PPL checkride question

Howdy ya'll,

Is it expected of a student pilot on his private pilot checkride to
intercept a VOR radial and fly towards the station?

Thanks,
Alex

Is it expected of a student pilot on his private pilot checkride to
intercept a VOR radial and fly towards the station?

Well, I had to -- but that was nine years ago now.

Knowing the FAA, you'll still be required to do that long after the last VOR
approach has been deactivated.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

Can it be that you do not yet have a copy of the Practical Test Standards?

You will be required to:

"Exhibit knowledge of the elements related to navigation systems (not just
VOR) and radar services.

Demonstrate the ability to use an airborne electronic navigation system

Locate the airplane's location using the navigation system

Intercept and track a given course, radial, or bearing, as appropriate

Recognize and describe the indication of station passage, if appropriate

Recognize signal loss and take appropriate action

Use proper communication procedure when utilizing radar services

Maintain the appropriate altitude plus-minus 200 feet and headings
plus-minus 15 degrees"

Lots more than simple tracking.

Bob Gardner

"Koopas Ly" wrote in message
om...
Howdy ya'll,

Is it expected of a student pilot on his private pilot checkride to
intercept a VOR radial and fly towards the station?

Thanks,
Alex

(Koopas Ly) wrote

Is it expected of a student pilot on his private pilot checkride to
intercept a VOR radial and fly towards the station?

From the Private Pilot PTS....you really should have a copy.

B. TASK: NAVIGATION SYSTEMS AND RADAR SERVICES
(ASEL and ASES)
REFERENCES: FAA-H-8083-3, AC 61-23/FAA-H-8083-25; Navigation
Equipment Operation Manuals, AIM.
Objective. To determine that the applicant:
1. Exhibits knowledge of the elements related to navigation systems
and radar services.
2. Demonstrates the ability to use an airborne electronic navigation
system.
3. Locates the airplane's position using the navigation system.
4. Intercepts and tracks a given course, radial or bearing, as
appropriate.
5. Recognizes and describes the indication of station passage, if
appropriate.
6. Recognizes signal loss and takes appropriate action.
7. Uses proper communication procedures when utilizing radar
services.
8. Maintains the appropriate altitude, ±200 feet (60 meters) and
headings ±15°.

Koopas Ly wrote:

Howdy ya'll,

Is it expected of a student pilot on his private pilot checkride to
intercept a VOR radial and fly towards the station?

Thanks,
Alex
Well, I just passed my checkride two weeks ago. I did have to intercept
a VOR radial and fly inbound while under the hood.
Arnold Sten

I am not sure how to respond without getting flamed, but here goes... It
concerns me that many of the student pilot postings that I have read in this
newsgroup over the past year or so seemed to center around the idea of "what
is the minimum I must know or do to pass the test?" I hope I am very wrong
with my interpretation of Alex's question. If so, I sincerely apologize.

My answer would be this...regarding VOR radials/intercepts/tracking, etc.,
don't worry about what is in the PTS but learn the technique regardless.
Reason being there will come a time in your flying (I guarantee it if you
fly into SAT) that you will be told to fly direct to the VOR. If you don't
know how to determine what VOR radial you're on and how to track it ... good
luck.

I took my private pilot checkride 2 months ago. Not only did my instructor
tell me to do some VOR work but so did the tower on our return to SAT. You
might say I was "tested" twice: once for the PTS and once to help make the
airways safe for both me and my fellow pilots that were in the air at the
time.

Harry
PP-ASEL

"Koopas Ly" wrote in message
om...
Howdy ya'll,

Is it expected of a student pilot on his private pilot checkride to
intercept a VOR radial and fly towards the station?

Thanks,
Alex

Harry,

I can understand your concern. My question stems from being asked to
tune and ID a VOR, intercept a radial, and fly inbound, during my
checkride almost five months ago.

With three CFI's during my training, and most likely due to the lack
of instruction continuity, the VOR radial interception procedure had
neither been demonstrated nor practiced in flight, ever, let alone
requested by ATC.

Due to the above, and as helpfully pointed out by other members, I
misinterpreted the PTS section on VOR knowledge as only pertaining to
flying to and from a VOR, not intercepting a radial. In addition,
through mostly wishful thinking, I presumed the procedure in question
was reserved for IFR training.

I should have also known better since a few questions on the written
test pertained to locating yourself with respect to a radial. I
digress.

Going back to the checkride, I can remember sweating bullets while
frantically recalling VOR basics, and just going from there (i.e.
winging it). Turn the OBS to the 180 deg. reciprocal of the radial
requested by the DE, and follow the needle until it centered. I did
get yelled at for chasing the CDI needle and supposedly making some
"big turns" to capture the correct radial. The ironic thing is that
this was the first task the DE asked of me during the flight portion.
What a way to start a checkride by flunking within 5 minutes of
takeoff. In fact, I was tempted to tell the DE: "Sir, I don't believe
that's a PTS item!"

