Hawker 800xp checkride Wilmington FSI
05-25-2014, 03:04 PM
#22
New Hire
Joined APC: Apr 2013
Posts: 5
Originally Posted by CFI Guy
Check ride Tue morning. Still have a couple more sim sessions to go. It's starting to come together.
I wouldn't sweat it about the FAA observer. I've done +5 checkrides in the last 5 years with a fed(sometimes two) observing. In the pipers and cessnas you know they are sitting 2 feet behind you, but in these large simulators they are sitting way back in the shadows so you forget they are even there.
05-25-2014, 04:29 PM
#23
Line Holder
Joined APC: Aug 2013
Posts: 50
Originally Posted by CaptAnzuelo
Good!
I wouldn't sweat it about the FAA observer. I've done +5 checkrides in the last 5 years with a fed(sometimes two) observing. In the pipers and cessnas you know they are sitting 2 feet behind you, but in these large simulators they are sitting way back in the shadows so you forget they are even there.
I wouldn't sweat it about the FAA observer. I've done +5 checkrides in the last 5 years with a fed(sometimes two) observing. In the pipers and cessnas you know they are sitting 2 feet behind you, but in these large simulators they are sitting way back in the shadows so you forget they are even there.
"Yo dawg, I hear you like check rides."
Last edited by Jeff Spicoli; 05-25-2014 at 04:29 PM. Reason: bad photo link
05-28-2014, 09:22 PM
#24
Gets Weekends Off
Thread Starter
Joined APC: Feb 2013
Posts: 131
Passed! Thanks for everyone's advice. I think my check airman was more nervous than me. I didn't really think too much about the Fed sitting way back in the sim. I glanced back over my shoulder a few times and saw the glow of his laptop. Then I saw him with his head back totally asleep. There were a couple hiccups and I had to go missed on an approach that wasn't stable. I started sweating but managed to get it done.
05-29-2014, 08:30 AM
#26
Gets Weekends Off
Joined APC: Aug 2011
Position: Any
Posts: 656
Originally Posted by CFI Guy
Passed! Thanks for everyone's advice. I think my check airman was more nervous than me. I didn't really think too much about the Fed sitting way back in the sim. I glanced back over my shoulder a few times and saw the glow of his laptop. Then I saw him with his head back totally asleep. There were a couple hiccups and I had to go missed on an approach that wasn't stable. I started sweating but managed to get it done.
09-04-2016, 02:12 PM
#27
Gets Weekends Off
Joined APC: Sep 2009
Position: Left seat of a Jet
Posts: 514
Originally Posted by Hawker Driver
Orals are typical. No one can know it all. Emergency memory items are big tho....
Do yourself a favor & see if changing the flight director cue command bars from ^ to [-] helps you during your high altitude air work. A decade ago, I was having problems holding altitude during steep turns until I discovered, by accident, that changing the cue & placing a corner of the small square touching the bottom of the 5 degree up line during the turns, kept me within 10 feet every time.
Unlike a recurrent, there is not nearly as much flexibility to continue a checkride if standards are not met. Just a fact. Yeah, you are their customer but they won't give it away either. A recurring problem for many is a lack of familiarity with the FMS. Not having it sequence correctly on a missed gets loads of applicants busted when they follow bars that say "Go right, when you should be turning left.
Another issue is messing with fuel cross feed / transfer in the terminal area. No rule says you have to mess with it at all when you are minutes from landing anyway.
They also love trying to clear you for approaches when you are not ready. It takes maturity to tell them what you want from them & not the other way around. Take delay vectors or remain in a hold until you are ready.
Yeah, you have rudder bias to help you during your V1 cut. But, hold off rotating at VR after you are commited to go. Useing the available runway & extra speed on climb out will help you tremendously with heading & climb performance. The allowable parameter is V2 +10 anyway.
Good luck!
HD
Do yourself a favor & see if changing the flight director cue command bars from ^ to [-] helps you during your high altitude air work. A decade ago, I was having problems holding altitude during steep turns until I discovered, by accident, that changing the cue & placing a corner of the small square touching the bottom of the 5 degree up line during the turns, kept me within 10 feet every time.
Unlike a recurrent, there is not nearly as much flexibility to continue a checkride if standards are not met. Just a fact. Yeah, you are their customer but they won't give it away either. A recurring problem for many is a lack of familiarity with the FMS. Not having it sequence correctly on a missed gets loads of applicants busted when they follow bars that say "Go right, when you should be turning left.
Another issue is messing with fuel cross feed / transfer in the terminal area. No rule says you have to mess with it at all when you are minutes from landing anyway.
They also love trying to clear you for approaches when you are not ready. It takes maturity to tell them what you want from them & not the other way around. Take delay vectors or remain in a hold until you are ready.
Yeah, you have rudder bias to help you during your V1 cut. But, hold off rotating at VR after you are commited to go. Useing the available runway & extra speed on climb out will help you tremendously with heading & climb performance. The allowable parameter is V2 +10 anyway.
Good luck!
HD
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