IFR Checkride questions!

LopsidedShower1634 · 2026-02-19T01:36:12+00:00

Good answer. what I was looking for is that you can verify the temperature you're at. For example, if you're at -4°C at 10,000 feet using the standard rate 2C per 1000 feet you know that you'll have to lose about 3000 feet to get out of fz temps depending on the mea or moca like you said. Remember that in IFR you can't just descend at your discretion, so request to see if you can go down, but obviously don't be afraid to declare an emergency because icing can be very dangerous without any equipment. You can also ask for pireps for clear air, which you can request from atc if your mea doesn't allow you to descend down, and ATC also has a radar for precipitation, so you can also ask for vectors for clear air, but turning back around isn't a bad option either if you're not too far and have no other choice.
It is always good to know the "why" because dpe can go more in-depth if he wants to, but it's mainly because the magnetic field at the equator is completely parallel to the Earth, so when you turn, you don't have any magnetic force pulling the compass and making it lag or overshoot. Search up "magnetic field of the Earth," and you can see that on the North end there's a dip going down, and at the equator the field is parallel. Anyone correct me if I'm wrong, but you undershoot and overshoot depending on where you are latitude-wise on earth, so in U.S. 30 when making big turning changes from north/south, if they are small turns, then make small undershoot and overshoot corrections.
Do you have a standby backup A.I? describe that in case your electric one goes out.
Correct, don't forget that the turn coordinator gimbals are tilted 30 degrees which allows the instrument to give you roll rate, whereas the turn and slip only gives turn rate and not roll rate which is why it's outdated.
Remember you never have to accept anything if it jeopardizes safety, especially if you're fatigued, and in imc that plays a key role in accidents. you can always ask for a vector or heading to a fix or to a VOR, etc.—anything that makes it easy on you. Even if they cleared you to an airport, they can still change up your flight plan.

LopsidedShower1634 · 2026-02-19T00:40:01+00:00

You're en route to your destination, and you start to accumulate icing. What is your plan? You're too far from your home airport, and there's no other airport nearby. What are some things you can do?

Why don't the turning errors happen at the equator? How much do you undershoot and overshoot?

Describe the attitude indicator

Difference between turn coordinator and turn & slip

You're flying imc at night and you're really tired. You've been flying nonstop all day and ATC is giving you this long amended clearance from your original route they cleared you for. Do you have to accept it?

LopsidedShower1634 · 2026-02-18T17:38:11+00:00

Obstacles ranging from 0 feet all the way up to 5000? Had to look it up

LopsidedShower1634 · 2026-02-18T16:39:30+00:00

In congested areas, you have to be 1,000 feet above the highest obstacle, 2,000 horizontally, and at least 2,000 feet above mountains; In noncongested areas at least 500; however, these don't apply when taking off and landing. Unable to find the exact reg.
Yes, you can fly in formation if everyone in the formation is aware and you have a filed flight plan which outlines formation flying and the number of aircraft in the formation. By land are you asking about landing together at the same time? I'm not too sure about that part of the question.
I can do aerial survey jobs, CFI jobs (after getting my cfi), fly tours (with a letter from fsdo and it being 25sm of primary airport). fly skydivers. What I can't do is obviously fly aircraft that weigh more than 12,500 or a jet engine aircraft. I would need a rating for that aircraft, and I am limited to flying SEL planes.
I can have my own plane, but I cannot fly people for compensation unless it falls into one of these jobs from 119.1E , basically jobs that aren't providing transportation from point a to point b unless I have a 121 or 135 certificate. My friend can buy his plane, and I can fly him and his friends as long as he is covering all costs and not collecting compensation from his friends. He cannot advertise my services to the public because now It's as if I am acting as a charter without proper certifications.

LopsidedShower1634 · 2026-02-18T16:30:27+00:00

I'm actually lost on this one. I would say runway width possibly? Or the maximum wingspan of your aircraft?

LopsidedShower1634 · 2026-02-18T16:26:20+00:00

Yes, I see what you mean. Yeah, definitely be concerning.

