Took this check ride on August 14th and wasnt yet a member of JC. Finnaly all signed up so here is the write up. Its kinda long but I hope it helps someone here...
IFR check ride – Tuesday August 14, 2007
Palomar – CRQ C-152
Flew a basic IFR proficiency check yesterday in the aircraft just to brush up and have a final review. The aircraft has a two frequency comm. 1 and a 1 frequency older comm. 2. On the departure for this practice flight comm. 1 went dead… GREAT the night before my checkride! This is the only 152 with DME and I’ve done all my training in it… We used the comm. 2 for the remainder of the practice flight and it sounded horrible!!! I went over a few things with chief instructor, and went home to finish my flight plan – input newest winds aloft and TAF info. The x-country plan was to BFL with an alternate.
I’ve been feeling like crap all day, Im chugging naked juices, airbourn, vitamin C, o.j. motrin, my fever gets much worse as I go to bed. Wake up several times in the night dripping sweat with a delusional fever. Then I wake up at 6:00, sheets soaked with sweat, but feel ok. To the airport…
DE shows up we chat, he remembers Im from UT and our private checkride. Asks a few basic questions about BAI flying and then goes into the AFD.. pulls out some airport in CO. Tells me to brief him all pertinent info for IFR flight… Im sweating – kids study the AFD- I give him the approaches the ALS the primary runways. He asks if there is a VOR on the field, I stammer, he shows me where its is located 13 NM away. Shows me some other info on the AFD. What does R in dark circle next to apprch control mean? No awnser . It means radar services. We review primary and supporting instruments, vacuum failure, exc.. Then on to operation of instruments… This is where I came up way short… my simple flash cards didn’t help me learn, you need to know very specifically how each instrument works, more than just pricipal of gyro, know how to detail a technical drawing of each instrument. He pulls out my Jepp book, then suggests I read It sometime… OUCH. – highlight everything you ever read… looks better. We go over wx briefly points to basic things on low level prog. Freezing levels, Highs, lows, cold fronts, surface winds, turb. Then radar summary, tops and relative movement TITM- type intensity tops movement. Then we pull out flight plan to BFL, alternate of WJF, he states this is great alt. rarely below mins. He is impressed that I actually interpolated all winds for climb and enroute at 10000 and realized that standards temp at 10000 is –5C for performance charts. Then we look at the approaches we go over all different altitudes. Basics what is DA what is MDA. He asks me how I plan to circle to land if I need rnwy 11 at BFL, I show him a SW left circle state I would maintain altitude until final. He wants a very procedural method here:
1.RT or LT or are both allowed
2. When will you begin descent from MDA- considering HAT and normal position to land.
3. what kind of visual aids are available? VASI, PAPI ext…
4. Runway landing length.
Have a procedure for everything.
We do go over one arrival procedure. You do not ever descend on arrival if you are simply told to proceed via “” and maintain an altitude… tricky question.
The flight…
Although everyone on the ground assured me that the comm. was in good working order… guess what, it #### the bed after takeoff, and were left with comm. 2 single frequency, socal sounds like the burger king drive through, no that’s being nice… from this point forward I miss several important radio calls. Boo!!! Shoot OKB approach to MDA go missed. RV from SOCAL to ILS 24 Palomar. Good ILS, ackowledge all a/c on frequency that may creat a conflict- he likes this. Down to DA then missed twr sends us South. Then climb and more RV partial panel for localizer. RV to Localizer on NAV1. It is tricky to not pay attention to GS… Step down at outer marker to MDA of 1593 hold and overfly field. “circle North becomes longer extended downwind due to heavy traffic (gotta love CRQ) touch and go Southbound to do airwork. One nose down unusual attitude partial panel. Track outbound on OCN radial for DME arc. Soon as I turned he could tell I got, it we broke off. Steep turns right and left. Not in the PTS but he still likes to see them. Mine kinda sucked. Right was perfect just rolled out too early and left was not banked enough. I haven’t done these in a long time. I took off the hood and we flew back and landed VFR.
I had no real indication whether I had passed or failed until we got back in the school and I saw him writing the temp. Then I still couldn’t really tell except that I didn’t see pink. RELIEF.
Now that it is done…. I wish that the comms would have worked. I wish I would have spent more time reviewing the AFD and my Jepp book on how the Instruments operate. I think I flew well. Altitude control, and headings were all acceptable esp. for a 152… I wish I had some GPS experience… No reason not to simulate it. I wish I wasn’t so intimidated by the examiner, he really is a nice guy, just stern and precise, but I fly better when I am comfortable. I wish I hadn’t had a malaria like fever last night. I am glad that I have my rating. :nana2: I have a lot of work to do. Of course all I need is my commercial and my 15 hours of multi and I will be ready to fly RJs in Kentucky for $14 an hour… just kidding.
