Leslie Henninger, DPE, on the Instrument Checkride

thank you thank you close a nice turnout I really appreciate everybody making the effort to get out here tonight my background just for those of you who don't know me is I flight instructed for years and years out of Midway and accumulated some nine thousand hours of flight instruction given which some people makes think make me certify the certifiably insane or at least enable to state that but I enjoyed flight instruction and one of my favorite activities was instrument instruction and I've formed some opinions and some techniques and you points on it all of which I had to abandon when they handed me the Bible so my opinions on how things should be done don't matter as long as whatever you do fits within the practical test standards so this is the Bible for this test and we'll be referring to it in detail because that time to administer the test and so there's no mystery about it and the point of the seminar is to communicate with you how we utilize the pts and how you can better prepare for the test I'll go through the basics of preparation I'm going to go into a great deal of detail on the oral you do have a place in the back of your newsletter programs there there's a an outline of how this is going to go and you may just want to take your notes on this because it kind of follows the direction I'm going so after that we'll talk about some of the things that might happen in flight and I'll give you some insight into what the FAA is doing about GPS and the things that are not historically as dominant on the test I want to encourage I'm pleased to see all of you here because when you're here it means you're kind of self selected to pass the test I've often advertised that people who come to the seminars have a 95 percent pass rate but I think that's more due to your interest in showing up than it is to my wonderful seminar but I'd like to take some of the credit so how many here are preparing for an instrument test ok that's most of you and how many here are instructors that's a lot please see you here - and how many here are here to get a refresher Oh a lot of double counsel now and that's good alright so as far as the test goes the the materials that we use as our documentation for giving this test obviously are the fa RS so you'll have to have your copy of the FS there's reference to regulations in that any government publication that has to do with whether would be heavily referenced in the pts and of course the FAA is instrument flying handbook I'm sure there's a better-looking version out now but this is my old one that I've been hanging on to so the pts makes reference in each of the tasks to what their source of information is so at the very beginning where the task is listed it tells you where their references are and those are the references that are appropriate and legal additionally the poh for the airplane is a reference so you have to know the systems in your airplane and how to operate it so be prepared with those materials I would suggest that the instrument oral exam guide kind of interesting but I'd borrow one from somebody before I paid money for it because they tend not to go into the scenario style questions like we're supposed to on the practical test so it may not be as useful as you think but if you want to just get a broad spectrum of everything go ahead and use that and we are putting the tape or putting this seminar on video so it will be available at the flight schools for your friends and other flight instructors to use for their students the beginning of the test is always going to start with an application and a checklist of the things that you need in order to get this test handled without any missing paperwork so inside the practical test standards you'll find a checklist of things that you need to bring it really is useful for you to have that checklist in your hand it's you know day day before the test so you know everything you have to bring I've highlighted the view limiting device because I've developed a rather firm opinion that boggles are really not that useful for instrument instruction anybody who's taller than about five eight can just use them as sort of sunglasses at the best and so they're not too useful so since the adequacy of the view limiting device is up to me I carry around a little cardboard hood so maybe you'll want to wear your foggle might put a little cardboard hood over you so the goal here is not to keep you from cheating because I believe most people aren't intending to cheat it's just that they're getting peripheral information with the fog that they're even unaware that they're getting and I've seen this demonstrated when I've tested private applicants for example who have only used foggle and I put them under a Morag and adequate view living device and they sometimes are unable to recover from unusual attitudes so think about using something else and getting better value for your money on your instrument training aircraft documents of course will have to be present in the airplane and you'll have to know what they are and what they're supposed to be the aircraft maintenance records we're going to go over those because I can't get in an airplane it's not air worthy or I could get in serious trouble with the FAA which is one of my main objectives in life is to not get in that situation and it should be yours too and so we'll go through the annual and hundred hour inspection you'll have to locate these you can do a summary sheet before the test which is very accurate but you also have to be able to open up the manufactured and point out the inspections it's a lot of people can say the list but sometimes they haven't had opportunity to look at the maintenance records as often as they should so we're increasing the emphasis here at Lois because maintenance department is somewhat reluctant to release them but we've talked them into letting them out for the flight tests so that we can make sure that you guys don't get out of school without having actually spent a fair amount of time looking at them at the logbooks so anyway back on the inspections the annual 100 hour the 24 month IFR check which is the pitot static and altimeter test the altimeter test is an additional test you can't just say pitot static and assume it covers the altimeter because the altimeter is a separate calibration you'll always see a list of altitudes that are calibrated by the radio shop so it's really three components to that pitot static altimeter and transponder test then there's the 30-day vor check and I don't go in you don't have to memorize all the different ways of doing a vor check I would probably only ask you if you had to do one today how would you do it and most people are in a position to do a dual vor check so that would be the most common answer and how close does it have to be it has to be within four degrees for a dual vor check and of course that has to be within 30 days and I won't expect to see you do one unless you need to do one that day so you know do it ahead of time so you have one less task to do once you're getting airborne personal equipment oil current aeronautical charts and flight and approach place obviously computer in Flour most of that has been done before you get to me at least so you wouldn't be doing much with that but have them along flight plan forms flight log being the various legs that you are traveling and the Kerr name I don't know why they didn't say the F air is there but they would expect you to have that personal records I'm checking everybody to make sure that they know that you have to have a picture ID now so obviously you'll have to have your picture ID for the test as well as to be pilot command and you'll have to have your pilot certificate and medical certificate the 8710 we'll go over that in a minute and you'll have to bring your knowledge test report we can't use a copy of that we have to have the original it doesn't happen very often that people bring a copy but I can't give you the test without the original the log book with your endorsements if you have not passed before we need to see the prior notice of disapproval so we know what areas absolutely have to be tested and if you're approved school then we I need to be able to look at your graduation certificate which is usually just in your file and of course the examiners fee now most of the examiners move that to the top of the list but we just take care of that at the beginning of the test so of course after we get you relaxed and have a little conversation we're going to be checking your application and I've just put a sample up here and highlighted some problem areas that still happen on applications you should mark that your if you're going for airplane single-engine instrument then you should mark that it's airplane single-engine if your private obviously mark the private box and then basically it's what it's what ratings you want to end up with after the test so those are the ones to check there get your name in the right order it has to be last name first and metal and make the comparison to what your pilot certificate says because it has to be the same consistently and try not to change your eye color I had a file come back because somebody's eyes change from brown to blue and I didn't check it so watch out for that most people are going for the do not use on social security number now so if you want to get rid of your social security number as your pilot certificate number you just fill in do not use up there and the next time you get a certificate it'll come out with a new number just another new number to memorize but you're carrying it around with you anyway so it's not a big deal see all the years on these dates the dates are all supposed to be expressed in two digits two digits and then four digits for the year it still gets through Oklahoma City with two two-digit years but they're going to change their mind one day and all these applications will come back in the hours you don't have to fill out all the categories you don't need any specific amount of total time so the categories I'm looking at are the fact that you have received cross-country instruction because you had to have done a dual cross-country for instrument so that could not be blank you have to have 50 hours of tea I see and my test of that is I look at the last entry in your logbook and if if you wrote in there if it the cross-country column totals 51 hours then you probably don't meet it you probably don't meet this requirement because this is pilot and command so a student a pilot who had cross country duel before his private has to subtract those dual hours the solo hours that you had before your private our pilot in command but not the dual hours after you have the airplane single-engine land certificate all the training that you're doing that's cross-country for instrument does count as pilot and command cross-country even if you're in the clouds so that can count so your logbook should have at least fifty three hours of cross-country in that column usually it's going to be 55 56 and then I'll just go back and look at what do across countries you had and subtract those out and we come up with 50 hours we're okay if you don't have the 50 hours I cannot give you the test because it would be bad for all of us it wouldn't be a valid rating and I could get in serious trouble again so we've got to watch out for that now as far as now let's give up okay we're on the instrument number of instrument hours you notice this first line is airplanes and so the instrument column is any dual that's good adorn actual actual instrument conditions goes in there you have to have at least 20 hours in there now to make up the other 20 hours you need for the 40 you could use simulator or training device time and you can use training devices a what they have here at Louis that's not full motion a simulator you're probably not going to run into while you're training for this rating simulator would be a full motion like airline simulator so at least 20 hours in the instrument airplane category at least 15 of