Instrument Oral gouge?

flyingmaniac

flyingmaniac

Well-Known Member
I was wondering if anyone can give me their problems of answering the oral part of the checkride. You know what kind of questions did their examiner ask of them and the questions that they had problems with. Well I hope to have my Instrument checkride <font color="red"> </font> this upcoming week.
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And by reading these statements of other people I am a little cautious of what I know or what I need to know.
 
Ok here's a few I can think of....I just took my instrument ride and passed a few days ago...I knew most of the questions, but I will shoot out a few that I remember:
1. If you have a digital clock or "cool pilot watch," can you legaly take off on an instrument flight with the clock in the airplane INOP?

2. Is an HSI considered an electric or gyroscopic instrument?

3. What are the circling radii for Category A-E aircraft?

4. When may a pilot descend below the MDA or DH on an instrument approach?

5. When flying through windshear (headwind to tailwind and vice versa) what are the effects on pitch, thrust, airspeed, and vertical speed?

6. What are the legal substitutes for outer and middle markers?

That's all I can think of for now....good luck on your ride!
 
Got all of those from my DE except the HSI and wind shear questions. The DE I had was VERY interested in lost comm prodcedures and icing avoidance. Lots of questions on how to detect known icing from weather reports and what to do if we find ourselves IN known icing. Threw a couple of simulated situations at me, i.e. after you ask ATC for vectors to the nearest airport, they tell you that you are number 3 and on an extended downwind. What do you do? The answer he was looking for was "Declare an emergency." He was pretty insistant on getting out of icing and on the ground ASAP.
 
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1. If you have a digital clock or "cool pilot watch," can you legaly take off on an instrument flight with the clock in the airplane INOP?

2. Is an HSI considered an electric or gyroscopic instrument?

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What are the answers to these questions?
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Sounds just like my examiner. We spent a good 20 minutes on lost comm procedures. Anyway about the answers...
NO you cannot takeoff with the clock INOP, and the HSI is considered both a gyroscopic and electrical instrument. It is gyroscopically actuated but the instrument itself (the VOR aspect of it) is electrically powered. That was my understanding anyway.
 
HSI = gyro AND electric. Gyro for the DG half, electric for the VOR/LOC half.

As far as the clock goes, FARs state you need either a digital or a clock with a second sweep hand MOUNTED on the panel. So that yoke mounted stop watch is no good. In fact, one of my instructors said the FSDO was thinking about declaring aircraft with yoke clips unairworthy since they are modifying the aircraft. Kinda extreme if ya ask me.
 
A few more for you....

-Be able to diagram the pitot-static system. Then be ready for something like, "What will the effects be on the altimeter/airspeed/VSI, if you get a blockage in the pitot/static system at such and such a point?"

-What would be the effects of a partial/intermittent blockage at a given point in the pitot/static system? How about if the blockage was water/water bubbles? (Think in terms of what happens as the aircraft climbs or descends)

-How do you determine if there are any non-standard departure procedures for your departure airport? Are they mandatory?

-One that I got on my IFR ride: Is it possible to go direct to a VOR using only DME, (not the OBS)? How?

-Required reports under IFR.

-ALTERNATE AIRPORTS, and associated factors (when do you need one, can you use any old airport as an alternate, how do you find out if it is a usable alternate...etc. etc.). A lot of examiners LOVE to spend time on alternates.

-Various ways to file flight plans, obtain clearances/void times, etc.

-Explain the instrument cockpit check: what instruments to be checked, what they should indicate, etc.

-91.205- Instruments required for IFR flight.

-Transponder, Altimeter/Encoder, VOR checks applicable to IFR flight.
 
Explain how you would fly a DME arc.

In the event of two way radio communications, at what time should you arrive at the IAF if executing an instrument approach?
 
Thanks guys for your help! Hopefully now the weather will prove pleasant so that I can fly safely.
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I hope to tell you the results the next time I am on this site.
 
Good luck on the weather! On my checkride we had 2 windshear alerts on final and winds at 6000 were from the west at 55 knots. You'll be fine...let us know how you do.
 
Sounds like my checkride. Winds gusting out of the north at 30, and we did approaches into THREE east-west runways. The last one was a circle to land on the north-southish runway, and he took the landing from the MAP. I collapsed.
 