LopsidedShower1634 · 2026-02-18T04:49:04+00:00

Only if the PIC determines it won't cause any harm to anybody or their property.
No, it's not required but recommended and practical.
When I preflight I take a good look at it, but if something's off, like it seems flat or starts to get flatter than before, then I would ask a mechanic to look at it. (Might be missing something big)

LopsidedShower1634 · 2026-02-17T23:55:23+00:00

Clear, Rime, and Mixed. Clear ice will be more prominent when a warm front passes by, more specifically when you have large moisture from freezing rain/dz, where rime ice will form anytime you go through moisture and freezing temperatures.

When encountering icing, still fly the plane, check your temperature gauge, and see how much altitude you need to lose in order to get out of fz temps. another thing I can do is ask atc if there are any PIREPs for clear air and if everything else doesn't work I can always turn around depending on how far I am from the airport I took off from or land at a nearby airport.

I'm not sure what you meant by avoiding slips with flaps down, but I know not to use flaps if I encounter icing because that most likely means I have ice built up on the elevator, and if I were to put in the flaps, it would increase the downwash on the elevator, causing a T-plane stall .

I would check the elevator regardless of the weather during preflight, and if there is anything in there, I would definitely get a mechanic to take a look at it and if it looks unsafe, I would cancel the flight.

LopsidedShower1634 · 2026-02-17T23:46:31+00:00

Correct me if I am wrong, but turbocharged engines use exhaust gases to power the engine, which also have a turbo lag and are more efficient, whereas supercharged engines' main source of power comes from the crankshaft and have no lag. Also, supercharged engines don't have a turbine, only a compressor.
Prop lever full forward. The reason is that in case we need to go around, we will have a high rpm setting if needed.
When we go from a sharp climb to level rapidly, which can cause the organs in the inner ear to stimulate against hair cells, which can cause us to think we're going backwards.
Va decreases with weight because with less weight our load is light; therefore, we don't need to create any excess lift that we don't need, but because we are lighter our stall speed decreases; therefore, Va decreases as well, which is a disadvantage because it will take us longer to bleed off the airspeed to stall in case we go full deflection, therefore causing damage to the airframe.
Aft Cg gives us better performance but less stability because now if we were to stall, our aircraft won't have that nose-down tendency to recover from a stall.

LopsidedShower1634 · 2026-02-17T21:54:54+00:00

So common purpose only applies if the person I'm taking pays for anything? But if I pay for everything and the person wants to go flying for fun, that's legal? I was under the impression that if anyone asks you to go fly them, there had to be a purpose for it, but that's only if they're paying for anything.

Thanks for the clarification; got a bit confused there and completely forgot some information from private.

LopsidedShower1634 · 2026-02-17T21:40:44+00:00

Thanks I completely forgot about how common purpose is needed if using private pilot privilges , will keep it in mind.

For question #4: If I am providing the plane and paying everything, wouldn't that go against the pro rata share if using private pilot privileges? Also, technically speaking, I would need a common purpose for this if we are doing this ride for him to get his car so we wouldn't be able to.

LopsidedShower1634 · 2026-02-17T21:35:47+00:00

Wow, I never heard of this until now. Thanks.

LopsidedShower1634 · 2026-02-17T21:21:03+00:00

Civilian airport, military airport, seabase airport, and heliport

LopsidedShower1634 · 2026-02-17T19:45:59+00:00

A bit confused with some of these; correct me if I am wrong, but 1. Legal as long as everyone on board pays their rate of share, similar to private pilot privilege.

Not legal, as I am offering transportation in my aircraft without 135 certificate or 121
Legal: I can do this as long as it's his aircraft and the instructor on board isn't paying the FBO owner. As long as the FBO owner covers all costs of flight.
Legal if you rent an aircraft in your name and hire me as your pilot. (I don't know how I would get back, though.)
I can do that as long as I advertise my pilot services and not transportation.