your hours have to be with an instrument instructor and usually none of that's too big a problem okay and of course we have to have it signed and dated by both you and your instructor try to make the dates that you and your instructor signed them the same because that is guaranteed not to cause any problems okay after we get past that we will point out to you that there are there is a summary of the things that I have to test you on on the practical test this is again is out of the pts and it just tells us all of the areas that we're going to have to test you on and so this will be my guideline although things get moved around it all gets covered on this test there's nothing that can be left out there also on all these tests our special emphasis items most you know we have all the same special emphasis items runway incursions collision avoidance checklist usage controlled flight into terrain there's a whole raft of them but the main one on the instrument test is partial panel so that's why we have so much emphasis on this that you actually do one whole approach one non-precision approach is partial panel just to read the section I've highlighted towards the bottom here it says a non-precision partial panel approach is considered to be one of the more demanding situations that could be encountered if applicants can master this situation they can successfully complete a less difficult precision approach if an actual partial panel approach in IMC becomes necessary a less difficult precision approach should be requested if available so here's the FAS opinion and I must agree with them and I happen to agree with them anyway that an ILS would be the most desirable thing to do if you ever got stuck with a partial panel situation I've heard a lot of people and I've seen a reference for it I think Jeff's amuses makes this statement that people want to go and get a no gyro surveillance approach and then my next question for those people is how many of you done and the answer I get is none for one and so I have to ask them if this is the thing that you want to be practicing while you're in the middle of this emergency and plus the fact that they're not available everywhere the closest place around here is Rockford so you know if you have to fly 45 minutes out of your way to get a partial panel no gyro approach you're going to be fatigued by the time you get there so you might as well go for something accurate like an ILS and of course if the ceilings are high enough you don't even have to pay attention to the glide slope you could do it as a localizer but the fact is an ILS is going to give you the most accurate indication of when it's not going well it'll show you the quickest that things aren't going well so it's the ILS is considered easiest but we'll be doing a non-precision one partial panel that's what they tell me to do continuing with the emphasis items cockpit resource management now the most important element of this for you people is that they list air traffic controllers as a resource in the real world if people get in trouble we would like to know that they would talk to the air traffic controllers to help solve the problem in fact the air traffic controllers would be thrilled if you would talk to them to solve the problem rather than just wandering off into space so this might be useful for you if it happened today I was giving an ATP check ride and due to the winds and some bad vectoring the applicant didn't intercept the localizer before the glide slope was below the center so this was a bad vector even though she did the smart thing and took a little harder cut at the at the localizer it was a bad vector so she was only supposed to get a quarter scale out of out of Tolerance on that 480p and by the time she legitimately could start down on the ILS she was already half scale but she did a masterful job of capturing that so I deemed it that she had not exceeded that not exceeded the standards in the pts continuously and that she had taken prompt corrective action so she solved her problem but another solution to that would be if you get a bad vector you can ask the controller to evict Rhea and there's no reason why you shouldn't do that so he's a resource in that respect and certainly if you ever find yourself having gone full scale inside the final approach fix you better better immediately say this is a missed approach and if you call it and deal with it with ATC it's theoretically possible I could let you go do it again I could say well he did get a bad vector maybe we'll let him do it again but if you just continue to fly it with a full scale needle it tells me that you don't know to miss and you don't know that this is a problem especially don't be descending with a full scale that's a definite no-no ok then we get into the subject of checklists the FAA and I through watching people fly airplanes have gotten increasingly serious about checklists and checklists can go two ways checklists are very useful for making sure you're not missing things but they can also be a distraction so there is a section in the pts it talks about checklist usage and they they tell you that you shouldn't use the checklist to the distraction of flying the airplane so if you drop the airplane to do a cruise checklist then that was probably a mistake and if it's a Skyhawk and I see that you've leaned it and trimmed it and adjusted the power I'd have to say you did a cruise checklist so I couldn't argue with that as long as all of the tasks are accomplished on the checklist that would be appropriate for the phase of flight but if you're starting the airplane and running it up without a checklist and you're going to launch into the clouds it seems like a failure of this special emphasis item so get engaged in the checklist and make sure you're using them the checklist that I passed out is just additional items that you would blend into the checklist that you do for your pre-flight it could be that your checklists are already established to include all of these items but these are things that you'd want to include somewhere in your procedures or maybe just use something like this at the end of your checklist to make sure that all the IFR items are done one thing you want to do absolutely is get as much done on the ground as possible absolutely get as much done as you can on the ground and that way you will save yourself time and energy in flight the other thing is if we're taking off out of Loess and we're going to pick up the clearance in the air having communicated with flight service on the ground but pick it up in the air why not get the ATIS at the destination Airport before you talk to the controller then we don't have to worry about listening to the controller as well as trying to listen to the ATIS and this works at other airports too if Chicago approach hands you off to Milwaukee approach there's a gap there he doesn't expect you necessarily to show up in the first 30 seconds on the new frequency so he could take that time to listen to the ATIS undisturbed and not be off the frequency with the controller when he expects you to be there so try and get as much done on the ground as you can and have that stuff out of the way for you weather is a very significant issue on an IFR test have you all seen these booklets that the FA put out when they changed all the weather jargon and terminologies or the abbreviations so it's nice if you can get one of these they're free at the FAA get one of those and it will help answer all the questions about the about the details on the weather there are so many good products out on the internet and as pilots I would assume we're all computer savvy to a certain extent so get as much of this stuff as you can it's fun to look at and it's very educational and as many of these graphics is you can bring to a test it's very interesting so here is a this is a surface analysis with some radar put on it and this was you know somebody brought these exhibits and I just said hey can I use these for a seminar so this was you know a real good weather briefing that this applicant was able to provide me and more interesting weather than usual - and here's the same day you got icing potential at 6,000 feet and so this gives you a nice graphic of where you can expect the most severe icing and help you in addition to winds aloft with temperatures identify where those situations are weather depiction get a nice graphic on that this this particular version actually tells you what the phenomena are that are causing the obscurations or low ceilings and that was the same day and now we know the marginal and the IFR areas very visually and then most close to the flight schools have radar depicted somewhere or you can just click a couple buttons and find out what the radar looks like so here's the same day and we're looking at the radar that was the most recent and none of this weather was really too threatening for the flight we were going to do so that helped clarify the weather for us now also a lot of people are still getting a more do aughts looking type of this is a opa but do Anza looks like it you can get these and it's perfectly alright if you want to have everything printed out in plain language if they offer you a little button for plain language I would think it'd be silly not to take that so it's not my job to have you do it the hardest way possible I just want to see how you're going to function in the real world so go ahead and get it translated if you want so but if you're going to bring this kind of textual textural information be sure that you can interpret it and in fact the best way to do this would be to go through and highlight on each page what's pertinent to us so that's this started with the an area forecast and then Hermes just about any ear mat that's out there would affect us for an IFR flight wouldn't it so we have to pay attention to these and pick up their myths that apply to us now the problem with these textual text descriptions are they give you these sequence of locations and sometimes people can't pick up exactly what the outline of that is in their head now we can pick up some familiar looking symbols in there and say oh there's joliet if it's close to Juliet we know it's near us but even better than that would be to get one of the graphics that come on these computer sites where they actually give you a graphic depiction of the various kinds of air mats and whether you're in that area or not so these I think are extremely useful and very valuable when you're discussing your air mats if you don't have that you can find one of these little handmade charts that allow you to draw in the air mat yourself and if anybody ever came to me with a text air mat and one of these little things filled out I think they're a genius and I'd be very pleased at their thoroughness and their access to the resources that are out there so try and pin down the rms we will talk about air mats for icing and surprisingly people are not always able to give real clear descriptions about how to use an air met fry Singh the main point you want to remember is that if the question might be phrased if there's an air meant for icing does that mean we won't fly today and the answer is not necessarily no but you have to be able to give me some information to back that up so you might fly if there's an air met pricing but there is no clouds or there's an air met pricing and it's at 14,000 feet or there's an air met fry Singh and the clouds that they said where there are forecast to disappear and you could say I'd have to see if the clouds in fact go away but surprisingly sometimes people have difficulty coming up with a simple statement like if there's an airman for icing I have to stay out of the clouds or visible moisture which is really the bottom line and also if we know there's just a little thin layer that's burning off you can say well I know the bases are at such and the tops were reported through pilot reports as being only a thousand feet above and nobody's reporting icing so pilot reports are good input on whether or not it's a day you could fly with an airman