The HSI is an electrically powered gyro, much like the turn coordinator, correct?

I guess I'll take a shot at some of ESF's questoins, since I'm trying to get ready for my CFII ride. (yes, I'm bored).

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-What would be the effects of a partial/intermittent blockage at a given point in the pitot/static system? How about if the blockage was water/water bubbles? (Think in terms of what happens as the aircraft climbs or descends)

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Static ports blocked: VSI stays pegged on zero, altitmeter stay frozen on whatever altitude it was pointing to when blockage occured, and airspeed will read high if you descend, low if you ascend.

Pitot tube blocked: Airspeed Indicator goes to zero.

Pitot tube and drain hole blocked: Airspeed acts as an altimeter.

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-How do you determine if there are any non-standard departure procedures for your departure airport? Are they mandatory?

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There will be a black triangle with a T in the middle of it on the airport's terminal procedures. Yes, they are mandatory.

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-One that I got on my IFR ride: Is it possible to go direct to a VOR using only DME, (not the OBS)? How?

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Put the DME into groundspeed readout mode and turn until you find which heading yeilds the fastest groundspeed. Maintain that heading.

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-Required reports under IFR.

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At all times- All points depicted by a solid black triangle on the enroute chart. Any other report requested by ATC. Any time equipment malfunctions or becomes inoperative.

Non-radar environment- All listed above, and also when crossing navigation fixes used to define your route of flight. When your TAS changes by 5% or 10 knots, whichever is greater. When your ETA changes by more than 3 minutes. Procedure turn inbound and Final Approach fix inbound on an instrument approach.


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-ALTERNATE AIRPORTS, and associated factors (when do you need one, can you use any old airport as an alternate, how do you find out if it is a usable alternate...etc. etc.). A lot of examiners LOVE to spend time on alternates.

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You need an alternate anytime your destiation does not have an IAP, or if from 1 hour before to 1 hour after your ETA forecast ceilings are below 2000 feet or forecast vis is below 3 sm. The alternate must be forecast for 800-1 w/ non precision approach, 600-1 w/ precision approach, the alternatre selected must not have a black triangle with an A in it followed by N/A on its terminal procedures. If it just has a black triangle with an A in it you must follow the alternate minimums specified for that airport.


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-Various ways to file flight plans, obtain clearances/void times, etc.

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FSS by phone or radio, ATC frequency by radio, DUATS, FMS.

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-Explain the instrument cockpit check: what instruments to be checked, what they should indicate, etc.


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Airspeed indicator: On zero when you are at rest, check alive during the takeoff roll.

Altimeter: Indicates within 75 feet of field elevation when set to the current local altimeter setting.

Magnetic Compass: Fluid not leaking, Swings freely and indicates known headings.

Directional Gyro: Swings freely and indicates known heading within 5 minutes after engine start.

Turn Cooridnator: Shows displacement in direction of turn during taxi turns, ball of the inclinometer swings to outside of turn.

Attitude Indicator: Horizon aligns itself with the minature airplane and no more than 5 degrees of bank indicated during taxi turns within 5 mins after engine start.

Vertical Speed Indicator: Indicates Zero during taxi.

Engine Instruments: Check within normal operating ranges, check ammeter for positive indication. Check suction gauge indcating properly within 5 min. of engine start.

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-91.205- Instruments required for IFR flight.

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GRAB CARD

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-Transponder, Altimeter/Encoder, VOR checks applicable to IFR flight.

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Xponder and altimeter within 24 cal. months. VOR check within 30 days, must include date, place of check, bearing error, and signature of person performing check.
 
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Vertical Speed Indicator: Indicates Zero during taxi.

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Not to nitpick, but it doesn't HAVE to be at zero. You just have to use where it is as zero.
 
Sure, since it's not required, you can use whatever it indicates on the ground as a reference....
 
Thanks a lot guys for the help! The help I have received has helped me to go a long way. My checkride went great. Today I couldn't have asked for a better day. The weather was a firm 75 degrees outside, the wind was 9 knots and clear skies as far as the eye could see. I passed with flying colors and the examiner didn't have any problems with my flying abilities. Thanks again for the help!
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