it.

 

One thing though, what does MATSFOOLMATS mean? I might just be using a different acronym but I can't figure that one out lol.

 

Thanks again and congrats on passing your checkride.

[Pogue]

Thanks Azhigher, great advice I really appreciate it.

 

One thing though, what does MATSFOOLMATS mean? I might just be using a different acronym but I can't figure that one out lol.

 

Thanks again and congrats on passing your checkride.

 

91.205

 

Magnetic Compass

Altimiter

Tachometer

Seatbelts

Fuel Guage (for each tank)

Oil Pressure gauge

Oil Temperature gauge

Landing gear position indicator (retractable gear)

Manifold pressure gauge

Airspeed indicator

Temperature gauge

Shoulder harness

[Copterpilot213]

Ahh thanks Pogue! I use CAMALSFOOT

[Tenacious T]

Might be too late but, CHECK THE NOTAMS!!!!!

[Copterpilot213]

Thanks Tenacious T, it actually got moved to tomorrow October 2nd. Checked up on things and so far everything looks good. RAIM predictions for the airports I'll be flying at show no problems so that's cool.

 

I'll let everyone know how it goes, thanks again for all of the advice!

[Azhigher]

Sooooo? Good news bad news?

[Copterpilot213]

I passed! Thanks to everyone for the support and advice! Instrument flying is one of the hardest things I've ever done.

 

Time to get back to VFR flying, commercial checkride in a month or less!

[Copterpilot213]

P.S. I'll post details about my flight soon.

[Optigirl]

I passed!

 

I knew you would Jeff, And big hugs.

Congrads...

 

~Lana