for icing another question would be well do you have to be in a cloud to get icing and the answer is no you could be in freezing rain and I suppose some types of fog ice fog or dense fog could do it too but freezing rain if you fly into freezing rain what should you do and surprisingly some people wanted to send now if you're descending in the airports right underneath you that might be okay but the the reason you have freezing rain is that it's warmer above you and it's rain up there and by the time it gets to your airplane your airplanes freezing and it freezes on your airplane it's a very very bad dangerous thing to get into so you should know the escape route is to go up or a very first escape route would be to go back unless it just started raining over the whole area at the same time so the escape route for freezing rain is up or behind you obviously we'll have to talk specifics about the airports we're going to be at and you know if you don't have forecasts for the airport you're at you use the closest ones and then you need the destination Airport and the services will probably print out some intermediate in places and print out your alternate if you gave it one so you'll have to interpret what's going on now where we are and how that affects our decision to takeoff and what's going on at your destination and this is when we get to the forecast section this is where we talk about when you need an alternate and you know people know the alternate minimums are if the airport is forecast at any moment during an hour before an hour after your arrival to be less than 2,000 foot ceilings and three miles visibility which is pretty it's via fire weather so if it's forecast to be less than that as underlined under the one section there in red temporarily between 2100 and 2300 two miles and overcast at 1500 so that would require an alternate well how do we go about selecting an alternate well the alternate has to be available as an alternate so you need to know how to figure out if it's available as an alternate and all you have to do is look on the approach plate and if you don't know to do that I might ask you is any airport with an ILS available as an alternate some people fall for that one but that's not true because if there's no weather reporting at that Airport it's probably not available even if there is an ILS so understand how you select an alternate and it would be great if you would talk about the fuel involved to get there because that's the reason that we plan an alternate is to make sure that we plan to have enough fuel it would be great if you could say well based on these weather depictions that I have I know the best direction to go is this way or that way so I would head that way or I could get to the best weather going that direction but in general the alternate minimums are 802 4 9 precision 602 for precision but that can vary and we know that because on the approach place there's an indication of the little a in alternate minimums on the approach plate and then in the beginning it tells you what those alternate minimums are at the different Airport so be tuned up to give a little discussion on that okay all right before we get into systems we want to talk a little bit about the regulations on currency so how does a pilot stick it's not on your outline so don't look for a spot for it that's why I forgot to put it at the beginning but the regulations for currency are six approaches in six months intercepting and tracking navigation fixes I don't know how you can do an approach without doing that but they mentioned it separately and holding procedures if you don't do that in six months how can you get current well you have grace period of six months where you can go with a safety pilot so a typical question would be who's an adequate safety pilot and it has to be somebody who's who currently could act as pilot and command in the airplane that you're flying so private pilot airplane single-engine land for the current medical and certificate and ID onboard he could be your safety pilot you have six months to get current with that person in the airplane can you file a flight plan no because you're not current if he's current and he's an instrument pilot he theoretically could file but he's not so immune if you later so he probably shouldn't file a flight plan so after that you need to do an instrument proficiency check and the instrument instructor applicants will need to know what's on an instrument proficiency check and for those of you who want to take one you'll look in the pts and there's a grid that tells you what tasks are involved and what you find when you look at the grid is that you have to do basically an instrument check right except you don't have to do the ground plan but instructors know where to find that so a proficiency check is you know basically three approaches holding unusual attitudes and partial panel so that's how you get current after a year but you they give you a whole year to stay current on this stuff okay now we'll get into the systems systems obviously we have to pay more attention to because we need to know when things are not working in the airplane pitot-static system I actually found instrument pilots within the last year who didn't know where the static source was on their airplane this is a little alarming because it tells me that they have no idea if there was a piece of tape over the static source when they took off to go into the clouds so how have they been preflighting the airplane pretty scary so now I've learned that I always ask where is the static source and for those of you who have trained in Cessnas and you move to pipers you better remember or earn that that's on the pitot-static mast then it's all on one device in a piper so that's the trick piper question but nowhere where you preflight for those and if there's any question of icing know that you have to preflight the pitot heat as well you should know that if those are blocked and the pitot heat doesn't take care of the problem that there is an alternate static source on Gee's every plane I've tested in for a long long time now so there is usually some sort of alternate static and there in the Sussman's that set pull knob that's kind of by the throttle and in pipers it's usually a little lever that's under the left-hand side of the panel and know how to operate that and then know what the results are when you're using the alternative static the cabin pressure which it's measuring is actually lower than the outside pressure so that will mimic the airplane being higher and faster than it really is so as a practical question what I do is I ask people if you believed the numbers you were looking at when you're using the alternate static will you be safer or less safe and the answer is you'll be less safe because you believe that you are higher and faster than you really are so that's something to be aware of and of course if for some reason you have a plane that doesn't have an alternate static you can always break the vsi since we value that one the least or at least most of us do and I actually had a pilot one time tell me that he would the device he would use was that fuel tester that has the screw driver on the end of it and he figured that would be a good way to break it without destroying it and I thought this is genius here's a guy who's actually thought of the whole procedure to get this done but hopefully you wouldn't leap right to that and go past the button that pulls the alternate static but anyway the vacuum system this never used to be too complicated now that we have the new Cessnas it's a little more interesting first of all I would ask if you're in the clouds how will you know if you're having a vacuum system failure and obviously you need to know that it's your attitude indicator and directional gyro that would be failing but since they fail slowly typically it would be hard to notice in the way we've picked this up is through instrument cross-check and you might be asked to give an example of how you cross-check on instruments so just tell me you know how you know if you're climbing or descending if you don't have a pitch indicator with the attitude indicator then on a new session all I'm forced to ask the question if the light on the annunciator panel lights up that says l vac how much trouble are you in and many people think that this means low vacuum and then my next question is well if it says vac R how much trouble are you in and the point is there's two vacuum pumps on their left and right and there are some people flying these nice new airplanes that don't know that there's two vacuum pumps in there so understand the equipment that you're flying and what's available also if you happen to have an airplane that has some sort of standby vacuum system you should know and be able to operate that system so if you're in on an instrument flight plan and you have a vacuum failure and you're in VFR conditions EMC what will you do well most people understand this is a fairly simple problem you have to notify ATC some people choose to continue as long as they can stay in VFR and some people say that they would cancel IFR and land either one of those is reasonable anything that doesn't involve flying into the clouds when you know you have this failure is a reasonable course of action but you have to announce you have to do report the failure the then if you have an instrument and you're in the clouds this becomes a little more difficult you'll tell me you're going to report it to ATC and I know from experience they're going to say so you intentions so you have to have a plan in mind and most people understand or they should understand that this is an emergency they probably should declare it as an emergency it's no shame in doing that and there's probably no paperwork if it ends without an accident because remember anytime you have to fill out paperwork that means the controller has to fill out paperwork so if he can avoid it and there was nobody who was too disturbed by this event you're probably not going to have to fill out any paperwork so don't hesitate to use the emergency word if you if you need to and get you the attention you need in general they'll give you as much hop as you need and will also respond well to things that you ask them to do like I'd prefer not to get turns and climbs or descents at the same time I'd like smaller turns if possible I'd like some latitude on heading an altitude which I would think that they would give you automatically but if you make the statement you went on record as asking for it so they'll give you some special handling then the question becomes where where do you want to go well it would be terrific if you knew how far you were from VFR conditions at any given time that should be part of your planning when you're doing an IFR flight plan how far away do I have to get to reasonable VFR because I'd like to get the VFR rather than do something really difficult if it's within a half an hour away but I might ask you how long are you willing to fly to get to VFR if you say you're going to fly more than thirty minutes I know that there are studies out there that say that a pilot gets very fatigued doing this even an experienced pilot will get very fatigued after about thirty minutes so your goal should be to try and get on the ground maybe within 30 minutes so you don't overtax yourself on this so we already talked about what kind of approach would be the best to do and I have in my mind I'd like to do an ILS that say Aurora if I was around here because it's nice and east and west or maybe the localizer into Lewis because that's a nice easterly heading and the reason we do that is because the compass is more accurate for you on east and west why not use that to your advantage so we will talk about some compass errors those being the lag in the lead so and how you're going to fly this if if you have these compass errors so I'll give you a scenario where you're on a heading of three six zero and you're asked to turn two three three zero and how will you make this turn and most people will say well I'll time the turn and you should know that that's a 10-second turn you just divide three into the number of degrees you have to turn and that's the number of seconds that you turn some people who are used to doing the PI pieces they can do the PI pieces but for some reason when you tell them a thirty degree turn there's not a pi piece for that in their heads so they kind of struggle with that but you know if you want to do the segment's in 45 degree increments fine but also make the point as instructors that just divide 3 into the number of degrees you want to turn so they'll tell me it's a 10 second turn to the left why aren't you using the compass well we'd have a lag error in the in this hemisphere so it would lag there any headings where these compass errors are less evident are east and west and all you have there is accelerate decelerate and the question I might ask is if you're on a westerly heading and you go from cruise to a climb at V X what error do you experience and so some people think because you push the throttle in maybe you're accelerating but you're not you're really decelerating you know that the earth sees the plane slow down and so the compass would deviate to the South electrical failure how can you identify if you're having an electrical failure well there's several different kinds of electrical failures but most commonly people will bring up the alternator failure and the two different the two different indicators in Piper's vs. Cessna are worth noting in Cessna a zero indication is good because it says that the use that you're putting on the system is being adequately compensated by the alternator in Pipers so that's an ammeter that's really an ammeter in Piper's it's a load meter and it shows the load you're putting on the system so a load on a piper during the day would you know be four or five of those marks and at night might be six or eight of those marks but it's the amount of use that you're putting on the system so zero in assessment is good zero in a piper means that the alternator is quit so what do we do it's useful for you to know that in both of our in all the aircraft that you'll fly one technique well first of all you check the circuit breakers and then you want to cycle the alternator side of the master switch this is very successful in solving these problems in Sussman's especially Piper's I haven't had as good a track record on it but what it does is reset a relay sometimes there's a relay that trips because of a spike in the voltage and you can get the whole system back and save yourself a semi emergency landing with an electrical failure so what will you do after you perhaps can't get the alternator back well obviously you want to reduce the load you can tell me which things you would be turning off if it's fifty degrees out you're not going to leave the pitot heat on because that's a big draw you can tell how much these items draw by looking at the little circuit breakers that tell you how many amps they are so you can kind of pick out the ones that are high use items and heat and light in anything motion fans those are big items and you've got to keep your your primary instruments and navigation equipment but you don't need a lot of redundancy and obviously this is something you'd have to tell the ATC and you kind of want to keep your transmissions to a minimum because that takes a lot of power to so reduce the load get on the ground or get to VFR as soon as possible and absolutely a report to ATC radio failures I'm going to talk about that in a different scenario so we'll get into some detail on that navigational equipment interesting subject about what has to be working in the airplane which we would talk about when we're qualifying the airplane for flight I would route they ask if any if everything's working in the airplane or something's broken and darned if I don't find that nine out of ten of these ATF's just aren't working sometimes I'm interested enough to turn it on and see if it is working but if it's flat carted inoperative I have tested you on this on the ground anyway so I'm not saying that you should be flat guarding it when it's not broken but I know that some other people have done that but if that's an operative you'll have to be able to tell me that you're going to be able to do the flight as long as the ADF isn't required and remember that if the ADF is required to do a missed approach like on the ios6 left at Kenosha to do the Miss you have to get to the NDB so if you didn't have a GPS to get to the NDB and hold then you really shouldn't be doing that approach if you don't have an ADF in the airplane the GPS if the GPS database is not current we can't use it for IFR it could be used for some situational awareness but it couldn't be a required piece of equipment for a GPS approach or anytime the GPS was required to give you that information so know if your database is current and there are people at the FA who are very very serious about making sure that these GPS have current databases as I read the pts if it's out a date I don't have to do a GPS approach but I have a supervisor now who tells me that I can't use the airplane if the database is out of date so we'll see what how that plays out anyway so you know obviously you need the equipment that you're going to use for the facilities that you're going to use on the ground for the flight and you should be able to give me a you know a reasonable explanation of that and then obviously tell me what has to be done about the labeling and operative and making a note on in the records that the equipment is enough and then obviously it's a pilot command decision all right now we'd be getting into the part of the test that's pre-planned pre-planned part of the test where you've done a flight plan that I get to tell you about in advance so you get to set that up before we get together so you know destinations could be anywhere Lafayette Indiana Fort Wayne Madison Wisconsin anywhere that gives us something to talk about we were talking over the break about what kind of equipment code to use and if you have a GPS airplane and you want to file it as a golf you can if you have a GPS airplane and you choose to file it as a pin out for a uniform you can do that too nobody says you have to do one or the other if the GPS is out of date you shouldn't file it as a golf but with GPS being as prevalent as it is now you will be asked about how filing would do and differ and how route planning might differ if you're using the GPS so pay some attention to thinking about how those changes are when you're selecting a route so you'll have your flight plan some of the things we'll talk about is altitude when we look at the chart and how do you select a valid route in this valid route section is not that you're expecting to get this this is not the route that you expect to get this is a route that you could fly if all else fails and you have a radio failure with ATC so you're not filing radar vectors to Madison even though that's the way the flight will probably go because if you lose radio communication you have no vectors and you have nothing to fall back on so remember that this is always your fallback position and it may not be popular with ATC but it's our responsibility as a pilot to have a position that is manageable for us how many pal walkie i'ts are here okay it's enough to make the point the air-traffic controllers and I are in a constant battle up there because they don't like it when we file over Northbrook because Northbrook is inbound for pal walkie so they always have to rewrite the strip to say some other fix badger is what they like or Simon going west well they actually come around to the flight school and lecture them on how to file so that their life is easy and I've had this discussion with tower controllers over there and I had one tower controller who finally realized what I was talking about and I said let's say that you've given me that this pilot has filed what you want him to file radar vectors to Simon intersection he doesn't have a GPS he takes off on one six at Bell walkie headed towards O'Hare and he has a lost communications in the cloud what do you expect that pilot to do he is going to be wandering around overall hair trying to figure out how to get to Simon intersection and then he said the word liability and I said well maybe your guys should stop coming around to the flight school telling us to file the wrong thing just because they don't like to rewrite the strip so it's a continuing battle and we go through seasonal changes with personnel up there but the point of this is you absolutely must know that this is something that you could fly without any contact with the outside world from A to B and so you need to file to a fix that is close to you to begin with some navigational aid that you can get to almost always going to be a VOR this is assuming you're not filing gps for this trip if you were filing GPS you could say gps direct but then i'd have to ask you how you'd file it without a GPS so you might as well show me the one and we'll talk about the other either way you want to do it but you can't use Janesville as a first fix because you'll see on the low altitude chart that it's more than 40 miles away from you you can't use Bajor as a first fix out of Pell Waukee because that's more than 40 miles away from you so the only correct first fix is a fix that you can navigate to once you're off the ground at your at your departure Airport the only valid final fix is a fix that connects on the approach plate with the airport so that's how you figure out what your final fix is can you connect the dots between a and B so if you file if there's an intersection on the approach plate of your destination and that intersection happens to be on your airway and there's a route from the intersection to the airport that's a valid way to get there you need to get get yourself onto the approach wait for it to be a valid route and truly we're not expecting them to give us this but this is what we need to have as a fallback position as far as route goes the time will be you should figure out the time accurately because again if there's radio failure I'm sorry if there's a radar failure and you're late you're going to have to start making reports in a raid in a radar failure and you'll have to know what the procedures would be for you if you're late and there's a radio failure so the time is fairly important fuel on board it might be at this point that we talk about how much fuel you need for your trip and so you should obviously be remembering that you have to have the fuel to get to your destination fly another 45 minutes and at cruise and get to your alternate so have enough fuel for that and 45 minutes more I'm sorry did I say 45 minutes to your destination anyway get your get your destination get your alternate in 45 minutes more so now how many gallons that isn't how many gallons you're burning so since we're going to be talking about and route charts why not just take a few minutes and read the legend because obviously we're going to talk about this and Jepson has a lot of nice detail in their materials so you can read all of their stuff and you'll know all the symbols before you get to the test same thing with approach byte detail you might as well look all that stuff up and get yourself tuned up on that so those resources are readily available let's look at a trip from that Louis to Madison starting down here at Lewis we find the first fix is going to Joep because that's the first view our closest VR that you could get to people kind of avoid DuPage because DuPage is a active arrival fix for DuPage Airport and oh here so they tend to go out to Joliet and the people at cloud were real sharp too they like to go to Joliet because they know the altitude that is safe between their Airport and Joliet since they're approaching on there I thought that was a very good piece of correlative information to be using as far as a departure fix so then we turn onto Victor 177 and continue up all the way on Victor 177 in Madison the dashed line that I drew in