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#11
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Congrads, Gatt PDX can be a real pain in the rear. I listen to them all the
time on the scanner its like they hate GA aircraft. "gatt" wrote in message ... When the weather is bad and the examiner gives you the option of delaying for better weather, don't say "Well, if I can't pass my checkride in IMC I'm probably not qualified for the IFR rating." First attempt at the checkride. Icing forecast at 6,000. Examiner said "No problem. We probably won't go much above four." The FIRST instruction I got from Portland Approach was to hold over Battleground...at 6,000. Lots of flying around in turbulence trying to maintain heading and altitude, listening to PDX warn people about the weather. Later, holding in IMC, was told it was 2003Z and to expect my next clearance at 2030Z. Wonderful. So I held in IMC for about 20 minutes while the examiner tracked my course on his handheld GPS. I'm not sure how I passed. He spent the first half hour of the oral telling me about how failure works, and not to be embarrassed by it, etc. I'm not in fact sure how I made it through the checkride without just saying "This sucks. I'm going home." I made more mistakes and flew sloppier than any training flight I've done in the last month. So I had already started guessing which parts I passed and which I busted, and TWO HOURS after we landed--he having asked questions like "So, how do YOU think you did?"--he pulled out a booklet (me: 'here comes the dreaded pink slip'), asked for my logbook and then wrote my temporary endorsement. I couldn't believe my eyes. Wasn't a gold-medal performance, but he said I stayed cool in the IMC and that must have been my saving grace. Went home and discovered my wife had poured a shot of whiskey for me. Mission accomplished! -gatt Portland, OR |
#12
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My understanding is, if you do something and he doesn't tell you you
busted it, then you passed it. You have to be told when you bust something, then the option is yours if you want to continue to check other things off or not. gatt wrote: So I had already started guessing which parts I passed and which I busted -gatt Portland, OR |
#13
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gatt wrote:
When the weather is bad and the examiner gives you the option of delaying for better weather, don't say "Well, if I can't pass my checkride in IMC I'm probably not qualified for the IFR rating." First attempt at the checkride. Icing forecast at 6,000. Examiner said "No problem. We probably won't go much above four." The FIRST instruction I got from Portland Approach was to hold over Battleground...at 6,000. Lots of flying around in turbulence trying to maintain heading and altitude, listening to PDX warn people about the weather. That's pretty cool. I've never heard of an examiner who would fly a check ride in actual. Matt |
#14
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When I did the VOR hold during my checkride, the west side of the VOR
was in the sun, the east side was in IMC. BTIZ wrote: not many examiners I know of would go up in real IFR for a checkride with someone they did not know... good job.. |
#15
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Good for you.
"gatt" wrote in message ... When the weather is bad and the examiner gives you the option of delaying for better weather, don't say "Well, if I can't pass my checkride in IMC I'm probably not qualified for the IFR rating." First attempt at the checkride. Icing forecast at 6,000. Examiner said "No problem. We probably won't go much above four." The FIRST instruction I got from Portland Approach was to hold over Battleground...at 6,000. Lots of flying around in turbulence trying to maintain heading and altitude, listening to PDX warn people about the weather. Later, holding in IMC, was told it was 2003Z and to expect my next clearance at 2030Z. Wonderful. So I held in IMC for about 20 minutes while the examiner tracked my course on his handheld GPS. I'm not sure how I passed. He spent the first half hour of the oral telling me about how failure works, and not to be embarrassed by it, etc. I'm not in fact sure how I made it through the checkride without just saying "This sucks. I'm going home." I made more mistakes and flew sloppier than any training flight I've done in the last month. So I had already started guessing which parts I passed and which I busted, and TWO HOURS after we landed--he having asked questions like "So, how do YOU think you did?"--he pulled out a booklet (me: 'here comes the dreaded pink slip'), asked for my logbook and then wrote my temporary endorsement. I couldn't believe my eyes. Wasn't a gold-medal performance, but he said I stayed cool in the IMC and that must have been my saving grace. Went home and discovered my wife had poured a shot of whiskey for me. Mission accomplished! -gatt Portland, OR |
#17
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Gatt,
Congrats! So I had already started guessing which parts I passed and which I busted, Just to keep an old OWT from spreading: The examiner has to tell you RIGHT AWAY if you have failed at any point during the test. As long as he/she doesn't, all is dandy. -- Thomas Borchert (EDDH) |
#18
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Gatt,
It's a hard ride home when you sure you've failed Again, that wouldn't have been necessary. -- Thomas Borchert (EDDH) |
#19
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I did my instrument checkride with a real FAA guy I'd never met with broken
to overcast at 3,000-4,000 so we were in the clouds a lot. "BTIZ" wrote in message news:Ybzad.24871$_a3.7861@fed1read05... not many examiners I know of would go up in real IFR for a checkride with someone they did not know... good job.. BT |
#20
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How did you do the airwork (steep turns, stalls, slow flight, etc)?
-Robert |
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