Instrument multi

ASpilot2be

ASpilot2be

Qbicle seat warmer
So I figured I would type this up while it is still somewhat fresh in my head.

The oral portion started at 8am and went for about two and a half hours. Here is a list of a few of the things we convered.

  • Instruments. Basically we went over the pitot static system, gyros, and electrical instruments like the HSI, and TC. I was given a hypothetical situation about what would happen if the static system froze while on the ground and we took off. There was also talk about the instrument check prior to going flying.
  • De-ice/Anti-ice. We briefly went over the four different types of de-ice/anti-ice on the Seminole. No, there is no monkey with a rubber hammer.
  • The examiner wanted to see how I planned my flight, and got all my numbers. Which also led into a discussion on fuel requirements.
  • There was a little bit of chart reading. He had me find two RCOs along the route of flight. He was looking for the difference between contacting Flight Watch, and Oakland Radio.
  • We went from there into weather. We covered SIGMETs, AIRMETs, Convective Sigmets. and different weather charts. He never had me pull out a chart and read it. Basically he wanted to know that I knew what to get from each chart, and how long it is good for.
That covered most of the oral from what I can remember. My brain is a little fried. From there we went flying.


  • We took off and turned left to intercept a radial and track outbound on it. We followed that radial to a published hold. We held as published. This hold has four nm legs, and once he saw I could enter the hold he cut that short.
  • From there he had me do a two minute turn, and then close my eyes and try flying a climbing right and left turn. It was harder than it seemed. I recovered from those and went straight into unusual attitudes.
  • We then proceeded to get vectors for an ILS. The ILS leads into a stop and go.
  • The missed from the stop and go sent us to a 10 dme arc, which led into a VOR approach. The approach and arc were done partial panel. The examiner failed my airspeed indicator, and my HSI. No problem as I was I was keeping track of my position with the OBI.
  • That approach led to a missed approach, and we received vectors for an RNAV(GPS) approach. On this approach he failed the right engine. With the temps the way they were, we were struggling to hold altitude. This approach resulted in a circle to land. The circle was the hardest part of the day. We were struggling to maintain the MDA. So the examiner gave some power back in the failed engine.
That is what I remember at the moment. I took this ride on only an hour or so of sleep.:insane:
 
Nice job. Sounds like a much tougher ride than my CMEL add-on was.

As I recall, all I had to do was an engine-out, non-precision approach and a regular ILS with an engine failure on final
 
Mike H said:
Nice job. Sounds like a much tougher ride than my CMEL add-on was.

As I recall, all I had to do was an engine-out, non-precision approach and a regular ILS with an engine failure on final
Click to expand...

I think it was his initial Instrument.
 
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