there would be perhaps if you are filing GPS you might say direct Janesville because you can get to Janesville it's equally valid to say direct Madison and let the controller decide whether he's happy with you going direct Madison or not he probably vector you for a while so things that we'll talk about on the low-altitude chart was would be you know let's say they routed you over DuPage and then you were taking Victor 172 up to new alg intersection how would you know when you're at new alg intersection this is just a simple VOR question name the two radials that make up new alg intersection and when the needle Center you're there or you could tell me that you're going to put it in the GPS and you can locate it that way you can also mention the DME off the DuPage as being 15 and all the good details that you can pick off of the chart and tell me that you're aware of I probably would ask you at that point as we go through this intersection here you've got these two little T's on the airway as we go through it this way we don't have any little T's what's the difference there and the difference is when there are the t's there then there's a change in the MEA and if there is no minimum crossing altitude at this you could be at 3,000 here or 2,600 you could get to here and then start your climb to 4,000 as long as you can maintain 500 feet a minute we would also ask you if you are at or if why are there two numbers there on the MEA and mocha altitudes why can't we just use the 2300 well we don't get radio reception unless we have a GPS we don't have radio reception to navigate the airway unless we're within 22 2 miles of the vor how do you know you're high enough if you're not on an airway and you have to remember that we have these numbers that tell you the minimum altitudes in a given area and it's a latitude longitude box again just like on your VFR charts but here in non mountainous area you have a thousand feet of clearance from obstacles so you miss all the obstacles by a thousand feet in the mountainous areas it would be 2,000 feet so we'll talk some about communication along the way if you need to file if you need to get a weather update or if you started off VFR and you wanted to get a pop-up clearance these are skills that you should have as an instrument pilot and I've highlighted the Rockford vor there is showing us several of the ways to get whether we should know that according to the Rockford vor box we can send and receive on one to 2265 we can go both ways on that frequency but we could also transmit on one twenty point one they receive its they receive and we would listen on the vor so you need to be able to do that and we're talking to Kankakee flight service also there's 122 to which a lot of people have forgotten is a standard frequency and if the question was about whether then flight watch on 122 zero is a good answer for whether if you need an IFR flight plan right away or if you happen to lose the frequency that you were supposed to be on this would be a good place to start one of those sector boxes for talking to ATC you could also and I save myself once this way you can also look up an airport that you know yourself to be flying over find out what approach control handles that according to the approach plate and that's probably the frequency you were supposed to be on and if you do it fast enough then they may not have noticed that you are gone but so there's a lot of lot of resources out there you should know how to access them see obviously any detail on the chart is fair game the distances and minimum reception altitudes and all that stuff so just get yourself tuned up on that I won't look for the most exotic things on there but we'll go over this in some detail and then we discuss what might happen in the event of a radio failure so you remember I gave you a flight plan that you file and somewhere on your paperwork I'd write down the clearance that you got her or tell you a clearance to copy and in this case I would anticipate that the controller would say radar vectors to Janesville venez file to Madison maintain 3000 expect six thousand and ten minutes that would be clearly if you had a tower in operation here you know it sounds like a departure control type of clearance so now you've now you know what you filed now you know what you were given and then I'll say alright you takeoff on runway nine and let's say the tower is in operation here when we get all the fancy runways and you're on runway nine they say fly runway heading expect a turn with departure you contact departure and you get no response after one contact or one attempt and no response what will you do now some people want to jump right in - you know Avenue F and MEA the how do you figure out which way to fly and what altitude to fly but we haven't gotten there yet because remember it's one attempt and no response now I used to think that most pilots knew that they should make more than one attempt and they should do some troubleshooting on the radios but then having dragged an applicant through that process well wouldn't you check the volume wouldn't you check this we got out and we took off in actual and he had a radio failure and he froze he did nothing he tried to contact departure and they weren't there and he had no plan and all he was going to do was fly heading out over the lake passing up Gary Tower and everybody else he could have been talking to so I make no assumptions that people know what to do if there's a radio failure so instructors in applicants alike should give a lot of thought to all the things in the cockpit that you can check you can check the headset wires you can check the microphone and the speaker you could plug into the other set of headset jacks and use the other push-to-talk mic you'd obviously check the other radio you would try another frequency you could try flight service over a vor there was actually an accident was prevented by some communication over vor frequency because they could talk to the person through the vor radio but couldn't talk through the the transmitter so there's lots of possibilities of other people to talk to don't forget the volume switch I've made switching panel errors myself pretty embarrassing you know if you inadvertently click that off there's one of the models of Cessna now that's counterintuitive about which way the buttons go for one and two its strangest setup I've ever seen I think you guys have one but there's a lot of ways you can mess up the radios so we should be fairly calm when we have this problem and be a little systematic about going through the cockpit troubleshoot so we expect you to have a fair amount of detail on what you would do in that regard then we're going to say okay none of that works obviously and you should remember that you should keep transmitting because we have no proof that they can't hear you yet all we know for sure is they can't hear us or we can't hear them they can they may be able to hear us that we can't hear them so you would keep transmitting and you might be trying to view ORS periodically to see if they're talking to you over those then a lot of people will immediately launch into where they're going to go next assuming that they're in the clouds well let's not assume you're in the clouds I mean I'll ask you if you forget to tell me what you do if you're VFR but you know the answer is if you're VFR stay VFR and land and squawk what 7600 for that so you know if you fly out of a tower to Airport and you tell me you're going to go back to pal walkie tell me how you're going to be able to do that a little bit of a VFR test here but you need to know that you need to get like on signals you'll probably know the runways because you just took off so you can go back and expect like gun signals if that makes you turn to nervous and you want to land at Campbell then you have to know that you're going to have to get on the ground and call flight service so they can communicate with ATC that you're safely on the ground it isn't just enough that the 7600 disappears when you turn off the airplane they have to be told that you're down safely so in our story out of Lewis if you're on a zero nine zero heading and you had been told that you're you're going to be given radar vectors to Janesville if you filed the airplane as a golf is a GPS you are absolutely capable of going to Janesville so you could follow that clearance if you filed it as an alpha he's not expecting you to do that so probably it's better if you do what he should expect you to do by regulation and that is fly what you filed so it's you know the Avenue F goes assigned vectored expected or filed so far in people no Avenue F and they can recite those names to me you know they can recite what it means but sometimes I don't believe they can apply it and it's like pulling teeth to get them to apply it to a specific situation so instructors be certain to give your students scenarios to find out if they know how to apply the Avenue F list as well as the altitude list and in my story I said 3,000 expects 6,000 10 minutes so you're going to maintain 3 4 10 minutes and then climb to 6 so if this plane was filed as an alpha then and you took off going east on at Lois you would turn and go to Joliet and then file fly the filed route in my story I always have you getting to a fix late everybody knows that you have to hold if you're early and frankly I don't know many of us show up early on our flight plans we're usually fairly optimistic so it might be that we're late so I'll give you a story that we're late when we get to Janesville and we know we can't make up any time or we can't make up enough time to correct the problem so what are you going to do and I'll ask the question if you're at 6,000 feet and you're on this segment between Janesville and Madison can you because you need to get down you're all the way up at 6,000 feet can you go down to 3,000 feet which is the MEA there and some people bite but not too many and you can't because obviously the controller needs you to be predictable if you try to view this from the controllers point of view it may be easier for you to picture what you're supposed to do he needs you to be predictable he would like to be able to predict that you're going to stay at 6,000 feet like you filed until you get to an initial approach fix so another way I might bait you into saying something wrong is well the wind is out of the north and that's why you're late so you're going to do the ILS 3 6 at Madison can you take a turn when you get close to that NDB up there can you take a turn and intercept the final approach course now because I said you're late some people fall for it but it's absolutely not possible to do that because once again if you're the controller when would you anticipate that person turning he needs to know that you're going to follow the procedures so that means you have to go all the way to the Madisonville wire which is the destination on your flight plan so then we're going to try and figure out how you get down once you get to the mast and vor so we've come up on an airway up here towards the Madison vor now what are we going to do next well we need to do the full procedure to get down to the ground so that's why they have a procedure turn here normally the procedure turn wouldn't be used to except in this sort of non radar type scenario and no radio there for now no radar so when do we actually commence this approach well we don't commence this approach until we get to an initial approach fix and the Madison vor is not an initial approach fix so we have a route to get from the madison vor to the Moana compass locator and that is depicted over here as the 2700 and the 180 radio off of the vor some people say that's a heading and then we have to have a little talk until they realize that that's a radial off the vor so they're giving us as that as a route they also label that as 2,700 2,700 is a safe altitude and you won't die and you probably wouldn't get a violation if you went down to it but it's the wrong procedure you should stay at 6000 until you get to the initial approach