Posted by: Patrick | October 5, 2014

IFR Check-ride, Oct 4th 2014, El Monte CA

Patrick Alexander IFR Check-ride, Oct 4th 2014, El Monte CA

My Check-ride (CR) starts with reviewing and completing the paperwork. It’s mostly electronics and e-signature processes. We start at 13:00 and finished around 18:30

Oral part (almost 3 hours)
-review airplane maintenance logs in details, better to know where to find dates and details, for example he is looking to see if you can find transponder last maintenance date
-when ifr rating is required
-staying current with ifr
-safety pilot and requirements for safety pilot
-ifr required equipments
-ifr required maintenance
-flying with GPS? What kind? Certified? Up-to-date? How will you know?
-dual VOR? What are requirements for VORs ? checks? What kind?
-draw and describe pitot static, here is what he asked me what will happen if a bug block the pitot static? I said the airspeed will show nothing, but apparently he didn’t agree, then we talked 10-15 minutes on how is pitot static measuring the airspeed, so the answer to his question was that airspeed will show 0. Alan is very much detailed into the wording, zero and nothing in this case where not the same thing, so be careful choosing the correct phraseology
-draw and describe gyro equipments
-icing, what kind? Why icing is bad? What are the de-icing equipment in the plane, what to do when encounter icing
-does turn coordinator measure bank?
-when flying with no gyro what are the best ways to change heading? Timing and paying attention to compass error
-what are compass errors?
-flight plan form, box 7 and 13, what are these and what to put there
-review flight plan, why choosing the route, what are the considerations
-alternate and requirements
-ask all kind of stuff on the IFR chart, markings, MCA, MRA, MEA, MOCA and details for each
-ask all questions about the approach plate for destination, all markings on plate in details
-RVR and flight visibility and all things around when legal to land in IMC situation
-what are different phases of flight during approach? This was confusing again, but he needs exact wording for each one.
-review weather and details, go over 20 charts that I printed ahead of time, one day before flight charts and flight day charts, ask questions on each chart
-describe ILS
-lost comm during IFR flight and what to do? AVEF , MEA decision

Practical (over 2 hours)
-on the ground he gave me this clearance
-VFR downwind departure and then 54678 is cleared to practice area then clear to GOLDI via radar vectors POM, POM R164 to GOLDI, hold south at GOLDI, altitude 5500, frequency 125.5 , squake 1200
-After the hold I have to call up ATC and ask for practice approach to AJO VOR-A followed by ILS 26R for KCNO full stop.

We flew to practice area and did two unusual attitude recoveries and then vectored to POM and hold on GOLDI. He wants to see how the correction for wind will be done on hold pattern, for me I was off by 15 sec on the first inbound which I correct the timing for second outbound and have almost nice 1 min inbound leg on the second time.
Upon leaving the hold I called ATC and request approached for AJO and CNO. The sky was very crowded around AJO, (there was a flyin going on) so ATC vectored me 3 times, heading 140, 110, 90 and then cleared to PDZ, setup GPS for AJO as a secondary backup but he immediately took it out and change the screen and didn’t let me to use and see the screen, something line GPS failure and asked me to rely only on VOR for procedure turns and approach.

On the missed at AJO we vectored for ILS CNO, it was straight forward and not much complication; I use GPS for this part and activate proper legs as needed.

After landing at CNO we taxied back requesting tower route for EMT, here is what we got
54678 is cleared to EMT, after departure fly heading 260, join V363, POM, direct, 4000, 125.5, squawk from tower on departure.

Flying back to EMT was normal and executed a normal GPS approach. We flew over the runway and landed on 19, taxi back to row 18 and shut down.

I had 1 or 2 cases that went over 100 ft but fixed it immediately, he didn’t say anything, as far as it was corrected he was ok with it, my heading was ok during the flight and no comments made on that either.

My take from Alan Johnson is that he is a fair guy, will give you chances to correct the mistake you did. He needs to hear the exact words and phrases that are in books, nothing should be translated or other words should be used instead. Pay close attention to communication, don’t miss any call. He is not helping at all in the flight, just seating there and evaluating your flight, so if a anything is missed he will bring to attention later. IFR training is tough and the check-ride with Alan is tough too, but I take it all in because I wanted to learn all details and have competent and confidence when going into the clouds just by myself.


Leave a Reply

Fill in your details below or click an icon to log in: Logo

You are commenting using your account. Log Out / Change )

Twitter picture

You are commenting using your Twitter account. Log Out / Change )

Facebook photo

You are commenting using your Facebook account. Log Out / Change )

Google+ photo

You are commenting using your Google+ account. Log Out / Change )

Connecting to %s


%d bloggers like this: