Private & Commercial Pilot Practical Test Preparation Guide



Instrument Airplane Practical Test

Preparation Guide

Prepared by

Bob Schmelzer, Designated Pilot Examiner

(847) 838-4314 Flitexams@

It’s completely normal to have some pre-test jitters before any big test, no matter how well prepared you are. It’s that fear of the unknown that we all dread. In an effort to help you eliminate a good deal of that fear factor and at the same time help to ensure your own checkride success, I am sharing with you the following list of suggested study areas that you will be expected to be familiar with during the Instrument Airplane Practical Test, plus many useful tips and practical Do’s and Don’ts that will help you ace your checkride. After supplementing your own course study materials with this Preparation Guide, you might actually enjoy taking your Instrument Practical test because you’ll be so well prepared. No surprises! So, let’s get started.

The Oral Exam

WEATHER INFORMATION

For the Instrument Oral Exam, the first order of business in the PTS is to cover your preflight preparation abilities as they relate to weather information, including your overall weather knowledge and analysis skills by combining applicable METARs, TAFs, Winds Aloft, Radar Summary, Surface Analysis, Weather Depiction, PROG charts and PIREPS with other flight planning and regulatory considerations that lead to a legal and safe IFR operation. In other words, be able to consider and discuss how a particular weather scenario might affect your overall IFR flight operations. And since a large part of your flights as an instrument pilot involve flights in IMC, a thorough knowledge of the various weather systems and the specific conditions they typically produce would be very helpful.

You will also be expected to demonstrate your ability to obtain and evaluate various potential hazardous weather conditions that could affect your flight as well as how you would react to hazardous weather encountered enroute. A thorough review of AC 00-45F Aviation Weather Services and FAA-H-8083-25A Pilot’s Handbook of Aeronautical Knowledge is essential to your success in this area.

CROSS-COUNTRY FLIGHT PLANNING AND OPERATIONS

Next, you will be expected to describe your flight planning procedures and awareness of related regulations in detail. Topics like IFR pilot currency, fuel requirements, ATC clearance delivery procedures, IFR departure procedures, route planning, alternate airport planning, approach procedures, missed approaches, holding procedures and requirements and IFR chart interpretation might all be part of a typical discussion for this part of the exam. Basically, anything that relates to operating a safe IFR cross country flight is fair game for this portion of the practical test. So the best reference guides to this area would be the Enroute and Approach chart legends and symbology, FAR/AIM, FAA-H-8083-15A Instrument Flying Handbook, and FAA-H-8261-1 Instrument Procedures Handbook.

AIRCRAFT SYSTEMS RELATED TO IFR OPERATIONS

For this task, a thorough review of your aircraft POH is essential to your success in discussing the normal and emergency operation of the various systems on your aircraft, especially as they relate to IFR operations. Questions about the electrical system, vacuum system, pitot/static system, radio systems and anti/deicing systems are typical areas of discussion.

AIRCRAFT FLIGHT INSTRUMENTS AND NAVIGATION EQUIPMENT

This task deals with your awareness of the various types of flight instruments and navigation equipment requirements used during an IFR flight, like VOR operation and accuracy check requirements, GPS/WAAS operations, ILS, ADF, DME, marker beacons, SDF, LDA and radar/transponder operations. The best references for these questions would be FAR/AIM, FAA-H-8083-15A Instrument Flying Handbook, and FAA-H-8261-1 Instrument Procedures Handbook and FAA-H-8083-25A Pilot’s Handbook of Aeronautical Knowledge.

INSTRUMENT COCKPIT CHECK

A thorough knowledge of your procedures for validating each of the flight instruments and equipment before beginning the IFR takeoff will be discussed here. Knowing not only what is considered desirable but also what would constitute an unsatisfactory instrument check is also essential. Your best review guides for this task will be a combination of your aircraft POH and FAA-H-8083-15A Instrument Flying Handbook and FAA-H-8083-25A Pilot’s Handbook of Aeronautical Knowledge.

