IR oral/what wx. requests?

[farwellbooth]

Say your examiner is pretending to be FS prior to flying actual IFR. What weather information (and non wx.) would you request?

There is a particular piece of info. my examiner wants you to request that during some orals people don't ask for. I'll mention after some replys...

[Alchemy]

Standard Briefing, special attention to NOTAMS (especially TFR related NOTAMS), PIREPS, winds aloft, freezing levels, ceilings/visibilites at departure and destition (determine if alternate is need, if so get forecast ceilings/vis for that airport), airmets and sigmets.

Most of that stuff should automatically be included in a standard breifing.

[kellwolf]

Yeah, what he said. Make sure you know the standard NWKRAFT stuff, too. (NOTAMS, Weather, Known ATC delats, Runway lenghts, Alternates, Fuel requirements, Takeoff data)

[farwellbooth]

Well I got through my IR oral yesterday and we delayed the flying until Friday due to nasty wx. w/ forecasted embedded thunderstorms. My examiner played FS and I asked for all of the above. I chose a route through an area that potentially would have ice. There were no pilot reports of ice for my route. I chose to climb in a valley vs. over the Cascade mountains of which I eventually had to cross to get to my destination. One thing he didn't specifically give me that I didn't ask for was where the tops were. Soon after departure I have a comm. failure and early in my route I begin to get ice. At that point it would be important to know where the tops were.

He actually recommended that I climb in a holding pattern until I get to my expected altitude of 11,000 at Battle Ground VOR wich is very busy w/ neighboring PDX traffic and then fly east of the Cascades where it was VFR. That way if I got ice I could just drop into PDX. What do you think of this? I doubt I'd get cleared to climb over BTG with all the traffic. I chose to climb through the Willamette Valley which is flat and has IAPs along the way. Anyhoo on with the practical.

Some gouge:

If you're flying into an area that may have ice what would you do differently during the preflight?

Know every symbol on your enroute, approach, DP, STAR charts etc. Where's the FAF for an ILS on the profile view? Non-precision FAF?

Definately know everything in Part 91 91.167-91.187

If you're at DH and you can see one runway end identifier light can you land? Assume you're configured to make a normal landing and you have the flight vis. minimums for the approach. On with the practical.

[ILSstud]

1. It's my understanding that unless the aircraft is certified for icing, it's against the FARs to fly into an area of known icing conditions. Although I suppose if it is predicted but none is reported than you had better make yourself familiar with the exact freezing levels, possible temperature inversions so that you can climb to warmer temperatures, and make sure the pitot heat and defroster are working (not that those will help you with structural icing). Oh yeah, and just stay out of visible moisture.

2. On a nonprecision approach, if no FAF is given in the profile view, the final approach segment will begin when the procedure turn intercepts the final approach course. On charts, the FAF is shown as either a "Maltese Cross" or a lightning bolt.

3. FAR 91.175 states that:
A descent from the MDA or DH may not be intiated unless the aircraft is in a position from which a normal landing can be made, the flight visibility is greater than that listed on the approach procedure, and when at least one of the following is "distinctly visible and identifiable to the pilot":
-the ALS (may descend 100 feet above TDZE if red terminated bars or side row bars are visble)
-threshold (markings and/or lights)
-REIL or VASI
-touchdown zone markings or lights
-runway (and markings or lights of runway)

Ah that was a good review for me too!

[kellwolf]

[ QUOTE ]
1. It's my understanding that unless the aircraft is certified for icing, it's against the FARs to fly into an area of known icing conditions. Although I suppose if it is predicted but none is reported than you had better make yourself familiar with the exact freezing levels, possible temperature inversions so that you can climb to warmer temperatures, and make sure the pitot heat and defroster are working (not that those will help you with structural icing). Oh yeah, and just stay out of visible moisture.

[/ QUOTE ]
Don't forget about alt air for the engine in case your intakes freeze. I had a DE that was hard core on icing, and I had to be reminded of the alt air.
[ QUOTE ]
. On a nonprecision approach, if no FAF is given in the profile view, the final approach segment will begin when the procedure turn intercepts the final approach course. On charts, the FAF is shown as either a "Maltese Cross" or a lightning bolt.

[/ QUOTE ]
Yes, except no ligtning bolt on a non-precision approach. That's glide slope intercept, therefore. It's on the ILS plates that double as LOC plates, but the maltese cross is your FAF for the LOC approach.

[CLR4ILS]

[ QUOTE ]
On a nonprecision approach, if no FAF is given in the profile view, the final approach segment will begin when the procedure turn intercepts the final approach course.

[/ QUOTE ]

Three segment approach. The spot where the "initial" joins the "final" segment is the FAP.


[ QUOTE ]
If you're at DH and you can see one runway end identifier light can you land? Assume you're configured to make a normal landing and you have the flight vis. minimums for the approach. On with the practical.


[/ QUOTE ]

Notice it says "one" REIL light. Was this intended by the DE? If you are at DA, have normal rate of descent and maneuvers, the visibility for the approach, any of the required runway environment "requirements".....Land Couger, just a walk in the park buddy.

ILS