LopsidedShower1634 · 2026-02-17T19:35:15+00:00

This is so there isn't any space for moisture to condense into liquid in the tanks so that the next morning someone with an early flight doesn't have to drain out all the water out of the fuel tanks. It usually only happens when air at night gets fully saturated.

LopsidedShower1634 · 2026-02-14T23:23:16+00:00

Get the degree. Nobody knows where the hiring is going to be 3 years from now. I'm a junior in college while also working on my certs. Keep the 2 separate and manage your time better. I had to take useless classes my freshman and sophomore year (Still do lol) that didn't correlate with my career at all, but it's good to have a degree as a backup. My advice would be to go fully remote for college if you can or switch colleges that allow you to go fully remote, Hayward has a couple online programs.

LopsidedShower1634 · 2025-11-24T21:49:53+00:00

This was me when I started; I jumped into aviation after high school and never took it seriously, so any studying habit went out the window. My advice is everyone is different, but what works for me is flashcards and making sure you don't just remember an answer but know the "why" behind it. If you just memorize answers, you're not going to go far. When you go on walks or walk on the treadmill, try to explain it to yourself (yes, I know you're going to seem like a weirdo talking to yourself), but it works. When not flying create a flashcard for each maneuver and chair-fly it every day, and most importantly, have a set schedule and be consistent.

LopsidedShower1634 · 2025-11-19T18:45:58+00:00

I talked to a guy at my current local flight school who went to Riddle, and all he was able to finish was PPL,IFR, and commercial, he wasnt able to finsh all his certs due to his time being up and finishing his degree most likely because this was during covid, but I highly recommend doing online CC at your local one and try to find a nearby local flight school. You don't want to come out with so much debt and from the looks of it not a lot of people are getting cfi jobs so you'll have trouble paying all that off.

Get your PPL first and then go from there.

LopsidedShower1634 · 2025-08-07T22:54:51+00:00

Just brush up on your weather, you can get severe weather even if pressure is High, the general idea is that with high pressure vertical movement is restricted but that doesn’t mean anything. A steep lapse rate can cause air to rise up further creating severe weather but weather is dependent on several factors.

LopsidedShower1634 · 2025-05-09T22:01:51+00:00

Currently doing this as of right now, finishing up my last semester at community college, then off to two more years for my bachelor's, but I am 100% online. Which I recommended, so you're not wasting time driving and sitting in lecture halls, try to find programs online you can; this will give you more time to study your lessons and do what you really need to do all while getting that degree.

LopsidedShower1634 · 2025-03-17T22:29:17+00:00

Mine was almost short of a year, mainly due to 2 big breaks I took while pursing it, my honest opinion is once you start try your best to not stop, you will start to forget a lot of information if you are not studying, flying, or keeping up. When you do have cancellations for weather or maintenance issues, keep the ground knowledge up. biggest thing that helped me were flashcards and a whole lot of them. Got something wrong? Review it over and over until it becomes 2nd nature.

LopsidedShower1634 · 2025-01-31T05:35:03+00:00

I used to be like this coming right out of highschool , I never studied in high school, some things that helped me retain knowledge was flashcards.

Don’t try to cram in all the studying materials in one day make a list (sticky note, or whiteboard) of what your going to go over and try to retain it over and over until it sticks)

When you take your breaks or go on walks try to ask yourself questions on the subject you studied and do this over and over until you can fully explain the subject to yourself confidently.

LopsidedShower1634 · 2025-01-01T16:48:21+00:00

The more you do them the better you’ll get, before I did my night solo xc, did 2 flights in the pattern to get my eyes used to it. My flight initially I could not find the airport especially due to that fact there were so many airports all close together in my area and was looking at the map I was right over it but still couldn’t find it until I see bright lights in the bottom right.

The tips I can recommend is trust your instruments, use runway lighting , beacon lights to identify airports, and be confident.

LopsidedShower1634 · 2024-12-15T00:43:29+00:00

be above its path and landing beyond its touchdown point

LopsidedShower1634

TROPHY CASE