EMERGENCY OPERATIONS (LOSS OF COMMUNICATIONS)

I am frequently surprised by the variety of answers given to questions relating to lost communication procedures. It’s almost as though study in this area was an afterthought. The PTS requires this topic to be explored, so be well prepared to discuss in detail the actions you would take in coping with an ATC communication failure at any given time throughout your flight, allowing you to complete the flight safely as described in the FAR/AIM and FAA-H-8083-15A Instrument Flying Handbook. And since this is an emergency operation, effective aeronautical decision making (ADM) and risk management are especially critical.

TECHNICALLY ADVANCED AIRCRAFT (TAA) SUPPLEMENT

This section is for those pilots who will be taking their Instrument Practical Test in a “Glass Panel,” Technically Advanced Aircraft (TAA). It includes typical TAA questions (with answers) that you should review and compare to your appropriate primary reference guide. Although the following sample questions are based primarily on the Garmin G1000 system, if your aircraft is equipped with the Avidyne or some other glass panel display, your knowledge should be complete with regard to the Normal, Irregular and Emergency Operations specific to your particular equipment, as appropriate.

If the PFD (Primary Flight Display) fails, what is the backup? How is this action accomplished?

The primary flight instruments and engine indications switch to the remaining display automatically through system logic. This is called the Reversionary Mode.

Can the Reversionary Mode be manually selected? How?

Yes, by pressing the Red Backup mode button on the bottom of the Audio Control Panel.

If you were operating in the Reversionary Mode, what information would disappear?

The moving map display is removed as the MFD (Multi Function Display) reverts to PFD functions.

What is the ADC (Air Data Computer) and what is its purpose?

The ADC uses standard Pitot and Static inputs, as well as Outside Air Temperature (OAT) to automatically calculate most “E6B” calculations, such as: Density Altitude, True Airspeed, as well as Wind Speed and Direction at the aircraft’s current altitude.

How would you know that the ADC has failed? Where would you get your Airspeed and Altitude information?

The PFD presentation of the Airspeed, Altitude, Vertical Speed, OAT and TAS would have a red “X” over each item. In this instance the pilot would refer to the standby altimeter and airspeed indicators installed in the aircraft.

How would a Red X over the TAS (True Airspeed) box effect the transponder?

The Pressure Altitude reporting portion of the transponder would be inop. (No mode C)

If a Red X and the words “Attitude Failure” appear on the PFD, what has failed? Would you get the Attitude Indicator back by selecting the Reversionary Mode?

No, the AHRS has failed.

If you had lost the Attitude Indicator in this fashion (AHRS failure), would the Autopilot be available for use?

The autopilot is usable since it is rate based and has its own gyro source in roll mode (check AFM). During an AHRS failure the autopilot will typically be limited to operations in the ROLL mode with all pitch modes still available.

Where would you get your Attitude information if you couldn’t get it from the PFD or MFD?

The Stand-by Attitude Indicator.

When the AHRS fails, besides attitude, what other piece of information is lost?

When the AHRS has failed, so has the magnetometer, hence magnetic heading indications are no longer displayed on the HSI and a red X appears over the Heading window. Therefore, use DTK and TRK values from the GPS for course information and perform crosschecks against the magnetic (“wet”) compass in the aircraft.

If the Audio panel failed, would you be able to communicate with ATC? How?

Yes, automatically through Comm 1.

How could you immediately activate the Emergency Frequency of 121.5?

By pressing and holding the Frequency toggle key for 2 seconds.

If you have a Terrain Awareness system installed in your airplane, explain the meanings of the various displays on your system. Is it OK to navigate using just the Terrain Awareness system?

No

When filing your flight plan, what suffix is used to indicate a current Global Positioning System (GPS) database?

Use the suffix ‘/G.’

Where are the effective dates of the database displayed during the initial system start-up?

On the Right-hand side of the MFD at the conclusion of the scrolled text sequence.

If the database is not current in the G1000, can the system still be used for IFR flight? What additional enroute flight planning and approach considerations must be made?

Yes, we can still operate IFR, but we cannot file ‘/G’ for GPS use or use the GPS for instrument approach procedures. Additionally, all required enroute ground Navaids must be operational as verified by checking NOTAMs and we can accept NON-GPS navigation approaches only.

