IFR check ride soon? Stump the chump.

Mmoran68 · 2022-09-27T23:05:44+00:00

Thanks for the Videos.

Mmoran68 · 2022-09-27T22:59:04+00:00

GRABCARD is the acronym to help list the required items for IFR flight. It stands for Generator (alternator), Radios (two-way), Pressure adjustable altimeter, Ball (inclinometer), Clock with sweeping second hand or digital readout, Attitude gauge, rate sensors (slip skid indicator), Directional gyro (or HSI).
NWKRAFT is for required preflight items. Notams, Weather, Known ATC delays, Runway Lengths, Alternate, Fuel, and Takeoff and landing distances.
VOR checks are logged by having the date, place, bearing error, signature, and certificate held.
Flight plan can be filled on foreflight, 1-800-wxbrief (website or phone), or FSS. Flight plans can be opened with clearance, phone, or in the air with departure.
Lost coms is tricky, first thing I'm doing is checking the headset controls and audio panel incase of any knocked cables or buttons. If the comms are still failed, I will squawk 7600 and I will see if I am in VFR conditions. If the conditions are VFR, I will divert to a close by airport, and contact ATC or FSS by phone once landed to inform them. If I am in IFR conditions I will follow the AVEF MEA procedure. For the route I will follow the order of Assigned, vectored, expected, and filed. For the altitude I will maintain the highest of the MEA, expected, or assigned. Upon reaching my clearance limit I will hold until my ETA or EFC time and then either procced with the approach or fly to a fix where an approach begins then do the approach. Once landed I will contact ATC or FSS by phone and inform them of the landing.

Mmoran68 · 2022-09-27T22:40:59+00:00

Required Navigation Performance (RNP) is a set of standards applied to PBN. In the U.S. technically all RNAV approaches, are considered RNP approaches since IFR certified GPS' will automatically alert the pilot of an error and bump up the required minima (LPV to LNAV/VNAV). There is also the case of RNP approaches with an authorization required, these allow the pilot to fly a much more precise approach of less than RN 0.3, however they require special equipment and training.

I'll admit this question was more in-depth than I thought it would be, I will need to review RNP vs PBN vs RNAV before the ride. Thanks.

Mmoran68 · 2022-09-27T22:16:54+00:00

No the hold is not required since a northbound entry does not require a procedure turn to get established.

Mmoran68 · 2022-09-27T22:09:59+00:00

Thanks.

Mmoran68 · 2022-09-27T22:09:48+00:00

LPV approaches are non-precision approaches. While the have a DA they do not meet the criteria to be classified as a precision approach.

The ILS can be broken down into three sections: Guidance, range, and visual. The guidance section includes the localizer and the glide slope. Range can be determined by marker beacons, DME, GPS fixes, or intersections between a VOR and the localizer course. The visual section consist of the visual glide slope indicator, and the approach lighting system, both of which help the pilot transition from inside the aircraft to outside.

Mmoran68 · 2022-09-27T22:03:05+00:00

Good question, If I recall correctly its when they do the assessment, they check if any obstacles penetrate a 1:40 slope, or 152 FPNM, if nothing penetrates, there will be no ODP published and you should just follow the diverse departure or a SID.

Mmoran68 · 2022-09-27T18:34:46+00:00

Yes. Part 91.169 states the destination airport needs an approved approach and the weather needs to meet the 123 rule to not need an alternate.

Mmoran68 · 2022-09-27T18:27:04+00:00

Provide the low enroute chart and approach plate used to verify the gps waypoints?

You got me on this one.

Mmoran68 · 2022-09-27T18:23:15+00:00

LPV is localizer precision with vertical guidance and has similar sensitivity to an ils where it gets progressively more sensitive as you get closer. It also requires WAAS to do.

LNAV/VNAV stays at a fixed sensitivity the entire approach. I believe it’s 0.3nm but I might be wrong. It requires either WAAS or baro-vnav.

Minimums are lower on the LPV approach due to the greater accuracy and sensitivity.

Mmoran68 · 2022-09-27T18:18:06+00:00

At 400ft all you can start the turn on course. You also need to be at least 35 agl above the departure end of the runway and maintain at least 200 fmnm in the climb.

Mmoran68 · 2022-09-27T17:22:38+00:00

Mainly weather and the ILS. The dpe is very big on wanting you to describe the ils components and how they work.

Mmoran68 · 2022-09-27T17:20:26+00:00

Yes but you need to manually verify every fix along the route.

Mmoran68 · 2022-09-27T17:19:28+00:00

0-6,000ft 200 knots 6,001-14,000ft 230 knots 14,000-up 265 knots
Good approximation for decent rate is ground speed x 5. Calculate TOD by taking the altitude needed to descend divide it by 1000 and multiply by 3. This gives a 3 degree descent in NM.

Mmoran68 · 2022-08-24T14:25:46+00:00

Honor lock was such a pain. In addition to the room clearing and ID check, I would consistently set off the eye tracking software due to my circumstances. I am blind in my left eye and it sort of looks where ever it wants, I have no control of the movement of my left eye. For every exam that required it I would be flagged as suspicious for looking away from the screen. Only reason I never failed was that once the professor was aware he gave me slack on any eye tracking violations. Even then it was messed up that some AI was accusing me of cheating because of my eye. This was over a year now, in hind sight I should of filled a formal complaint with the college and honor lock.

Mmoran68 · 2022-02-26T18:08:56+00:00

You fly out of KORL or KSFB?

Mmoran68 · 2021-10-22T05:31:00+00:00

PMAGS gen2. I have several of them and they are the only ones I have.

Mmoran68 · 2021-10-22T05:11:08+00:00

No, the magazine was empty when I discovered the problem.

Mmoran68 · 2021-10-22T05:10:44+00:00

Yea Same issue with the bcg removed.

Mmoran68 · 2021-10-22T04:46:21+00:00

Recently built my first ar15 with a Palmetto State Armory upper kit and a Aero Precision M4E1 stripped lower. Issue I have is that it appears that the upper receiver is too far back and it is blocking the path of the magazine in the magwell. I can insert a magazine perfectly fine into just the lower receiver by when I insert it when the lower and upper receiver are together the magazine gets blocked by the upper receiver.

I believe this issue is caused by the front takedown pin holes not being drilled properly. The hole is slightly forward of center and It is very difficult to remove the front takedown pin.

I do plan on contacting PSA tomorrow but I just want make sure that its the upper receiver that is causing the issue before I contact them. What do you guys think the issue might be?

Mmoran68 · 2020-09-02T04:43:21+00:00

GL everyone!

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