fix so four point nine miles later you will get to the Moana compass locator well what's it tell us everything that's going to happen as you pass over Moana because you notice you pass over two markers and I had personal experience with somebody thinking that the middle marker is the outer marker and starting the procedure turn and never able to get down to the airport because he was starting the procedure turn too early so it's important that you know the difference in the sound and the light for the markers so the outer mark is going to be blue and it's going to be all dashes if you just remember that the markers get more urgent sounding as you go inbound so it starts with nice slow dashes then SB dots and dashes and then if there's an inner marker it's all dashes so just the level of urgency increases and the outer marker is below so besides that you'll have a if you have an nd being an ADF in the airplane the NDB is going to flip to behind you it's also 4.9 DME from the vor and they also label it as a radar fix but we don't have the access to the radar because we're in a no radio arrival here I'll ask you how far past Mona would you fly and this is a matter of personal taste but in the story I've said that the wind is out of the north so you might want to if you said well the winds out of the north so only go a minute to me it says you're applying and correlating the information in the scenario and since this is all a scenario style test it's good to hear you make those decisions based on the winds that we described so a minute two minutes does it matter how far out you go well there's a limit you can't go more than 10 miles get the 10 mile ring around there then what well we talked about the altitudes I said clearly we have to maintain six to follow the regulations till we get to the initial approach fixed then we start our descent I don't think it's a big struggle to get down from six while doing a procedure turn to get to 2,700 feet which is where you're going to be in the procedure turn and you notice they show you the descent as you're going out from the LOM not from the vor so that's when you start your descent down to the 2700 feet they also list 182 there and what they're talking about is the alternate way of navigating dating outbound on this you could either take the 180 radio off the vor you can track the localizer outbound then we would talk about the localizer being reverse sensing if you're doing that if you have an HSI I'd ask you how to set it up and you have to know if it's an HSI he always set it to the inbound course and it'll always be direct sensing then but few people are taking their initial instrument test with an HSI so okay we're in the procedure turn a 2700 when can we leave that well people say procedure turn inbound that's accurate but you must also say that the needle has to be alive because you're still off in space if the needles not alive so once the needle is alive you can go down to 2,200 feet and we leave 2200 feet when we intercept the glide slope are you able to see when we intercept the glide slope and we noticed that apparently the farmer wouldn't give them this piece of ground for the for the transmitter so he has this piece of ground and so it's 2168 as you pass over the outer marker that's the only reason I can figure those numbers never match up they just couldn't get the right piece of ground to put the transmitter and they need the the proper glide slope angle so intercept the glide slope you start down how low do we go straight in well 1062 is the answer if it's a ILS and everything is working and what does the 24 mean it's our VR it's equivalent to half a mile and it's not something that you know unless the tower tells it to you see pilots never give a pilot report on our VR it's the equivalent of what the pilot would view as a half mile how far off the ground are you when you get to 1062 and it tells us right there you're 200 feet off the ground some people are unaware of how low they get on an ILS let's see that pretty much finishes our failed radios approach that would get you to the airport and keep you in a predictable behavior so we get to talk more about this approach because we could do this if your glideslope is broken in the airplane yes you can do this approach this does not become the localizer three six it's still the ILS three six but the glide slope is inoperative so some controllers get a little fussy if you say I'd like to do it as a localizer he may know what you mean but it's technically not correct to call it a localizer approach it's an ILS with a component inoperative but that's just detailed so yes you can do this how does the profile how does the descent profile change from this point forward and of course you get to go down to 2,200 feet when you're established on final and then you'd actually have to pass over the LOM to start your descent to minimums what kind of rate of descent would we use well this has become a non-precision approach now so you have 2x but I down this is a big weakness on test people doing these non-precision approaches and not expediting down especially if you end up with a tailwind you need to hurry down so you're going to get to the altitude says in the pts you have to ensure getting to the altitude before you get to the mist approach point so the answer is you Dex but ight down to twelve hundred and sixty feet if you're doing this as a localizer so if you get to here and it's and you realize that twelve hundred sixty feet you're never going to see the ground can you execute the mist approach and the answer is you can start climbing but you have to continue flying until you get to the mist approach point and the mist approach point for a localizer is when the time expires now if you have some DME s you get some interesting information there but it's truly when the time expires and cutting in heading back for a moment to the ILS missed approach point is when you get to decision height on the glide slope you don't have to time in ILS there's no regulation that says you have to but if you lost the glide slope in the middle of the approach at least you can do it as a localizer if you'd start at the time so no examiner is really watching your time iOS is anyway localizer approach you can climb if you if you've decided to miss but you have to continue flying straight ahead in this situation until you get to the mist approach point which happens at 2 minutes and 36 seconds assuming the wind is such that you're flying 90 over the ground if you're going to land on 1/8 how does this approach change well the minimums change you go down to 1400 but we see at 1400 feet we are not at pattern altitude because the elevation of the airport is 887 so we're below pattern altitude so we'll always discuss when do you leave 1,400 feet well you're not flying a normal traffic pattern and a lot of people like to say when I leave it when I can make a normal normal approach and landing it's not very descriptive and it doesn't do anything but sound like a road answer that came out of the material that you're provided by the FAA so as a practical matter here's a good way to view this when the FAA calls an approach of vor alpha it's because you're not lined up with a runway it becomes an alpha if you're more than 30 degrees off the centreline of the runway so by their definition you're circling if you're more than 30 degrees off the runway so by their own definition when you get over here and you're within a 30-degree angle of final you're on a straight in so the answer to when do you leave these minimums on a circling approach is when you're within 30 degrees or base to final and you can you know obviously maintain contact with the airport while you're doing that should you miss while you're in this position I'm sorry if you lose track the airport while you're in downwind how do you execute the Miss well you're going to fly back over to where the airport is because you're kind of off in space over here circling and you shouldn't be there unless your visual so you need to fly back to where the airport is and then execute the missed approach that starts over the runway that you did the approach on you wouldn't ever turn southbound because the mistakes you going north it would be pointless to go back to the beginning of the missed approach point down here you just want to angle over to where the runway is and climb out northbound as you're supposed to we'll talk about a more common situation where you're being vectored if you're being vectored I've got you getting vectored down here you're being vectored onto the approach first of all let's say the radios are working but the weather is bad so if they say on the 8th is that the weather is indefinite 100 and a half mile can you attempt this approach and the answer is you can attempt this approach if it's zero zero if you're doing it part 91 it's a private pilot you can attempt it all day long you can do it early in the morning and wait for the fog to burn off and get your six approaches in that way it's a good day to practice all you have to do is make sure you're not going below minimums but you can attempt it whatever the weather is well under what circumstances can you land well if you get to 1062 even if the ADA said indefinite 100 indefinite means sometimes it's 100 sometimes it may be - and it'll be up to the pilot to decide whether or not he can see any of the approach lighting systems at the 200 foot decision height he then gets to go down another hundred feet and then he has to see runway components and then he can land so it becomes the pilots decision whether he had the visibility or not and that decision is made when he's at 1062 on the ILS so back to being vectored on to the final the controller your southeast of the course there and ATC tells you to fly three zero zero expect vectors for the ILS three six can you turn to any hattingh other than three zero zero and the answer is no you have to fly three zero zero because he told you to expect vectors you didn't tie an intercept so obviously if the needle comes alive it's mandatory that you inquire as to why typically will he will have said I have to fly through the localizer for traffic but if he doesn't advise you of that you must point it out to him because you could have disappeared off of radar like I did one time and I actually saved myself by saying you know I'm flying through final going the wrong direction here he said where are you again go hold at Chicago Heights but that was exciting he lost the transponder and forgot it was there so you have to ask you know why am i flying through final so you have to query them the next question is if you if you're given three zero zero intercept the localizer and track it inbound you'll turn when you get to the localizer can you descend with that clearance the answer is no because you haven't been cleared for the approach so you can't leave say 3,000 feet for 2,700 unless he says intercept the localizer you're cleared for the ILS 3 6 if you're cleared for the approach then you can descend as depicted on the profile you might also be asked if the controller set if you're established on final way south of the airport and this happens all the time at pal walkie if you're 13 miles from Moana and cleared for the approach can you descend out of 3,000 feet and the answer is no you can't because you have you are too far away the approach doesn't exist really beyond the 10-mile ring so you have to be within the 10 mile ring and cleared for the approach in order to fly the depicted altitudes as long as you're cleared for the approach then we might talk about if you're doing this approach at 2:00 a.m. would you expect any change in procedures and this is just a clever way of asking you is the tower open or not and you can tell from the approach plate because there's a star by the tower and it says see chaff that the tower is closed and probably 2 a.m. is one of those hours when the tower isn't open so what are the changes in procedures well there's no tower to talk to so they're going to say switch to advisories what frequency do you transmit when