When selecting an instrument approach, what is the difference between “Load” and “Activate?”

“Load” attaches the approach to the End of the flight plan while “Activate” brings it to the Top, making the selected approach the next thing.

When flying a Non-Precision Instrument Approach, will VNAV (Vertical Navigation) guarantee altitude protection at step down fixes?

Use of VNAV information for Instrument Approach Procedures does not guarantee step-down fix altitude protection, or arrival at approach minimums in a normal position to land. VNAV may be utilized for advisory information only.

How does the G1000 system indicate that you have reached the MAP (Missed Approach Point) during an approach?

As the aircraft crosses the MAP, the waypoint message ‘ARRIVING AT WAYPOINT’ is displayed in the navigation status bar on the PFD. ‘SUSP’ is displayed in the HSI and directly above the SUSP soft-key, indicating that automatic sequencing of approach waypoints is suspended. A ‘FROM’ indication is displayed on the CDI, but course guidance along the final approach course continues. Do not follow this extended course.

Can the Autopilot be used to fly the initial portion of the Missed Approach?

When conducting missed approach procedures, autopilot coupled operation (if installed) is prohibited until the pilot has established a rate of climb that ensures all altitude requirements of the procedure will be met.

Upon arriving at the published missed approach holding pattern, can you use your autopilot to track the holding pattern course in a coupled operation?

Most GA autopilot systems are unable to do this, but some do. Check your system manual.

The Flight

If the weather on the day of your checkride is below VFR conditions, you should be aware that I do not conduct Instrument flight tests in actual IMC conditions for several reasons. First, doing so would require me to act as Pilot in Command (PIC) and while not forbidden by the FAA, it strongly discourages its DPEs from doing so during practical tests. Second, by operating in VMC conditions, greater flexibility is obtained by allowing the use of simulated ATC clearances, creating a more complete and accurate test than ATC might have been willing or able to accommodate. And finally, by operating in VMC the applicant is allowed greater leeway to correct any errors made that could not have been long ignored in actual IMC conditions. As in most checkrides, mistakes will be made at some point. If the applicant recognizes and corrects these mistakes in a reasonable time, I am happy. Operating IFR, especially single pilot, is largely a thinking person’s game, so stay ahead by constantly preparing mentally for your next operation and visualize every procedure that you are about to fly. Proper planning and visualization are the keys to flying an error-free IFR flight. And checking twice, rethinking everything you do or are about to do, is the key that allows you to catch the mistakes you were about to make.

PREFLIGHT INSPECTION AND AIRWORTHINESS REQUIREMENTS FOR IFR

During your preflight inspection, be prepared to discuss any items or systems that would deserve extra attention or consideration (de-icing equipment, electrical system components, etc.) before beginning an IFR flight. Also, be prepared to demonstrate how you check these items in your actual aircraft logbooks. Are there any required maintenance inspections that are specific to IFR operations? It would be very wise to become really comfortable finding and pointing out all required inspections in your maintenance logs for both VFR & IFR operations.

COCKPIT MANAGEMENT AND EXAMINER’S ROLE(S) DURING THE FLIGHT

From the moment we get into the airplane together, I pretty much stop asking questions and become your passenger. So, for the remainder of this checkride guide, I will simply share with you what I would expect to see from a well-trained, competent Instrument Pilot. Although I may not ask you directly, as with any Special Emphasis Areas, I will be paying particular attention to your Single-pilot Resource Management (SRM), ATC Communications, Runway Incursion/Runway Signage Awareness, Aeronautical Decision Making (ADM), Risk Management and Checklist Usage skills throughout the checkride.

AIR TRAFFIC CONTROL CLEARANCES AND PROCEDURES

For your IFR Departure clearance, I will play the role of ATC and when you are ready, issue you a Simulated IFR Clearance to a nearby airport. Your route clearance will include a Victor Airway, which you will be cleared to intercept at some point after takeoff. Airway intercepts seem to have become a lost art since it is so often not accomplished in busy terminal areas like Chicago, with Direct Routing or Radar Vectors being the norm. It is, however, a required task for the checkride. Be sure to set up your cockpit and radios to properly comply with your departure clearance. I often see applicants tune in the wrong VOR or set the OBS either sloppily (3-5° off) or incorrectly, making the airway intercept and tracking difficult or impossible.

