Instrument Checkride 8/14/07

[Chewie von Nubbins]

It's been a few days now since I had the ride, but as promised, here is the write-up. The DE was Ray Ledbetter from Birmingham, AL and the ride took place in Tuscaloosa, AL. Ray is one of the nicest men in the business. If you ride with him, you will definitely earn your license. That being said, here is the details:

The Oral -

High temp of the day was 105 degrees. The oral started at 4pm and lasted about two hours. Started out with some softball questions, like IFR currency, and when can you log actual IMC in your logbook.

The next portion was about a flightplan. He had me work up a flight plan which originated from Anniston, AL. Anniston is one of the highest places in the state of AL. Runway 5 and runway 23. The wx was 600-1 for take-off, and we were using runway 5 with winds of 050 at 17 kts. Just off the end of runway 5 is the start of chiko (sp) mountain, and hosts some seriously high TV towers. The trouble "T" departure procedure is a SHOW for runway 5. I told him that I would not use a 172 to ever takeoff from runway 5, especially with the temps as high as they were and the reduced climb performance, due to the high temps and humidity. We would have basically scraped the bottom of the mountain and TV towers. I told him that I would only use runway 23 under those circumstances and only if his mom was dying and taking her last few breaths. In actuality, we could actually have used runway 5, but the risk factor is just not worth it. This quickly led into personal safety and flying IFR. And, just so happens that every single question that he had lined up for me surrounded a fatal accident using the IFR system. The majority of the accidents are from people not properly checking and understanding the departure procedures from that particular airport/runway. Ray really left and impression on me and this aspect too of IFR is going to be my number one harping point about all things IFR.

He asked me about using a SID for departing Atlanta. I wasn't prepared to give the level of details that he wanted in using the SID, and I quickly let the lack of knowledge there frustrate me and trigger a noticeable stress in the next 15 minutes of my answers to him. At one point, he actually made mention that if I didn't shape up quickly, that he would have to send me back to get a better handle on SIDs before proceeding. I don't know how I did it, but I asked him to start drilling me in all other areas of my knowledge and the amount of work that I put into studying for the license. That is when it got better. He was actually surprised at how much I really knew about flying IFR and how much I put into learning the material. Then, he said that he was lucky to have nailed the only true weak point in my knowledge - SIDs. He then stated that other than the SID adventure, he wished all other candidates would come to him as prepared as I was for the IR checkride, knowledge wise.

The bottom line of the oral from Ray was that every question that he asked surrounded a fatal accident while using the IFR system. He stated repeatedly that the rules were written in blood, and if he could make an impression on the candidates of just how serious understanding the IFR system was and the fatalities played into the rule writing, that this was his contribution back into the system. And, I will tell you that he definitely left a major impression on me. The oral was one of the most impacting talks I have had about aviation safety to this day.

The checkride -

We jumped into the airplane at around 6:30pm and the outside air temp was still 97 degrees. I have a Garmin GPSMAP 296 that I was using, and it helped me greatly throughout my learning experience. I scaled down the map to 1 mile and used it at ALL times for situational awareness - (yoke mount). Ray asked questions throughout the checkride about my knowledge and I nailed every single question that he kept throwing my way. He also asked dozens of times throughout flying the different profiles....Where are we at? If you got that question wrong once, the ride was over. That is where not only knowing the approaches paid off, but where the GPS help out too.

The first approach was a VOR 22 approach into KTCL. Take-off and direct to the OAK (Brookwood) VOR. At station passage, 300 degree radial until centering the needle of the 235 radial on the LDK (Crimson) VOR. Then turn into the 235 radial until station passage. At station passage, continue on the 235 radial for 2:40 at 90kts and the runway in sight. This approach was a circuling approach. Veered off to the right downwind of runway 4 and came around and landed. Landed to a full stop. Not one single problem on this approach.

