Your Instrument Check Ride Revealed. Presented by Andy Munnis, DPE, and McAir Aviation.
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- Опубликовано: 22 фев 2014
- The follow-up to Andy's "Private Pilot Check Ride" covers most everything he looks for during the Instrument Check Ride and the most common mistakes made by applicants.
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Passed my checkride today. This was a huge help.
Here’s an annotated index:
3:30 Go through the PTS (ACS) publication
6:19 Take personal responsibility for your check ride
6:56 The four levels of learning
8:40 Expectations: safety, good judgment, good airmanship
9:17 Standards of performance: they apply to the whole flight
10:19 Know your reference material
11:20 Commercially produced study guides
12:28 - Answering oral questions
14:05 - Personal stories - not needed
16:55 - When you don’t know the answer
16:37 Flying the plane: - take command of the airplane
17:01 - Don’t let the plane fly you; stay ahead
17:24 - Go arounds: don’t be afraid to
18:17 - Fly on the check ride as you’d fly normally
19:14 - Fly through your mistakes, fix them, carry on
20:30 Problem topics: - when is an IFR rating required
21:51 - Airworthiness
24:22 - Instruments and equipment required for IFR flight
25:26 - Inoperative instruments and equipment
30:30 Weather: decode METARs, TAFs
35:05 Aircraft systems:
36:30 - pitot-static issues
44:00 - know vacuum vs. electrically powered vs. pitot-static instruments
44:15 - flying into areas of different pressure and temperature
45:28 - glass cockpit instruments and failure modes
46:20 - glass cockpit: stand-by battery system
50:56 Alternates
51:13 - 1-2-3 rule
52:09 - Alternate minimums, including non-standard minimums
57:32 - Can I use an alternate without instrument approaches
58:12 Departure procedures: - types and differences
1:00:04 - exact meaning of inverted T triangle
1:01:43 - When to fly an ODP
1:05:48 - Decoding and applying departure procedures
1:10:50 Airspace
1:11:48 Minimum Crossing vs. Reception Altitudes
1:21:02 MEA vs. MOCA
1:23:52 Position reports - IPTAEN acronym
1:26:26 Reports that ATC requires at all times in IFR flight
1:31:39 Additional reports to be made when not in radar contact
1:35:17 Lost communications procedures
1:44:53 IFR arrivals: know what minimums apply to you
1:45:56 Criteria to satisfy before descend below DA or MDA
1:47:29 Visual Descent Point
Daniele Paolo Scarpazza thanks
you're the guy!
Thanks bud
Thanks dude
Super helpful! Thanks.
can someone get this guy a new dry erase marker? -- he's earned it.
Play back on 1.25 speed. You're welcome
Wow! sounds perfectly normal. thanks!
Being well caffeinated, I prefer 2.0x :D
Play at 0.75x to hear what an inebriate pilot sounds like
I listened to it on 1.5 😂😂
@@zacharynorman397 😂😂😂😂😂😂😂
Best guy out there. 20th time I’ve listened to it. Always learn something new.
I promise MARVELOUS VFR C500 is much easier to remember then STALLMUUVA with the listed and amended listed.
Missed Approach
Airspeed (+/- 10kts or 5%)
Reaching holding fix
VFR on top
ETA +/- 3 minutes
Leaving holding fix
Outer market
Unforecasted weather
Safety of flight
Vacating an altitude
Final approach fix
Radio and Nav failure
Compulsory reporting points
500: cannot maintain a 500 fpm climb or descent.
Good point; ive always used marvelous vfr c500
“I’m gonna grab a soda while you find the DER VOR”, that’s funny right there lol!
Andy is fantastic! I watched him prior to my private ticket check ride and I am watching him all the way up to today two hours prior to my instrument check ride to refresh and remember any small details. He is a true instrument instructor and DPE. Thank you for having these videos up for us to take advantage of! I find they are very beneficial!
Passed my check ride today. Your video helped a lot! Thanks!
Just passed my instrument checkride yesterday. This video is absolutely amazing, thank you so much for this!!
How did the reference material in this video compare to the new ACS requirements? Thanks
Between the Pitot-Static explanation and the Minimum Crossing Altitude/Reception Altitude diagram, I have to say this is sooooooo helpful and makes it very easy to grasp! Thank you so much!!!
