Instrument Rated - Long Version

[JEP]

Today was the day! After training for the Instrument Rating for far too long, I finally completed my checkride. It was part two do to the extended oral exam. But that is another story.

We filed for KFCM-KDSM and started south. After I hit the first checkpoint, Ray (examiner) asked for a fuel burn and ETA to KDSM. I knew from other students that he did not make you use the E6B, thank goodness. I dialed up the KLN94 nav3 page and like magic, I had an ETA into Des Moines. For the life of me I could not remember the fuel burn page so I reached for the E6B but could not find it. I looked up at the ETA 1:30 minutes, 9 gls/hr, easy….13.5 gallons fuel burn. He was happy with that answer and we moved on.

We canceled IFR and started some air work. He gave me the option of doing the unusual attitudes first or after some approaches. I opted for doing them first. I have had instructors do them two different ways; one being, eyes closed, chin to the chest, and then the CFII puts the plane into a UA and then I am told to recover. The other way I have done once or twice is, eyes closed, chin to chest, and the CFII has me start a standard turn in either direction and before you know it, I am in a UA and being told to recover. Rat opted for the second option and had me perform a climbing turn to the left with eyes closed, chin down. That really screwed me up, but the recovery was not too bad.

After the UA’s it was time for slow flight and I got the C172 slowed to 50 kts @ 4000 ft. He said that wasn’t slow enough and he wanted to hear the stall horn. So I flew a little at around 40+ knots and managed to lose only a little altitude. After that I thought I was done, but he told me to keep the horn going and slow the plane until it stalled. I kept going and must have missed the buffeting of the airframe because before I knew it, the stall was there and we dropped quickly and then I recovered.

He gave me a few minutes to set up the plane before I called up approach. I was set and got vectors for the ILS30 at KLVN. Everything went pretty good except that I went past one of the IAF’s. I could have went to the FAF/IAF but I went direct to the FGT VOR and then out bound for the procedure turn. Once established on the inbound course I had a little trouble bracketing, but did not get too far off. I got to the MAP and followed the published missed and went for the hold over the VOR. It had been a little windy the past few days, but the planets were in line today and there was little wind to speak of. I knew I was good to go, when we had started the turn outbound, Ray had told me to call up approach and let them know we are ready to leave the hold. Yippee! I beat that horse.

We left the hold and headed direct to KFCM for the GPS36. I started inbound on final approach course and was prompted by Ray as to what is the flashing ‘M’, I checked the message and almost forgot to enter the Alt to activate the approach. I caught it in time and we were cleared for a low approach over the field.

So far, so good! Two approaches complete, and one to go. Now it was time for the ILS10R-Localizer only approach into KFCM – Full Stop. I can see the end. As we were getting vectored out for the approach it began to get a little bumpy, some of it was wind and some was PIT (pilot induced turbulence). I was feeling woozy and had to reach for the sic-sac. Ray asked me if I wanted him to take the last approach and we could finish another day. At first I said yes, but after I got some very cold fresh air on my face, I thought, I’ve made it this far, I don’t want to quit now. I told him I would continue and if needed, I would have him take the plane. Deep down inside I think that was what he wanted to see. If I was in the clouds, there would be no one else to help me out, and I would have to get through it so I should do it now. As we were cleared to intercept the inbound course, Ray flipped the NAV1 switch and I thought he may have bumped by accident so I flipped it back. After which he said, ”You have just lost the number 1 NAV, now what?” So I flipped the #2 NAV to the ILS frequency and shot the approach, Localizer only. We were 3 miles West and told to we could start our circle-to-land. We got lined up on final and headed in for the landing. I crossed the numbers at 65 kts and started the flare. I was a little high so I floated and started to correct. I re-flared and then came the stall horn and I was still a little higher than I would have liked and we clunked down on the RW and had drifted right of the centerline. The first thing out of Ray’s mouth was, “Well, That Sucked”. I just had to laugh and said, “Yes, I concur. It did suck!”

We taxied back to the FBO and I shut ‘er down. I was getting my stuff out and Ray says….”Well, You made it.” I was so relieved; I am now an Instrument Rated pilot.

I have gained quite a bit from this site and the many involved, so to pass on some of what I have picked up:

1. Fly as often as possible when training. It makes a world of difference in keeping current.
2. Do not neglect the ground work portion of the training. It will make for a much easier time come checkride day.
3. If you get a chance, fly with another CFII just to get a different point of view. That helped me tremendously.
4. Do some IFR training at night! You would be surprised at the difference it makes.
5. Even if you do not plan to fly professionally, get that instrument rating. In the event that I do encounter wx that is less than VFR, I have no doubt that I can get out of it and get to where I am going.
6. No matter how tough it gets, keep plugging away. This was by far one of the toughest things I have ever done and the sense of accomplishment is unbelievable.

That’s All Folks !

[Dazzler]

Excellent! Congrats again.

[JEP]

Shouldn't you be sleeping? What day are you looking at flying this weekend? Drop me a PM and let me know. I do work both days, but if it is later in the day, it should work out.

[GatorFC]

Like I said in the "Member Announcements" section, Congrats! I don't know if I missed it in your post, but did you luck out and not have to do any partial panel? If so,

[JEP]

[ QUOTE ]
Congrats! I don't know if I missed it in your post, but did you luck out and not have to do any partial panel? If so,

[/ QUOTE ]

The only instrument failure I had was when I "Lost" my #1 VOR on the ILS approach. The examiner flipped the #1 nav off of the ILS freq and I thought he just bumped it so I flipped it back. After which he changed it again and said, "You just lost your VOR, now what..."So we shot the localizer only approach. At that time my head was spinning after a 2 hour flight I he knew I was feeling sick and probably figured I could not see straight anyway.

[Swen]

Gnarly dude! Excellent job and great de-brief, I loved it. I myself am looking at an instrument checkride in about 2 months.

[GatorFC]

[ QUOTE ]
At that time my head was spinning after a 2 hour flight I he knew I was feeling sick and probably figured I could not see straight anyway.

[/ QUOTE ]Right on. I guess in addition to the PIT, you had some PIPP - pilot induced partial panel. In any case, I bet it feels like a huge weight of your shoulders and you feel like a more profficient, "professional", ATC-talking mofo pilot than before. I know I did.
I just got my neato plastic license with Instrument rating today about 2 months after my checkride. I am so happy to have an "official" looking pilot's license again instead of the flimsy, paper tempo one.

[Windchill]

Thanks for the debrief ... I'm looking to start my instrument training at worst by the end of the summer and it's nice to get a glimpse of what lies ahead.

Great job!

[Alchemy]

Good job! Congrats.