Got the instrument checkride coming up next week . . . any tricks to watch out for or things you had pulled on you (or would do if you were the DPE)? What to do and what not to do aside from the basics (i.e., know where to find things you don't know on the oral, don't BS something you don't know, ask for an EFC, etc.)? Thanks!
Know the different kinds of AIRMETS (T,Z,S) and set up for the approaches in such a way to show the examiner that you're ahead of the airplane. So for example, if you've got a nav radio to spare, set it up for the missed approach as far in advance as possible.
Know your airplane. Know your approaches. Be confident. And like Skip said, BE AHEAD OF THE AIRPLANE! On my Instrument ride we were in VMC on final doing an ILS when the A/C's glide slope actually went dead. What did I do? Straight to the LOC approach #s. Definitely easier to do because I was using a kneeboard. Have scratch paper out so you can draw a holding pattern if you have to. Just be sure to pay attention and don't get lazy. If your instructor has done a good job then just do what you have done on every training flight.
Checkrides are 90% in your head. Before you know it you'll be working on that next rating. You'll do great.
Take your time reading plates, descent below any altitude = fail and thats a dumb one. If your in a complex be sure after go arounds you double check configuration. Good luck.
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"Imagination is more important than knowledge." Albert Einstein
Review your PTS. Technically they can not ask you to do or ask you questions outside the PTS.
Also, instrument approaches are about speed and control. If you rush it, you will get behind the airplane. Work the flight at your tempo and not ATC's or the examiner's.
Check out this article that I posted, ILS Approaches and Airspeed Control, which talks about shooting approaches into a high density, complex airport like LAX in a CRJ200. If the heavy metal pilots can do it, you can too. You may realize that it is the same no matter which airport you go into or what airplane you are flying.
Once YOU control the flight, you control the outcome.
Check your DG before each approach. I almost failed an instrument stage check because I didn't check the DG before an NDB approach and it had precessed. I flew the approach perfectly but was 20 degrees off the final approach course and heading for a tower. I learned my lesson.
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Small piece of advice, if you have briefed an ILS approach, and are set up with said approach, if GS fails on the approach, GO MISSED!!!!. DO NOT continue approach to LOC Mins. an easy trap to fall into, stick with one thing at a time.
Small piece of advice, if you have briefed an ILS approach, and are set up with said approach, if GS fails on the approach, GO MISSED!!!!. DO NOT continue approach to LOC Mins. an easy trap to fall into, stick with one thing at a time.
Second that, bottom line you don't know why a portion of your ILS suddenly went inoperative and prudent judgment would be to do the missed, query ATC, and set yourself up ahead of time. If you have plenty of time to re-brief the approach and set yourself up that's one thing, but don't ever continue the approach inbound from the FAF until you are set up completely, especially on a checkride.
Typically most examiners won't throw you any curve balls in the air, but some may try to rush you just to see how you cope with it. Complete your items in a timely fashion, but don't let the examiner rush you into busting a PTS standard. If you really nail down your briefings well, it will go over well with your instructor. Best of luck, let us know how you did.
Why would you guys go missed for a GS failure? Assuming you have the LOC only mins at hand, and you started timing, why not continue?
In my opinion, it is an unannounced failure of the ILS system. If there is sufficient time while on a vector or established in a procedure turn for the approach to be re-briefed, then by all means brief the changes and continue, however once established inbound of the FAF I would execute the missed approach. I personally think that an examiner may take issue with significant changes to the instrument approach profile while inside the FAF. My concern is that, as a single pilot in the IFR environment, descending towards the ground/airport inside the FAF, your attention is taken away from flying the aircraft to re-brief certain items. If the glideslope has already guided you below the MDA for the G/S Out Minimums, then instead of immediately going missed approach you looking down at the approach chart during a critical phase of flight.
I think it really all comes down to what you brief, but on a checkride I would be particularly hesitant on rushing to make changes like these. Timely, is again not the same as rushing, bottom line once inbound from the FAF any Lateral/Vertical Guidance Failures should immediately dictate a missed approach.
Also, as a side note advise ATC as soon as practical of the G/S Failure.
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