One of the best IFR check ride primers on the internet. Great teaching ability. This is a must to watch about a week before your checkride. Suggest opening the FT Collins plate and review it while Andy talks about it!
Thanks for providing this excellent instructional video FREE OF CHARGE!!!!! You have done us IFR students a real help, sir. I will watch this again and again using the below index provided by @scarpaz:
Here’s an annotated index:
3:30 Go through the PTS (ACS) publication
6:19 Take personal responsibility for your check ride
6:56 The four levels of learning
8:40 Expectations: safety, good judgment, good airmanship
9:17 Standards of performance: they apply to the whole flight
10:19 Know your reference material
11:20 Commercially produced study guides
12:28 - Answering oral questions
14:05 - Personal stories - not needed
16:55 - When you don’t know the answer
16:37 Flying the plane: - take command of the airplane
17:01 - Don’t let the plane fly you; stay ahead
17:24 - Go arounds: don’t be afraid to
18:17 - Fly on the check ride as you’d fly normally
19:14 - Fly through your mistakes, fix them, carry on
20:30 Problem topics: - when is an IFR rating required
21:51 - Airworthiness
24:22 - Instruments and equipment required for IFR flight
25:26 - Inoperative instruments and equipment
30:30 Weather: decode METARs, TAFs
35:05 Aircraft systems:
36:30 - pitot-static issues
44:00 - know vacuum vs. electrically powered vs. pitot-static instruments
44:15 - flying into areas of different pressure and temperature
45:28 - glass cockpit instruments and failure modes
46:20 - glass cockpit: stand-by battery system
50:56 Alternates
51:13 - 1-2-3 rule
52:09 - Alternate minimums, including non-standard minimums
57:32 - Can I use an alternate without instrument approaches
58:12 Departure procedures: - types and differences
1:00:04 - exact meaning of inverted T triangle
1:01:43 - When to fly an ODP
1:05:48 - Decoding and applying departure procedures
1:10:50 Airspace
1:11:48 Minimum Crossing vs. Reception Altitudes
1:21:02 MEA vs. MOCA
1:23:52 Position reports - IPTAEN acronym
1:26:26 Reports that ATC requires at all times in IFR flight
1:31:39 Additional reports to be made when not in radar contact
1:35:17 Lost communications procedures
1:44:53 IFR arrivals: know what minimums apply to you
1:45:56 Criteria to satisfy before descend below DA or MDA
1:47:29 Visual Descent Point
Very nice video. Very helpful and great teaching abilities from Mr. Munnis. Very much appreciated.
P.S. Thanks for making this video available for no cost.
Got my IR a few weeks back and this really helped!! Thanks Andy you’d da man!
Andy is fantastic! I started my instrument training recently and came across this video on my feed. Andy does a fantastic job explaining these topic making it extremely easy to comprehend. One thing I like about this session is that he explains there’s different levels of learning which is VERY true. Rote memorization and not having the ability to understand information to a certain level can definitely hinder pilots when put in real practical situations. Thank you Andy for taking the time to explain these topic for us student pilot.
Holy crap, I'm SO HAPPY to have come across this!!!!!! My IFR checkride is coming up! This has been such great help !!!! Thank you!!! Happy Flying !
Andy's is very clear and good. Like his way of explaining things and making them easy to grasp. I've seen a lot ground instruction, books and videos that are a lot less clear on some of these subjects.
8 year old video but still very thorough! My pre-checkride orals pretty much matched this.
Super helpful and helped me pass my checkride; thanks Andy.
Excellent video...got my IFR Cert yesterday.
IFR checkride next week. Really glad I watched this video. Definitely helped me on my private.
Great presentation Andy, and thanks for sharing your knowledge.
Great video. Thanks for the presentation, Andy!
Very informative, Thank you for posting this. I have my check ride in a couple of weeks.....just in time :)
Thank you Andy, I have passed IR(H), with deep respect from Kazakhstan
Great overview to help me focus on what I need to study...
Excellent review Andy thank you for sharing.
Amazing video. Great explanations - ifr checkride in two weeks.
Good luck! I got mine coming up in 3 weeks. I've watched this video several times already.
Definitely a great review! Got my check ride tomorrow and this helps a ton
Andy Munnis is such a genuine guy. I will strive to instruct in this manner. old video i know but way to go man!
