"Jim Macklin" wrote
in message ...
| DH, you make a decision AT DH while in a descent on GS, so
| if you decide to go-around you will be below DH before the
| airplane starts back up. It isn't 50 feet, you just have
to
| decide and either continue or discontinue the approach.
| You can use the approach light rabbit to continue below
DH,
| but only to 100 feet unless you get more of the required
| visual cues.
|
| Ice is aerodynamic spoiler, not weight.
|
| VOR check, to check properly, swing the OBS and make sure
| you get the proper deflection, 10 ° should be full scale
| 80° and the TO/FROM flag should be switching, if it
doesn't
| your VOR has low sensitivity and may not show course
| deviation at 25-50 miles, the needle will just center
while
| you drift off course...
|
| Other than that, congratulations.
|
| --
| James H. Macklin
| ATP,CFI,A&P
|
| --
| The people think the Constitution protects their rights;
| But government sees it as an obstacle to be overcome.
| some support
| http://www.usdoj.gov/olc/secondamendment2.pdf
| See http://www.fija.org/ more about your rights and
duties.
|
| US Court on DC gun law...
|
http://pacer.cadc.uscourts.gov/docs/...3/04-7041a.pdf
|
|
| "kevmor" wrote in message
|
ps.com...
||I passed my instrument checkride last Tuesday. I waited 2
| months to
|| try and do the checkride from when my CFII told me to
| schedule it.
|| Problems with my examiner's medical, scheduling with
| another examiner,
|| then going back to the first one, and weather delayed it.
||
|| Here is how my IFR checkride went from what I can
| remember.
||
|| We went into one of the conference rooms and he asked to
| see all my
|| paperwork: pilot certificate, medical, application,
| picture ID, and
|| logbook endorsement. He started asking a few questions
| and my
|| answers:
||
|| What is required to be current for IFR?
|| Everything for VFR, plus 6 approaches, holding procedures
| and
|| intercepting/tracking courses
|| (He was looking for more...)
|| I said you have 6 months to meet this then if you don't,
| you have
|| another six months. After that you'll need an IPC.
|| Who can give an IPC?
|| A CFII, examiners, FAA...
|| What instruments are required for IFR? (GRABCARD)
|| How do you check the VOR?
|| VOT +/- 4 deg., Air checkpoint +/- 6 deg., Ground
| checkpoint +/- 4
|| deg. (dual VOR, but I didn't get to that) I started to
| explain where
|| to find these (AF/D), but he went on to the next
question:
|| Using a VOT, must you be in a certain location on the
| airport?
|| No, as long as you can receive the frequency.
|| Does it matter which way your airplane is facing?
|| No (I hope nobody would get that wrong!)
|| What should the VOR indicate?
|| 360 deg. with a FROM when needle is centered, 180 TO.
|| If the needle is centered and it reads 356 FROM, is that
| legal?
|| Yes
|| Would you apply this error to navigation?
|| No, this is a tolerance and you shouldn't adjust your
| courses because
|| of the error.
|| He then explained if your VOR was 4 degrees off and you
| applied that
|| to tracking a course outbound, how you could get very far
| off course
|| the further you got away from the VOR. He said it may be
| 4 degrees
|| off on one radial but not on the other. I related this
to
| flying
|| different headings with a compass using a compass card,
| and you
|| shouldn't do this with the VOR errors.
|| Was my aircraft certified for known icing?
|| No
|| How could I determine freezing levels?
|| I said a freezing levels chart, winds aloft...
|| He asked how from the winds aloft? (He sort of acted like
| I gave a
|| wrong answer at first)
|| I said from the temperatures you could determine the
| freezing
|| altitude
|| (He was still looking for something else...)
|| I said a very crude way would be to use the average lapse
| rate from
|| the temperature at the ground...
|| He confirmed it would be very crude, and said not to
| overcomplicate
|| this.
|| I got it right with just saying call the FSS and get the
| freezing
|| levels at the airports on the route.
|| Could I fly if the freezing level was 4,000, the cloud
| bases at 3,000,
|| and an MEA in the clouds, legally?
|| Legally, yes
|| He asked what was the major problem with ice?
|| I said the accumulation of the added weight.
|| I sort of hesitated on the known icing questions, and he
| stated that
|| there is no clear definition of known icing in the
| regulations. He
|| said he wanted to ask these questions as there has been
| those legal
|| rulings on pilots flying into known icing and whether
| "conditions
|| favorable to icing" was "known icing" or not.