they say switch to advisories and since the CTF is next to 1 19.3 the tower frequency is the frequency you'll use the other the other problem is how is the flight plan get caused well you have to call flight service on the ground or you can close it with ATC in flight if you have the airport in sight and you're confident you can continue VFR to the airport you can cancel it in flight how will you get a clear and southbound at 2:00 a.m. so this is sort of an uncontrolled field procedure or you know after the tower operating procedure and you'll tell me you're going to call flight service and I'll say flight service is going to give you a valid time and avoid time let's say you get to the airplane and you start you can't start the airplane should you just wait for the void time to pass and go find a motel and the answer is no you have to tell etc' otherwise they may believe that you've crashed they have no way of knowing that you didn't take off and crash at the end of the runway so understand those procedures let's see these informations here are informational only that is only information for the pilot so if you're being vectored around below 3,600 you might have some cause for concern if you're in this sector over here and 3,100 on the other side it is not a clearance for you to use that altitude if you're not on a segment of the approach so make sure that you're not attempted to say that about that approach okay here's here's a stumper and we are required to test you on ndb's and since most the planes either don't have them or they're broken this is a typical way to question you about this so I might suggest that you're over here and the controller says as he would say when you're out in the boonies radar service terminated direct Peoria vor in your cleared for the approach you're at 3,000 feet describe how you get to the airport well if you read the no procedure turn for arrivals note says if you are on airway radials 269 CW means clockwise I don't know why they had to save the Inc but that's a little trick that they put in their clockwise 248 degrees so what they're what they're technically saying there is that if you arrive on an airway within that sector you're considered going in straight in enough that no procedure turn is required there but I've given you a position where you're not in that sector so the hold in lieu of a procedure turn is what's required here so in order to enter this hold you could use any entry you want it it says to me it should be a parallel entry but some people like to do teardrops because it's a little safer as far as staying on the holding side in blue I've depicted what might happen if you have a lot of wind and you're trying to do a parallel entry if you get to the vor and simply turn to a heading of 331 you may end up being blown out of the hole on the other side so you've technically entered that hold not in the holding air space and the pts will get to that note in the pts it says ensures arrival and entry into the hold within holding airspace so if somebody was going to be real hardcore as an examiner they could say well you should have known wind situational awareness you should have known the wind was going to blow you out of there very easiest way to avoid this is to fly the radial outbound you got a nice radial there why don't we fly it you know it's there use it you're not expected to track adjacent to the radial you're supposed to stay in the holding air space subtract outbound for your parallel entry on the radio and then do the turn on the holding side many many people think you have to go around the hold again and should they be able to see you still they will be annoyed because they don't expect you to do that they want you to do it as a procedure turn just once around assuming that you were low enough if you needed more time to lose altitude in the hold then you could request another turn in the hold and probably get it but ATC absolutely does not expect another turn in that hold okay so now we get into where do we go after we get turned around and how do we know when we're at the final approach fix and be careful on these approaches a lot of times like with the Lewis vor and Clow the vor is not the final approach fix and I see a lot of people start the time and then I just cross my fingers that they're going to start the time when they get to the actual final approach fix which is always marked by the X and here it's the RT intersection and of course everybody wants to use their DME but of course I have to tell them there is no DME and how will you determine which you're when you're at already intersection and there's an easy way in a hard way the easy way is available to almost all of us I most of these cards rotate in the airplane I haven't been in one in probably two decades where the card was fixed I know a lot of the training facilities have training devices that have a fixed card is that true it was no but I think American Flyers has fixed cards so this may be why they're stuck with the formula which is annoying it best to do if you didn't think to do it before you start the approach so but basically with a rotatable card the easy way to do it is dial in your heading if there's no wind it's 151 and then you watch the needle fall off your left side until it points to the 46 degree bearing to the station so when it gets to 46 degrees you're there easy as can be the only subtlety you need to know is if there's a crosswind like we have from the West and perhaps you have to fly 160 to track the 151 radio what you do dial in the card well you still dial in your heading you dial in 160 and then still wait for the needle to come behind you and it'll just get a little farther behind you then I do the math for you over there what you need to know it's the size of this angle here and that'll tell you how far behind your wings is going to be most everybody can visualize where the needle will be but they can't quite tell you what exactly it's going to point to but we see if we take one 51-46 it's 105 degrees or maybe 15 degrees behind your wing if it's a fixed card or you don't know enough to tell me about the rotating the card part then you do the math and you come up with it will point to 255 in a no wind situation so if you are successful in discussing this I feel that you have a adequate understanding of ADF and we might altogether avoid doing it in gear if the plane doesn't have an ADF we're going to absolutely have to talk about this on the ground because I won't be able to test you in flight is this good time okay okay I've got some other approach bites that there will be some discussion about or could be discussion about does anybody know any DME arcs that are closer than champagne South Bend probably still has one they're pretty far away so DME arc is in the test in the pts it seems as if you could interpret the pts that you have to fly an arc but I've also been told that I can't create a an approach where one doesn't exist so we're not going to Champaign to take this test but you should be able to discuss if there's DNA in the airplane that you're using or GPS that would serve as a DME you should be able to discuss how to fly a DME arc so we might look at this approach plate and suggest that you you know you're maybe you're holding over there at lodge intersection and then you're going to get a clearance to go to this initial approach fix Kinzie and then fly the arc so you should be able to give me a reasonable discussion of how to fly the arc and I'm not going to teach how to do that here because that takes a little finesse and a little more than the time we have here but the you know be able to describe how to fly the arc and that might save us having to do it in flight but if the DME is there it's supposed to be tested some other things that this plane might be good for is if you know a valid question is always how many ways are there to start this approach and obviously vectors is one but then you have to look for the initial approach fixes and how do you get to them well we have to initial approach fixes where the arc starts and then we have Roberts vor at the top we have a reference to the Danville view our as an initial approach fix and it tells you the routes to get from all of those on to the final you also could be given if you're coming up from the south you could be given direct champagne cleared for the approach late at night that's what a controller might do he might just say cleared for an approach and it will be up to you to do whatever you want if the tower is closed so be able to discuss how you could fly this approach starting at the vor and again it's fly outbound do the procedure turn and it closely parallels what we were doing up at Madison on that approach so I'm not going to go into a lot of detail on it I've highlighted the time section because there's no time there why is that true well DME or GPS is required for this so if you don't have DME you won't be doing this unless you have a GPS so there's nothing time if deeming is required okay little closer to home we'll just pull out some plates for approaches that we might do on the test the ILS two left to add to page is handy for the people down in the South area here the obviously the convenient iOS is our two of them ed to page in one of them at Aurora I haven't forced anybody to go to Midway unless they're flying out of Midway because they're you know very uptight about slow airplanes at Midway but anyway so you know it's possible we could do this approach and certainly I doubt it very many people have ever started at the Joliet vor as an initial approach fix but you should know how to do that just take your radial off of there and intercept the final here we only have an outer marker there's no NDB so please remember to have your markers turned on and your radial dialed in from O'Hare so you can find that be very careful on these cross radials I see an awful lot of people get the radio like 10 degrees off because there is reading it so double-check yourself on dialing in these radios because you could be way off clearly on these approaches when we're doing them as directed we must identify all of these fixes all these stations that we're using the nav aids and if any ADF is being used you have to listen to the NDB throughout the approach you can have the sound turned down but the reason you have to listen to it throughout the approach is there's really no way to tell if it failed in a fixed position so that's why you have to monitor that one throughout the rest of these have flags the rest of the nav aids have flags that's why you wouldn't have to now I've drawn them this in there because it's very convenient to and fairly easy to get with ATC to take the publish mess and sometimes they'll let you whole but sometimes they won't but at least if you start the publish miss you can get to the DuPage vor and you should be ready to get there and what might come next is a full vor approach 210 now on this approach this could be given to you as a GPS approach so that's a possibility if we're going to throw in a GPS is one of your nine Precision's but once you've gotten to the initial approach fix you're going to fly outbound and do a procedure turn I want to caution the instructors if you're not doing procedure turns in your training it may be a serious oversight because there's a lot of confusion even when I get ATP tests there's a procedure turn required on the ATP test and there is a lot of confusion about doing procedure turns and when to descend and all that so include this in your training and be sure you know how to execute it properly so we see down here that while we're flying the procedure turned from the vor we maintain 3,000 unless they give us something else which they sometimes do and then once we turn inbound and we've intercepted then we go down to 2200 another mistake I see frequently on that is that they forget to go down to 2200 and that makes a really big rush to get from the viewer and often doesn't happen so you have to know when you're missed approach point is going to be so if you don't have DME or GPS you're going