Two of the most useful videos on the Internet, right here
What a fantastic video.
So informative and well explained.
Got my instrument rating on the 4th. This helped me. Thank you!
Thank you for this amazing video. Helped me out big time! Cheers.
Nice job Andy. Nice to hear it from the other side of the table
This video is immensely useful, thank you!!
*that was a great explanation of the pitot static blockage!! thank you! Also, I liked how you actually asked if all the students understood before you dove in deeper, mark of a great teacher, you checked in with your students!*
Really helpful. Has me looking for further info and has pointed me in the right direction. Thanks
Thank you so much, very high quality information for checkride.
It helped me alot for knowing minor things we miss.
Lol I was literally driving by McAir while I finished this video.... thanks for the help!
About to do my stage 1 check at Heli Ops!
Great job. Thank you!
Used this for notes for my CFI-I checkride and I passed (helicopter) Side note...DPE commented me on checking engine gauges as well as the nav instruments. He said he sees engine gauges get neglected alot.
Great video. Sir
Great Video!!! Thank you!
Thanks Andy. Hugely informative and great delivery - your friendly demeanor helps with student comprehension and retaining of information you offer. I feel more confident for my check ride in 2 days. Cheers
BadTurbulence I passed! Oral went great. Examiner said I did a good job.
I passed my PPL and found his ppl video very helpful. now I'm looking forward to my IR in 2017. Best of luck to you fiona
Nice job...thank you!
Thank you very much
I've got a CFII check ride coming up in the next few weeks. Lots of good info here for check rides and instrument pilots in general. I'd recommend giving this a watch if you're studying for a check ride, IPC, or just wanna brush up on your instrument knowledge.
Can you explain to me what he says at 57:05. Shouldn’t the whole airport not be used ALTERNATE
@2016 There are a lot of things to unpack when you consider the use of a particular airport as an alternate:
1. If there are no approaches published for the alternate airport, then the question becomes: does the forecast at the alternate at the ETA provide a high enough ceiling and visibility to permit descent from the MEA, approach, and landing under basic VFR? If so, then you may use the airport as an alternate. (See 91.169(c)(2))
Otherwise, consider all of the instrument approaches at the alternate airport:
2. Eliminate from consideration any approaches for which:
- the pilot or aircraft are not authorised (e.g. a Cat II ILS), or
- the aircraft lacks required equipment, or
- the approach is based on GPS (see AIM 1-1-19(g)), if you've also planned to use a GPS approach at your destination, and you do NOT have a WAAS-equipped GPS system. In other words, unless you have WAAS, you can plan to use a GPS approach at your destination or your alternate, but not both; or
- there are NOTAMs placing them out of service or otherwise unavailable at the ETA, or
- the approach indicates that it's not authorised for use as an alternate (i.e. the triangle-A N/A symbol, which he mentioned is often overlooked)
The remaining approaches, if any, may be used for alternate planning purposes. If you eliminated all approaches, then the airport may not be used as an alternate, regardless of the forecast weather.*
Now consider each of the remaining approaches:
3. If the triangle-A symbol does not appear on the chart, then you apply the standard alternate minimums found in 91.169(c)(1) -- for airplanes, 2+ sm visibility, and either 600+' ceiling (precision approach) or 800+' ceiling (non-precision) at the alternate ETA.
4. If the triangle-A symbol does appear (without the N/A), then you must look up the alternate minima specific to this airport and approach, as he described. These minima are often complicated, depending on the aircraft's approach category, whether or not the control tower is operating, whether or not you have local weather information, day vs. night, etc.
If any of the remaining approaches (from step 2) meet the requirements described in steps 3/4 (as appropriate), then you may legally file that airport as your IFR alternate. (In other words, you can stop evaluating approaches once you find one that passes.)
5. That said, what is legal may not be smart or safe. There may be an approach that meets all of these legal requirements, which is still not a smart choice. For example: an ILS that has standard alternate minima of 600/2, but the forecast winds will not allow you to land straight-in on that runway. If you actually flew that ILS, you would need to circle to land. Would it make sense to file that as an alternate if the ceiling is forecast to be only 600', and the circling MDA is 800'? Probably not.