IFR check ride – Tuesday August 14, 2007
Palomar – CRQ C-152
Flew a basic IFR proficiency check yesterday in the aircraft just to brush up and have a final review. The aircraft has a two frequency comm. 1 and a 1 frequency older comm. 2. On the departure for this practice flight comm. 1 went dead… GREAT the night before my checkride! This is the only 152 with DME and I’ve done all my training in it… We used the comm. 2 for the remainder of the practice flight and it sounded horrible!!! I went over a few things with chief instructor, and went home to finish my flight plan – input newest winds aloft and TAF info. The x-country plan was to BFL with an alternate.
I’ve been feeling like crap all day, Im chugging naked juices, airbourn, vitamin C, o.j. motrin, my fever gets much worse as I go to bed. Wake up several times in the night dripping sweat with a delusional fever. Then I wake up at 6:00, sheets soaked with sweat, but feel ok. To the airport…
DE shows up we chat, he remembers Im from UT and our private checkride. Asks a few basic questions about BAI flying and then goes into the AFD.. pulls out some airport in CO. Tells me to brief him all pertinent info for IFR flight… Im sweating – kids study the AFD- I give him the approaches the ALS the primary runways. He asks if there is a VOR on the field, I stammer, he shows me where its is located 13 NM away. Shows me some other info on the AFD. What does R in dark circle next to apprch control mean? No awnser . It means radar services. We review primary and supporting instruments, vacuum failure, exc.. Then on to operation of instruments… This is where I came up way short… my simple flash cards didn’t help me learn, you need to know very specifically how each instrument works, more than just pricipal of gyro, know how to detail a technical drawing of each instrument. He pulls out my Jepp book, then suggests I read It sometime… OUCH. – highlight everything you ever read… looks better. We go over wx briefly points to basic things on low level prog. Freezing levels, Highs, lows, cold fronts, surface winds, turb. Then radar summary, tops and relative movement TITM- type intensity tops movement. Then we pull out flight plan to BFL, alternate of WJF, he states this is great alt. rarely below mins. He is impressed that I actually interpolated all winds for climb and enroute at 10000 and realized that standards temp at 10000 is –5C for performance charts. Then we look at the approaches we go over all different altitudes. Basics what is DA what is MDA. He asks me how I plan to circle to land if I need rnwy 11 at BFL, I show him a SW left circle state I would maintain altitude until final. He wants a very procedural method here:
1.RT or LT or are both allowed
2. When will you begin descent from MDA- considering HAT and normal position to land.
3. what kind of visual aids are available? VASI, PAPI ext…
4. Runway landing length.
Have a procedure for everything.
We do go over one arrival procedure. You do not ever descend on arrival if you are simply told to proceed via “” and maintain an altitude… tricky question.
The flight…
Although everyone on the ground assured me that the comm. was in good working order… guess what, it #### the bed after takeoff, and were left with comm. 2 single frequency, socal sounds like the burger king drive through, no that’s being nice… from this point forward I miss several important radio calls. Boo!!! Shoot OKB approach to MDA go missed. RV from SOCAL to ILS 24 Palomar. Good ILS, ackowledge all a/c on frequency that may creat a conflict- he likes this. Down to DA then missed twr sends us South. Then climb and more RV partial panel for localizer. RV to Localizer on NAV1. It is tricky to not pay attention to GS… Step down at outer marker to MDA of 1593 hold and overfly field. “circle North becomes longer extended downwind due to heavy traffic (gotta love CRQ) touch and go Southbound to do airwork. One nose down unusual attitude partial panel. Track outbound on OCN radial for DME arc. Soon as I turned he could tell I got, it we broke off. Steep turns right and left. Not in the PTS but he still likes to see them. Mine kinda sucked. Right was perfect just rolled out too early and left was not banked enough. I haven’t done these in a long time. I took off the hood and we flew back and landed VFR.
I had no real indication whether I had passed or failed until we got back in the school and I saw him writing the temp. Then I still couldn’t really tell except that I didn’t see pink. RELIEF.
Now that it is done…. I wish that the comms would have worked. I wish I would have spent more time reviewing the AFD and my Jepp book on how the Instruments operate. I think I flew well. Altitude control, and headings were all acceptable esp. for a 152… I wish I had some GPS experience… No reason not to simulate it. I wish I wasn’t so intimidated by the examiner, he really is a nice guy, just stern and precise, but I fly better when I am comfortable. I wish I hadn’t had a malaria like fever last night. I am glad that I have my rating. :nana2: I have a lot of work to do. Of course all I need is my commercial and my 15 hours of multi and I will be ready to fly RJs in Kentucky for $14 an hour… just kidding.