to have to time this for sure and remember that this is this is one of my favorite airports for testing yuan circling because we have to make you circle 90 degrees to a runway and typically if we if we're typically they're using 2-0 writer that would be very common for them to use and it's important while you're training when you're doing these approaches that they that you circle and actually have to get to the runway even if you just do a low approach because it proves that you can maintain the circling radius that's appropriate you shouldn't go outside of a mile because requires a mile visibility to circle you're protected for one-point-three but you shouldn't go out of a mile because you may exceed the visibility that's the minimum requirement here so you should be practicing circling and the idea is to stay close not climb back into the clouds while you're practicing so maintain your hundred feet within your circling altitudes as you maneuver over to the airport or over to the runway you're using two left and two zero right frequently get switched around in people's heads very confusing for people to figure out which way to go if you wait until I take off the hood before you think about it it's about a toss of a coin which way you're going to turn especially when they start saying make right traffic because you may make a right turn instead of making right traffic I see this a lot and it'd be ashamed to do a nice approach and then turn the wrong way to do the circling so have a mental picture of how you're going to end up turning and also listen to the tower because they tend to be very helpful they say they might even say make a left turn to the north or flying northbound and follow the Learjet and final four to zero right which is what I had today so there's Hantz out there if you pay attention to them but at the very least you have to be able to figure out which is to zero in which is to so watch out for that one another common approach we might do is localizer because it's a nice non precision type approach and it's handy for us in the area the interesting part is some of the GPS is don't have DME on that frequency but that's I think the four 30s the garments don't have it but anyway there's several different ways to start this approach you can start it up at the DuPage vor you see there's an IAF over there you could actually come from the east and be at Chicago Heights and follow the 278 radio over to the Gatley intersection get to there from there you'd have to do a procedure term because it doesn't say no procedure turn more commonly you're going to get vectored on to this approach but one problem one thing that is a little unclear even to locals is that if for example let's say we gave you the hold down there at the Joliet vor where you're holding on this on the 246 radio if you are cleared to do this approach out of that hold you would then fly north and it says no procedure turn 0:07 radial 3.4 miles so if it says no procedure turn you're not going to go into that other holding pattern from there and the angle is so sharp that you might be tempted into going into that holding pattern because it seems like kind of a steep turn to be making without a procedure turn but that is a no procedure turn entry to that again watch your altitudes watch your final approach fix there won't be any time on this because Danny is required so there is about all ahead say about that one Geor 9 this is interesting but I drew a picture here of the wind and how it would affect this hold so if you were given this hold you know if I cleared you to the Joliet and vor and you're now cleared to the Joliet vor holdest for the vor 9 approach if the wind is out of the north this is how we know what the wind corrections are going to be and if you're if you're making decisions about wind based on what you know the winds aloft to be it seems like good pilot behavior good situational awareness so you notice if the wind is out of the north as we make this one-minute turn at standard rate the radius of the turn is pretty big so by the time you finish that 1 minute turn you have not only a wind correction to deal with on the way inbound but you have to fly to get to a position to do the smaller turn over here and that is why the wind correction on the outbound leg is double or triple depending on your technique the wind correction on the inbound leg it's not that there's a different amount of wind you just have to fly the plane into a position to do the smaller radius turn if you're following that a lot of times we get to circle on this one and I see a lot of really nice circling behavior from all the Loess people and they keep it nice and tight and maintain their altitudes until they're within that 30 degree window on the final approach course again there's that no procedure turn sector note there for that and I marked a ik because it's not the VR so don't start the time at the view R or at least restart it when you get to tack okay GPS approach if it's in the airplane and its current you're supposed to throw one of these in here this would be one of the more complicated ones but it's in the area and you might as well practice them because truthfully if you have yours or if you have GPS is in these airplanes they're going to be the things that you'll be getting most familiar with and you'll have the most fun with that stuff so we we should be testing you and absolutely if you own the airplane and there's a GPS in it there's going to be a GPS on the test for sure because we know how you're going to fly it when you when you get out on your own so many times the GPS would be leading you to get to an initial approach fix but it would be absolutely fair for me to start you a joliet to have you start this approach and know how to program this so that you're not stumbling around trying to get through the programming of the radio that's possibility and always the popular iOS to 9:00 at at Aurora which is interesting because it's got this radar required note on it sometimes people don't know what that means well if you look at this approach plate there is no initial approach fix so the only way you could start this approach is if somebody radar vectored you onto it so you don't need radar they need radar you can't start it without radar in a desperate emergency you could fake your way into this by flying off of Joliet and finding Toby intersection but it's not valid it's just a desperate emergency strong winds or something but now they've changed our final approach fix so if you have one that says wolf I know your plates are on a date and if if we had a big struggle on the ground about NDB we might go over and do one of these it doesn't happen a whole lot because most people get through it on the ground talked about the holding patterns already there is a little air work on this test we can fly the test in actual the hardest thing to give is the unusual attitude but you can usually get it while you're climbing up to some other altitude doesn't disturb them too much but we will give you an unusual attitude and the way I've been doing this more and more often is by having the pilot continue to fly the airplane but put his head down and give him some direction on how to fly the airplane because when you get into an unusual attitude in reality you were flying the airplane so I might as well distract you in defining yourself into an unusual attitude rather than mess it up and say now fix it because nobody's going to say now fix it to you in the real world so first of all I'm just going to tell you to do this do that and now look at the flight instruments and you have to decide what's appropriate to do so be prepared to do that and of course you've got your steep turns remember one of those non-precision approaches was going to be partial panel okay what could cause you to fail this test well the standards are in the PGS for what you have to do to fly within tolerances basically 100 feet on your altitudes but zero on going below minimums ten degrees on headings and three-quarter scale inside the final approach fix no more than a full scale outside the final approach fix so the standards are that what the standards are but as some general guidelines any lack of action that requires me to take the airplane in other words if you scare me it's probably not a pass so don't scare the examiner that's when we intervene we all have a fairly high threshold but if you get to the point where I have to take the airplane even if it's a crosswind landing after an instrument approach and this is actually happened if you can't land after an instrument approach if you read the pts it says you have to fly an approach and land if you can't land then I can't pass you on the test so you know it's you still have to know how to land on these things now I don't know why they put this in the instrument pts because you're under the hood but if you know I'm doing the scanning so but assuming that you were briefly out from under the hood then you'd also be responsible for clearing the area 3 is interesting because it says consistently exceeding the tolerance stated in the objectives well this is where the examiner gets to be a little subjective in our interpretation first of all the standards are set for a so-called normal day well there are very few normal days there's usually something going on with turbulence or wind so when people say oh it's really turbulent I don't know if I should go today I say look I get to give you a little more liberal standards so it's really better than going on a smooth as glass day because there's hard it's hard to justify act of God getting you off your altitude so if you are getting bounced around but you're taking prompt and appropriate corrective action to keep the plane within tolerances you'll pass the test so just don't consistently exceed the tolerances and when it becomes consistently that's subjective and then failure to take prompt corrective action so if you were assigned 3,000 feet in you're tolerating 3,100 feet endlessly it seems to me you're a sloppy pilot and you're just not you're not meeting the standards they give me number four here so those are the reasons that you would fail besides the ones that are the standards within the pts but of course all of you in the interested and seminar attending group are going to get one of these and you'll pass the test and get your new certificate and the fact is that I tested a private pilot who had been trained with boggles one-time and not too long after I tested he ended up not surviving a flight whoo that got the room's attention so when the NTSB calls you and say how did you test this guy on instruments you start thinking what could I have how could I have avoided this happening to this guy and I know for a fact he was using fog and you if you look at a tall person you know that he can just look right out the window so you know you can wear your files but I'll put a hood over you so any other questions you have to fly one non-precision approach and recovery from an unusual attitude the theory is that your students got you messed up in the clouds you have to recover the airplane and then you have to get yourself a non-precision approach into an airport you also since it would be part of this bag of tricks you need you have to be able to work with ATC to the extent that you can to get them to do what you want as a training exercise you know sometimes they're just not going to cooperate but in your case if you get up to Milwaukee approach they they'll work with you so you should be able to manipulate them a little bit you know maybe not with the finesse that I try to think I have but you know work with them so you can get some training in actual ATC control so I'm available for check rides and you've got my cards on the on the material there and I appreciate your attendance thank you very much you

Channel: Grant Prellwitz

Views: 88,692

Keywords: FAA, DPE, Instrument, checkride, instrument checkride, Henninger, Leslie Henninger, FAA Checkride Preparation

Id: LSwuDOacTMQ

Length: 112min 5sec (6725 seconds)

Published: Sun Dec 02 2012