6. FINALLY: these factors are used ONLY for flight planning purposes. If you actually divert to your alternate, then you can fly any approach for which the pilot and aircraft are authorised, and the minima that apply are the ordinary minima printed on the chart. The alternate minima and any other restrictions related to the triangle-A symbol DO NOT apply when you're actually flying the approach at the alternate.
* Note that 91.169(c)(2) -- which permits use as an alternate, if the forecast weather will be VFR -- does NOT apply if there are any instrument approaches published for that airport, even if those approaches are N/A as alternates, or not usable for some reason (see #2 above). This doesn't make much sense -- it gives more flexibility at an airport with ZERO approaches, than it does at an airport with approaches! -- but the FAA have doubled down on this illogical rule in the Lloyd 2006 legal interpretation. So that's the way it is.
I hope this helps!
@@user-fi6tq3mo3q nope, the Triangle with the “A” inside on an approach plate means that only that particular approach has non-standard alternate minimums. In order to find what those are, you have to check the Terminal Procedures publication. If the triangle with an “A” inside it is followed by an “NA”, then that means that particular approach cannot be considered when picking an alternate. A good example of this is at KTTA. Both ILS approaches have the triangle with an “A” inside followed by “NA”, and the only other two approaches there are RNAV approaches with non-standard minimums. In order to file that airport as an alternate the airport must be forecast at ETA to have the minimums for whichever RNAV approach you choose. That being said, if you did to divert to that airport as an alternate you could still shoot the ILS. it’s all about the forecast weather for picking the alternate.
Excellent. Thanks!
Thank You Very Much!
Excellent!
Best explanation on pitot /static port relations and their obstruction effecting ASI.
So, when does any DPE hang around and chitchat???
NEVER!
Thanks captain really helpful video
yo fate bro reply me your skype i need to talk to you man
havn't talked in a while john,Trauma
HE seems fair DPE. good video
That is one fine presentation. Didn’t feel like I was drinking from a fire hose. Captain Andy gets right over the target. Thank you sir!
Just started my IR this week, still waiting for it all to click
Didn't click? I am couple of weeks in and still lost in space
It will. Just keep ploughing through..., eat this mammoth one bite at a time...
Phenomenal video, Andy! Thank you! Taking my IFR Checkride in 4 days and this has been super helpful!
How did it go? Did the video help you out alot on the oral?
Wow, what a explanatory video! For reports I like to use:
A irspeed +or- 10 or 5%
C annot maintain 500FPM
M issed
E quipment malfunction
W x
A ltitude leaving for VFR on top or cannot maintain
S afety issues
H olding (enter, exit)
NON-RADAR
C learance limit
O uter marker
F af
F compulsory reporting points
E ta +or- 3 min
23:35 No pitot inspection required for both VFR/IFR. 91.411 Only specifies static system and altimeter. Better acronym is AV1ATES. Annual, VOR, 100hr, ADs, Transponder, ELT, and Static System/Altimeter.
Andy you are amazing. Thanks for this amazing video.
Thank you for taking the time to discuss common errors!
At 30:30 dealing with inop equip: If ferrying IFR certificated A.C. to have equip repaired to comply with GRABCARD is ferry permit required if plane will be ferried under VMC? Thanks for putting this video together Mr. Munnis.
If you'll be flying under VFR, then GRABCARD (91.205(d)) does not apply.
Note that I said flying under VFR, not merely in VMC. If you're flying under IFR -- even in VMC -- then GRABCARD does apply. If you have an inoperative GRABCARD instrument, but need for some reason to fly under IFR to get it repaired, then yes, you would need a ferry permit.
Remember Aviates
Annual
VOR -30 days
100 hour - AP
ADs - complied with
Transponder - 24 months
ELT - 12 months
Static system - 24 months
A1TAPES is misguided for instrument due to the fact that VOR checks are not included in the acronym. For example, AV1ATES includes all of the aforementioned components as well as VOR checks, which is required for IFR flight.
A-Annual check
V-VOR check
1-100 hour
A-Airspeed
T-Transponder
E-ELT
S-Static system
Annual
VOR
100 hour
Altimeter
Transponder
ELT
Static encoder
Additionally, there are also the Airworthiness Directives that we have to comply with.
