screennamie
New Member
The oral was pretty simple:
Mostly outta the lil red book, some situational analysis and decision making discussions. Mostly covered minimums, approaches, enroute, arival and alternate. was a while ago so I can't remember all the details. The examiner stressed the GPS, precision approaches and category of aircraft, holds, requirements for each non precision and precision. Went over instruments and how they worked, other systems GRABCARD and VFR day and night, weather and of course icing.
Flight:
First time I tried planed KBTL - KJXN got icing at about 4,000 about 10min after departure and had to turn back
we both had the get homeitis cause it was around the holidays. So I finished the course intercepting and tracking portion for the XC.
Second try:
Been rescheduling ever since and finally got to go last Sunday. Went KBTL direct KAZO. had the hold at REIMN right after departure, parallel entry then did our unusually attitude recovery got cruise clearance 4,000-5,000. After that went to KAZO for the full VOR 23 circle to land 17 went missed then headed back to Battlecreek for the GPS 23 circle to land 31 then we were advised by approach it was unable. So we did the GPS 31 circle to land 23 and that went good. And finally the ILS back to 23 at Battlecreek fullstop.
Deffinetly stay flexible when you're in a highly acitve training environment. Having all those changes would've thrown me for a loop earlier in my training experience, staying calm and rolling with flow is the best thing you can do on any check ride in my opinion. And I've only had the 2 so far so hopefully that theory will be sound and hold true for the future to come.
Mostly outta the lil red book, some situational analysis and decision making discussions. Mostly covered minimums, approaches, enroute, arival and alternate. was a while ago so I can't remember all the details. The examiner stressed the GPS, precision approaches and category of aircraft, holds, requirements for each non precision and precision. Went over instruments and how they worked, other systems GRABCARD and VFR day and night, weather and of course icing.
Flight:
First time I tried planed KBTL - KJXN got icing at about 4,000 about 10min after departure and had to turn back
we both had the get homeitis cause it was around the holidays. So I finished the course intercepting and tracking portion for the XC.Second try:
Been rescheduling ever since and finally got to go last Sunday. Went KBTL direct KAZO. had the hold at REIMN right after departure, parallel entry then did our unusually attitude recovery got cruise clearance 4,000-5,000. After that went to KAZO for the full VOR 23 circle to land 17 went missed then headed back to Battlecreek for the GPS 23 circle to land 31 then we were advised by approach it was unable. So we did the GPS 31 circle to land 23 and that went good. And finally the ILS back to 23 at Battlecreek fullstop.
Deffinetly stay flexible when you're in a highly acitve training environment. Having all those changes would've thrown me for a loop earlier in my training experience, staying calm and rolling with flow is the best thing you can do on any check ride in my opinion. And I've only had the 2 so far so hopefully that theory will be sound and hold true for the future to come.