If your aircraft is equipped with an IFR certified GPS, I would strongly suggest that you program it for enroute navigation as well as for your approaches. Proper use of this powerful GPS navigation tool greatly enhances your situational awareness throughout your flight instead of just during the approach phase. This shows me that you really do know how to properly use your equipment. And it also reduces your navigation workload while flying the airways by eliminating the need to keep tuning and identifying VOR stations along your route. The downside is that you must take the extra time needed to properly program your flight plan into the GPS before you depart. Don’t try to do all this route programming into the GPS after takeoff. Doing this in the air usually results in the applicant getting very behind the airplane. You would not want to get behind in actual IFR, so don’t do it on your checkride either.

COMPLIANCE WITH DEPARTURE, ENROUTE, AND ARRIVAL PROCEDURES AND CLEARANCES

I will ask you to set your Hood (No Foggles, please) before takeoff so that shortly after liftoff, at about 200’ or less, you will be able to quickly adjust it to instantly simulate IMC without requiring an exchange of flight controls. This creates a much more realistic IFR takeoff simulation. Now, just turn to your assigned heading and contact Departure Control as appropriate.

Following your proper intercept of the assigned Victor Airway, I will issue an ATC handoff (frequency change) to observe your procedure here. You may also receive a reroute clearance such as an intercept of a specified VOR radial or a simple, “Direct-To the VOR,” clearance as well, thus completing the Enroute phase of your checkride.

HOLDING PROCEDURES

Approaching the terminal area, I will issue Holding instructions when you are ready to copy. For some reason, Holding seems to be a relatively challenging task for many applicants. While Holding is not something you will commonly do in IFR, you simply must be able to confidently accomplish this task properly. Although many applicants may disagree, Holding was not designed to be highly challenging or demanding, leaving you task saturated and unable to THINK about what’s coming next . . . usually an Instrument Approach! So, as soon as you are established comfortably in the Hold, begin preparing for your approach by collecting your weather info (ATIS/AWOS) and start planning for and setting up as much of the approach as possible, including your approach briefing so that you will be ready for your approach when further clearance finally comes. The ability to multi-task in this way is an essential ingredient that is at the heart of safe Single Pilot IFR operations. The realities of Single Pilot IFR operations sometimes requires you to accomplish, simultaneously, two (or more) demanding tasks in an extremely time-critical manner, while bouncing around in a potentially stressful, IFR environment. Sounds like fun, huh?

The most common problem I see during Holding procedures stems from faulty visualization of the Holding Pattern, resulting in improper turns that lead to flying into non-holding (unprotected) airspace. Improperly setting the OBS course is also common. Also, don’t forget to advise ATC of your Hold entry using proper phraseology (Fix, Altitude and Time) and slow to your appropriate holding airspeed to conserve fuel.

NON-PRECISION APPROACH (Normal Operations)

For the purposes of the checkride, I will brief that you can assume you are still in IMC until you hear me say, “Ground Contact,” at which point you may begin to include outside visual reference into your scan as you transition to visual references to complete the approach and landing. However, if I do not say anything throughout the approach, assume that you are still in IMC, so act accordingly.

Your checkride will include two Non-Precision approaches. One of your approaches must be demonstrated with all systems being used, including your autopilot, if installed and operational. Additionally, if your aircraft is equipped with IFR certified GPS, its database must be current for the checkride and you can count on doing one GPS approach. This approach will be to either a circle-to-land maneuver, or a missed approach. While doing any of the approaches, be mindful of the PTS (Practical Test Standards) requirement to avoid any descent below the MDA until the runway environment is in sight. To accomplish this, I suggest that you “sneak up” on your MDA, by only finally reaching it just as you near your MAP, thus minimizing the amount of time you are sitting exactly at your MDA with zero tolerance for going below it. Ouch!