|| The general consensus was (legally) the FAA may question
| if you fly
|| your non-icing-certified aircraft in "icing conditions",
| but it is
|| legal as long as it is not "known icing" such as an
actual
| PIREP.
|| He said he flies in an icing certified airplane with his
| son, which
|| is equipped with deicing equipment, and it melts it off
as
| fast as it
|| accumulates. He said the icing area is about 10 degrees
| either side
|| of freezing temperatures, and a lot of people don't know
| that you can
|| climb above it into below freezing temperatures where it
| will bounce
|| off the airplane, which isn't a problem.
||
|| He then asked for me to get out my enroute chart to ask a
| few
|| questions. What does the V mean on victor airways?
|| I couldn't figure out what he wanted, I said it was just
| an airway.
|| After a while I finally got it, it would be J on a high
| enroute chart.
|| How high is this chart good for?
|| 18,000 ft.
|| What is the change over point (pointing to a straight
| course, no COP
|| marked)?
|| The halfway point.
|| Is it regulatory that you change it there?
|| Yes
|| He then explained how you could still have a centered
| needle past the
|| halfway point but be drifting to the side because maybe
| your VOR was a
|| few degrees off. Where is the COP on this course
| (pointing to one
|| marked with DME)?
|| The mark.
|| He then explained how this is because one of the VORs
| doesn't have as
|| strong a signal. Then he very thoroughly gave me a
| scenario of flying
|| out from KRBL (I think), with a MCA fix a few miles after
| takeoff. He
|| asked if I lost radios just before reaching it and I was
| assigned
|| 3,000, expect 9,000, what should I climb to?
|| The highest of assigned/expected/minimum altitude, so
| 9,000.
|| What if I was 3,000 upon reaching the MCA fix (with a MCA
| of 5,000)?
|| Hold at the fix while in a climb to the MCA.
|| Continuing on, if I arrived at a fix from which an
| approach begins (he
|| pointed to an airport near the coast), what would I do if
| I arrived
|| early?
|| Hold at the fix until EFC or ETA expires.
|| If I arrived late?
|| Begin approach immediately.
|| If there are VOR, NDB, GPS, ILS approaches...which one?
|| Any approach.
|| He then asked to look at the SMF ILS 16R approach. What
| are the
|| minimums?
|| 1800 RVR visibility, 226 decision height.
|| What is MDA?
|| Minimum Decent Altitude
|| When you get to DH, what do you do?
|| That is when you make the decision to go missed or
| continue.
|| What if you are on the ILS and ATC calls you and says,
| "the RVR just
|| went to 900, what are your intentions?" Must you go
| missed
|| immediately, continue the approach, or?
|| I knew you couldn't descend from the DH if it's below
| minimums, but I
|| didn't know about before that.
|| He asked me to sort of guess.
|| I said because I haven't read anything you couldn't
| continue to the
|| DH, I said you can.
|| He said that was correct, he said part 135 and others
must
| go missed
|| immediately, but part 91 can descend to the DH. If I
| descend to DH
|| and it's 900 RVR, can I land?
|| No, it's below minimums.
|| He explained how someone had gone below the DH in this
| scenario and
|| went off the runway on landing because the visibility was
| too poor.
|| They lost their flying job and had their license
| suspended. Somehow
|| we got to talking about being cleared to land, as they
| can't clear you
|| to land with the Wx below minimums. He said the tower
| responded with
|| "Roger" when the pilot contacted him, never clearing him
| to land.
||
|| Can you go below DH?
|| Yes, by 50 ft.
|| He then explained how a jet is unable to go from a
descent
| in the
|| landing configuration, start retracting the flaps, gear,
| and starting
|| a climb without going below the DH. What about MDA?
|| You can't descend below MDA at all, and you are level so
| there's no
|| reason to go below it.
||
|| He then said he had one more question he forgot to ask,
he
| went to a
|| white board and drew a runway, was very clear on the
| altitude I was at
|| (circling altitude) and where the airplane he was drawing
| was circling
|| around to land on the opposite end. As he drew the line
| he said to
|| tell him when I could descend to land from circling
| minimums. I told
|| him when he just started to turn in on final. He said
| this was a
|| little late, but was fine. He said many people thought
| they could
|| descend on downwind or base, etc.
||
||
|| Flying portion:
||
|| He gave me a clearance while still on the ground.