I think the reports to ATC acronym given in the video is confusing. I use mandatory reports to ATC using DRUMS, and other reports using AMARVELOUSVFR500
Deviations from clearance
Requests by ATC
Unforecast weather
Malfunctions
Saftey of Flight
Assigned, Requested or Required by chart
Missed Approach
Airspeed changes of 10kts or 5% (whichever is greater)
Reaching clearance limit
Vacating an Altitude
ETA changes of 3 mins or more (non radar)
Leaving clearance limit
Outer marker inbound
Unforecast Weather
Saftey of flight
Deviations
VFR on top altitude changes
Final Approach Fix inbound
Radio/Nav failures
500 : unable to maintain 500ft climb/descent rates
Give yourself room on altitude and take it one step at a time, one turn, approach, one radio call. One at a time! Aviate, navigate, communicate.
Are those posters behind you for teh compass etc? Would love to use those for teaching
38:43 from what I remember the ram air connects to the aneroid wafer and static air to the case of the ASI
Diagram, not the aneroid wafer. The aneroid wafer is for the altimeter.
How is the TAF effective time almost four hours prior to the issuance? @31:40
He missed that an IFR rating is required when transporting passengers with a CPL over 50 nm
Hi, could you put an index for the video? It would be useful, like Intro 00:00-03:40, etc. Its useful to get back on track when opening the video again for people that cannot watch the video in a row
Great video, thank you for posting this :)
feels like the ppl check all over again...
Jon Netbotic yep
I wish Andy was my instructor!
Special VFR night just for Airplane
He, maybe for the simplicity of it (keep it simple) but did not mention 91.175 descent to and land within the touchdown zone only required for 121 and 135 ops. I always highlight this to students because without this detail their knowledge is incorrect.
you're saying it's not required to land in the TDZ on all approaches/landings? interesting
At 5:40 he mentions knowing what altitude a maneuver is supposed to be done at is referenced in the PTS/ACS , can anyone point where exactly that is??
Each specific maneuver tolerance is referenced at the bottom of each page in the ACS, accordingly.
I believe he’s referring to the Airplane Flying Handbook which says maneuvers, such as slow flight, stalls, should be completed no lower that 1500 agl. The 91.119 reg should also be considered, to avoid anything that might be considered reckless.
Wow great video I learned alot
VDP question: essentially if you reach the vdp and do NOT have airport environment in sight you should initied missed approach?
When reaching the Missed Approach point yes
Although not strictly required to initiate a missed approach at the VDP (if the airport environment is not in sight), the definition of the VDP is the point at which further descent must be initiated in order to reach the runway touchdown zone using a stabilised approach.
In other words, if you cannot begin the descent at or before the VDP, then the required descent rate would be too extreme to qualify as a stabilised approach, and good aeronautical decision-making would suggest that a missed approach should be initiated. (And as Diego implies in his comment, remember that you cannot make any turns until you reach the MAP.)
At 23:45, should we include the VOR checks every 30 days?
TheAviator I believe so. Also, don't forget the ADs for that airplane must also be addressed.
Thank you!
Love this
Did the uploader purposely decrease the playback speed of his video? 1x speed seems like he’s slurring and 1.25x seems more normal.
I must have the read the regs wrong, didn't know an instrument rating was required for all controlled airspace. last time I checked it was for class A only. crap al this time i was flying in Bravo, Charlie and Delta.
Wx below VFR mins
Set the playback speed to 1.25 speed. You're welcome.
1:25:50. Key point. 1:50:20
Yep
5:53 Ground reference maneuver on an instrument check ride? Yeap, got to do those S-turns in the clouds correctly or else.
I thought the MOCA was also especially helpful for pilots wanting to conserve fuel....?
Does everyone know what "steam gauge" is? I DON'T!!!!
Basically, old style Pitot static, Vacuum & Electric Gyros... NOT Glass cockpit or Hi-tech. ergo: Steam Vs Electric
I used to clean AC filters using a steam hose right off the boiler. I watched the steam gauge all the time. It was a very simple, very reliable, very round gauge that indicated pressure without using sensors and electronics.
51:00
Man, too late to hear from you! I wish I can go over again with a better course and meet a good guy that give me those important advice.
DPE’s are tired of your sh*t! 😂
This is an okay video. I would be nice if you would define your acronyms at least once.
Out dated now ACS not PTS
AVIATE Checklist
I think it is a trait of a good DPE to have bad handwriting haha, mine certainly does!
Gold standard prep right here.
1:07:37 God bless you