The next approach was an ILS, runway 4. Take-off runway 22 and head out on the reverse sensing of the ILS. Climb to 2500' until the NDB (tuskie) and then 1:30 out to a procedure turn. Then 1:00 PT back in and line up the localizer and glide slope needles and follow them down. This was the best ILS approach I have ever performed. But, he wouldn't let me land. Went missed and direct to a lap in the holding pattern at the LDK (crimson) VOR. Tear-drop entry. Nailed the holding.

Then, we went out and did timed turns, and unusual attitudes. Not an issue at all there. The whole time he kept asking me knowledge questions, and continued to make that impression about all IFR rules being written in blood.

The last approach was the Localizer - runway 4. He vectored me onto the last leg and I flew the profile in without a hitch. We landed and taxied back to the FBO for wrap-up.

At this point, I knew that my flying was top notch. Only had one tiny issue with hitting a thermal and loosing a little altitude, but I caught it and pointed it out to him and he laughed about it. He said that there is nothing you can do with those thermals but to do exactly what I did. Overall, the best flying I have done with those approaches. I knew that he could still bust me for the oral part, as he was not happy with my knowledge about SIDs. But, I told him that I was on top of my game for the training that I had done up until this point, and I didn't have anything more to show him about where I was at. This was the best that I had to offer. He said that my flying was one of the best he had seen for an IFR checkride, and would have even passed/nailed it for single engine ATP. He then said that he had no problem in signing me off for this ride. I was a little bit surprised at the good feedback he gave me, and I promised him that the stress that he put on DPs and SIDs would become my "niche" with all things IFR training. I told him that I would be going on to instruct when I wrap up the commercial rating shortly, and that DPs and SIDs were to become as dear to me as they were to him. And that is no joke.

Sorry for the thesis, but I do hope this write-up helps someone out in the future. If you ever get the chance to do a checkride with Ray Ledbetter, you will get one of the most fair and balanced checkrides out there. And, you will not only become a better pilot, but a better teacher about the checkride that you are doing. Although it was only around 5 hours I spent with Ray, his impression that he left on me will last a lifetime and become a part of how I treat this profession.

Cheers!

[Murdoughnut]

Thanks for the write up Chewie - I'm getting ready to take my IR written here in a couple of weeks. Congrats!

[Pistolen08]

Murdoughnut- Did you do all of your flight training in St. Pete? I have been looking around, but thought you might have some experience. Thanks!

[Murdoughnut]

Originally Posted by Pistolen08

Murdoughnut- Did you do all of your flight training in St. Pete? I have been looking around, but thought you might have some experience. Thanks!

I did the last half in St. Pete with CAMS at KPIE. They're a good school - probably the best rates around. I did the first half in Texas.

[mojo6911]

The funny thing about instrument flying, at least in my experience, is that you learn 100x more once you actually start doing it more often and get out of the area you have been practicing in, even more so than with the private.

[Murdoughnut]

Originally Posted by mojo6911

The funny thing about instrument flying, at least in my experience, is that you learn 100x more once you actually start doing it more often and get out of the area you have been practicing in, even more so than with the private.

Seems like I couldn't possibly learn any more! I mean really, do I have to memorize the equipment codes? Ugh.

[mojo6911]

Originally Posted by Murdoughnut

Seems like I couldn't possibly learn any more! I mean really, do I have to memorize the equipment codes? Ugh.

Rote memorization is only one part of the learning process, you get a much deeper understanding and appreciation of IFR flying the more you do it.

[BajtheJino]

I can't believe guy let you use a yoke mount during the ride. But you passed and thats all that matters.

[Chewie von Nubbins]

Originally Posted by BajtheJino

I can't believe guy let you use a yoke mount during the ride. But you passed and thats all that matters.

Please explain. What's the beef here?

[mojo6911]

Originally Posted by Chewie von Nubbins

Please explain. What's the beef here?

The examiners here will shut off the visual part of the IFR Certified GPS's by switching it to a text only page during all phases of the flight. You need to have situational awareness without using the GPS as a crutch, especially a handheld.