Another common error is over-correcting for course deviations, resulting in wide heading and course variances, with your course needle acting as though it were a windshield wiper on a rainy day. Remember, you are only allowed a ¾ scale deflection to stay within PTS limits and if you get a full-scale deflection while on the final approach segment, you must execute a Missed Approach. If you find yourself significantly off course, do make an aggressive correction to get back on course without delay. However, the key to proper course tracking is understanding that the slower your CDI is moving, the closer you are to the exact heading that will stop its movement. Although it sometimes seems nearly impossible to keep the CDI exactly in the center throughout the entire approach, keeping your heading corrections within just a few degrees of the proper, ON-COURSE (stopped CDI needle) heading, will eliminate the “wiper” effect and you’ll be flying like a true pro.

NON-PRECISION APPROACH (Emergency Operations)

FAILURE OF THE PRIMARY FLIGHT INSTRUMENTS . . . You’ve already completed your first, relatively easy, all systems functioning normally, Non-Precision approach. This leaves the FAA required, worse case scenario. In real life, you’d declare an Emergency and probably get radar vectors to the nearest ILS approach, staying in VMC as much as possible while using all available autopilot functions to reduce your workload. But for checkride purposes, the FAA requires a hand-flown (no autopilot) Non-Precision approach during the simulated failure of your primary flight instruments.

Pilot Examiners are not permitted to pull Circuit Breakers to simulate any failure modes. So for TAA pilots this means the PFD will probably be dimmed to simulate its failure. For G1000 users this would require that both automatic and manual switching to the Reversionary Mode be blocked. This will leave you with your standby flight instruments, normal MFD functions and NO autopilot. Since you will not have any CDI display for course guidance during this simulated failure method, you will have to navigate your Non-Precision approach using the magenta course line on your MFD. Some helpful tips for setting up your MFD to help with navigating the approach course include:

• Use a fairly short range display for a better course line resolution

• Use DTK, TRK and XTK values to help maintain your desired course

• Display Turn Prediction and Range Circle for improved SA

Remember that in Approach Mode, a full-scale deflection of the CDI would be a .3-mile XTK error; so keep your XTK values to .2 or less to comply with PTS tolerances. Avidyne users with a G430/530 should use the CDI on the NAV page for required course guidance info as a substitute for the normal CDI display.

For non-TAA (steam gauge) aircraft, you will have a simulated gyro suction (vacuum) system failure, resulting in the loss of your Attitude and Heading indicators. But no matter what aircraft you fly, these scenarios simulate an EMERGENCY, so do report the failure of your equipment (as required) and declare an emergency! The same rules of engagement apply to this approach as with the previous Non-Precision approach, except that now you’ll be a lot busier hand flying, using fewer flight instruments, all with the added distraction of a potentially very different scan pattern necessary to control the airplane, especially for the pilots of TAA aircraft.

ILS APPROACH

Your final instrument approach will be a hand-flown ILS to published minimums ending in either a straight-in landing or a go-around. Remember that the localizer and glide slope signals are four times more sensitive than VOR signals so the previously-mentioned hints to avoiding course chasing during Non-Precision approaches are four times more valid here. I have also seen several applicants misread the approach chart and descend to the Localizer-Only MDA instead of the DA/DH, so don’t fall for that one! As always, when using your NAV Radios, don’t forget to properly tune and identify all required navaids, including DME, as appropriate. And be sure you are NOT in the GPS mode for your ILS approach.