Cleared
| to
|| Stockton, SAC V585 ECA Direct, 4,500, 1200. I asked him
| if he could
|| tell me in advance before I request the approaches (so
| I'll know what
|| to ask for when they ask for what's next). He said we'll
| do the SAC
|| ILS with vectors, VOR own nav, then LOC own nav. He told
| me ahead of
|| time to be sure to make all reports (entering hold, etc.)
| if ATC loses
|| radar, which he'll be simulating. He played ATC for the
| cross country
|| portion.
||
|| I setup all the radios, etc and did the instrument check,
| departed MHR
|| and identified the SAC VOR. As we're getting fairly
close
| to it, he
|| says ATC has lost radar and report reaching 4,500 and the
| SAC VOR. I
|| report both fine, and track onto V585.
||
|| He says he has holding instructions when I'm ready to
| copy. He says
|| hold at WAGER as published, maintain 4,500 (and says
| normally you'd
|| get an EFC). I was correcting to the right and the entry
| was on the
|| borderline of being parallel, but I didn't want to do a
| parallel...I
|| said I'd be doing a teardrop and he says that's what he'd
| do as it's
|| the least maneuvering, etc.
||
|| I was finishing the first lap in the hold when he asked
| how I'd
|| determine the leg timing. I reached 1 minute right then
| and said it's
|| right on so I wouldn't need to adjust the outbound leg.
| He then said
|| he has an amended clearance when I'm ready to copy. I
was
| in the turn
|| to go outbound in the hold so I told him to standby (I
| wanted to get
|| setup on the outbound heading). I got a clearance to
| Linden VOR,
|| V113, Manteca, direct. I started heading towards Linden
| and
|| identified it when he said we're done with this and he'll
| give me
|| vectors now.
||
|| He gave me a vector and told me to just hold this for a
| minute. He
|| then pulled the power to idle and said I was in full IMC,
| what would I
|| do? I said I'd troubleshoot the failure, announce it on
| the radio,
|| squawk 7700... He said Ok, you've already done that.
| (Meanwhile I've
|| got it trimmed at 65 knots, best glide). I said I
should
| know my
|| approximate location and the terrain around me for the
| safest
|| landing. He said he's looking for something simple... I
| then said as I
|| started getting lower, I'd slow down and lower the flaps
| all the way
|| for the slowest landing speed. He then suggested to be
as
| close to
|| stall as reasonably possible.
||
|| I held another heading and he said to slow down to 80 kts
| maintaining
|| altitude. Then turn to another heading. Then speed back
| up, then
|| descend at 80 kts 200 ft and level off at 80 kts. Then
| two unusual
|| attitudes then off to do the 3 approaches at SAC.
||
|| I contact NorCal approach and tell him I'm 15 miles SE of
| SAC VOR and
|| the approaches. My examiner wanted to tell ATC it's for
a
| checkride
|| (to do full approaches at busy SAC), but his mic was
| garbled and the
|| controller said I was clear but my examiner wasn't. I
got
| vectors for
|| the ILS and it went fine, but the examiner kept placing
my
| enroute
|| chart on the windshield to make sure I wouldn't look out.
| One time
|| getting close to DH the chart fell on the controls...does
| this count as
|| one of the distractions?
||
|| I was getting setup for the VOR approach when the
examiner
| wanted to
|| ask ATC what altitude we were reporting (I had mentioned
| it was
|| slightly off during preflight)... ATC couldn't understand
| him good
|| enough, so I said I'd ask. (Does this count also for
|| distractions? Luckily I decided what holding entry
I'd
| do before
|| we took off to use at the IAF if I was coming from the
| west side of
|| the airport, as I only had a few seconds left now to get
| it figured
|| out.
||
|| We went around again for the LOC approach. When we got
on
| the ground
|| back at Mather, he said I flew the airplane very smoothly
| (even though
|| I was nervous, it actually wasn't my best!). He said my
| first two
|| approaches were perfect. I think the second one I was
| starting to get
|| tired and got off on the LOC close to the limits right
| before the
|| missed approach. I think because I did very well on the
| rest he was
|| more lenient on the last approach. He also said my DG
was
| getting off
|| very quickly (I was resetting it every 5 minutes or so).
| So no
|| partial panel, and a total of 1.6 flying time.
||
|
|