Moral of the lesson: Don't trust your CFI to teach you everything you
need to know. You are responsible for your training. And read the
PTS.


Alex

Alex,



With three CFI's during my training, and most likely due to the lack
of instruction continuity, the VOR radial interception procedure had
neither been demonstrated nor practiced in flight, ever, let alone
requested by ATC.

I must agree with you...I have never had ATC tell me to intercepte a radial
and then fly to the VOR. What airport do you normally fly out of? I fly out
of San Antonio (SAT - Class C airspace). Whenever I approach SAT from the
NE, I will be assured of being told to proceed to the SAT VOR for vectoring.


Going back to the checkride, I can remember sweating bullets while
frantically recalling VOR basics, and just going from there (i.e.
winging it). Turn the OBS to the 180 deg. reciprocal of the radial
requested by the DE, and follow the needle until it centered. I did
get yelled at for chasing the CDI needle and supposedly making some
"big turns" to capture the correct radial. The ironic thing is that
this was the first task the DE asked of me during the flight portion.
What a way to start a checkride by flunking within 5 minutes of
takeoff. In fact, I was tempted to tell the DE: "Sir, I don't believe
that's a PTS item!"


I didn't have a VOR problem during my checkride, but I am STILL fighting the
VOR. The last time I flew I was flying inbound on the outbound (reverse
heading) and I got so lost, I'm still not sure I know where I am and that
was 2000 miles from here :-). My problem is not knowing how, my problem is
getting my mind to believe what my insturments are tell me and truly realize
what that "TO/FROM" flag is really telling me. I am planning a cross-country
trip that will be extensively VOR flying using both inbound and outbound
radials. I hope I get it right this time :-).

And, for what it is worth, you only beat me on failing by a few minutes :-).
I went down the tubes when I was asked by the DE what my ground speed was
:-(. Needless to say, it went down hill from there.


Moral of the lesson: Don't trust your CFI to teach you everything you
need to know. You are responsible for your training. And read the
PTS.

AMEN! and AMEN!

Sorry for any misunderstanding. Happy flying, and stay safe.

Harry

Harry,

Currently, I fly out of Honolulu International (HNL - Class B
airspace). I did a large portion my training at College Station
Easterwood (CLL - Class D airspace) when I was in college.

I think I'll play with VOR's a little more when I am flying now

Blue skies,
Alex
PP-ASEL

Harry Gordon wrote:

I am not sure how to respond without getting flamed, but here goes... It
concerns me that many of the student pilot postings that I have read in this
newsgroup over the past year or so seemed to center around the idea of "what
is the minimum I must know or do to pass the test?" I hope I am very wrong
with my interpretation of Alex's question. If so, I sincerely apologize.

My answer would be this...regarding VOR radials/intercepts/tracking, etc.,
don't worry about what is in the PTS but learn the technique regardless.
Reason being there will come a time in your flying (I guarantee it if you
fly into SAT) that you will be told to fly direct to the VOR. If you don't
know how to determine what VOR radial you're on and how to track it ... good
luck.

I took my private pilot checkride 2 months ago. Not only did my instructor
tell me to do some VOR work but so did the tower on our return to SAT. You
might say I was "tested" twice: once for the PTS and once to help make the
airways safe for both me and my fellow pilots that were in the air at the
time.


I tend to dissagree with this. Learning more than the minimum required
for a rating during the process of going for that rating is a waste of
time and money, especially in todays environment where a student is
likely to have more than one instructor befor getting his ticket, which
only adds to the useless bits of conflicting irrelevant trivia each
instructor adds.

In 1980 I started my PP lessons. I had a substitute instructor for my
third lesson. He decided to teach me 8's on pylons (required commercial
manuver WTF). This was the third time I was ever in the plane. It wasnt
difficult to do but I never did an 8 on pylons for another 20 years when
I did my commercial rating. It was just a waste of what would now amount
to about $130.00/hr.

Your example of VOR tracking as going beyond minimum training is
irrelevant because VOR tracking is required by the PTS and you better
damn well know it befor taking your PP checkride.

Now that being said. It is always good to go up with an experianced
instructor to learn more after you get your ticket, just to learn new
things and to keep sharp. Since I got my licence I have also done spin
training and occasionally I find a day with some good winds and do
crosswind landings. Last year I was pacticing approaches in wind
exceeding 50 knot gusts directly accross the runway. Of course this was
with an instructor fluent with this kind of stuff. I was able to
complete the approaches OK but I dident land the plane because it was
just too windy for me. It was still very good to have been in a plane
when someone else performed the landings just to have the confidence of
knowing that it can be done.

I belive these things are good to practice because you never know when
your forcast is going to be completly wrong.

John Roncallo