RECOVERY FROM UNUSUAL FLIGHT ATTITUDES

On our way back to your home base airport, you will have the opportunity to demonstrate your recovery from unusual attitudes techniques. I will ask you to take your hands and feet off the controls, put your head down and close your eyes. I promise, I will not get you sick! As you look up to begin your recovery, you will notice that your Attitude Indicator will be covered. For TAA drivers, your PFD will be dimmed, so use your Standby Flight Instruments for the recovery. First check your pressure instruments for a CLIMB or a DESCENT and make an appropriate power adjustment. Next, if you’re in a descent, ROLL the WINGS LEVEL as you smoothly raise the pitch attitude to level flight. However, if you’re in a climb, allow the nose to drop to a LEVEL PITCH attitude before you ROLL the wings to a WINGS LEVEL attitude. And how do you know if you are passing level flight if your Attitude Indicator has tumbled? The pressure instruments are the key. When passing level flight, the Pressure Instrument needles momentarily stop their movement before reversing direction. Look for that momentary stopping of the needles. That’s level flight. Finally, readjust your power and return to your assigned course and altitude as you advise ATC of your problem. Doing great! You’re almost there!

POST-FLIGHT PROCEDURES

I will always allow you the necessary time to complete your entire parking/securing checklist at the ramp area before I shake your hand and congratulate you on your success. Don’t forget or neglect to record any VOR accuracy checks that you may have completed during the flight and, as appropriate, any relevant maintenance issues. The flight is not over until all of the paperwork is completed. And as with so many other things in life, if the job’s worth doing, it’s worth overdoing. (I think someone at the FAA said that first.)

Congratulations! Welcome to the wonderful world of Instrument Flying!

FINAL POINTS TO CONSIDER

Since you will be the PIC during your checkride, it’s really best if you can keep yourself in that mindset, thinking of me as your passenger and you as an already rated instrument pilot. This should improve your performance and provide a more realistic representation of your true knowledge and skills as an instrument pilot. Don’t do something just because you think it’s what I might want to see. Do what you have been trained to do and avoid that, “Please the Examiner,” mode of operation. Today would be a very bad day to begin inventing new ways of flying IFR that your instructor never mentioned, just because there’s an examiner sitting beside you. Think and act like an instrument PIC and I will be a very happy pilot examiner. As always, fly with confidence, relax and, most of all, have fun!

It might also help you to remember that as much as we’d all like to be perfect, you don’t need to be perfect in order to pass. The test is not a 100% test and does not seek or demand perfection! If it did, only God would be instrument rated. You will make mistakes during your checkride. We all do. You can count on them and you will learn from them. As your examiner, I am just as interested in seeing that you recognize and react to your mistakes as I am in confirming that you don’t make too many of them. So, when you make those inevitable errors, do your best to recognize them as soon as possible and take prompt, appropriate corrective action. The point is, do your best, but when things don’t go as planned, DON’T GIVE UP! Put the mistake behind you and press on, just as you do during all of your other flights.

Throughout your checkride, remember to be methodical, using your checklists, double-checking important items and take your time. The checkride is not a timed test; so don’t rush it. Rushing leads to mistakes too. Don’t allow ATC or even the examiner to rush you. You are in command here, not ATC or the examiner. If you’re not ready to begin the approach, ask ATC for more time. After all, hurrying is only essential when you’re on fire or nearly out of gas!

Remember that even though examiners cannot provide instruction or assistance during the checkride, you will probably receive helpful pointers and hints during your debrief. So, while the checkride will be very challenging, you should also embrace it as a positive learning experience. In that respect, you should view your checkride as simply an extension of your previous training. Your instructor has provided your training, and after assessing your skills and knowledge, has endorsed that you are ready to safely operate as an instrument pilot. I’ll just be observing you to be sure your instructor is correct. All things considered, it’s really more a check of your instructor’s abilities and judgment. Hopefully, this should eliminate some of the checkride stress you may be feeling.

Before you head out to the airport on your big day, confirm that you have all of your required checkride gear by referring to the Practical Test Checklist, located in your PTS booklet. As long as you have your PTS out, it contains a ton of great information, especially in the introduction section, that you would be wise to review. Consider the PTS your Key to Success document.

And finally, if you have any questions or concerns with anything I have presented here or any other checkride questions I have not addressed, I hope you will please feel free to contact me beforehand to address those areas.

After you have spent some time using this Preparation Guide to help you prepare for your Practical Test, it would be my pleasure to be your examiner, to present you with your new Instrument Rating, and be the first to congratulate you on your accomplishment. I look forward to the opportunity to fly with you soon!

Bob Schmelzer

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