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Failed IRA checkride due to Va

Old 09-14-2019, 12:31 AM
  #11  
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Originally Posted by Ryguy22 View Post
Yea I mean I should have corrected after he mentioned it. But I had ten other things going on I set power to cruise, and when I turn south east I forget to correct for a tailwind so you fail me? It doesn't seem fair. Didn't have anything to do with my approaches. Plus like I said maybe I'm not understanding Va, but I wasn't conscious of it cause I wasn't preforming any stalls or maneuvers.
What does tailwind got to do with your airspeed?
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Old 09-14-2019, 04:00 PM
  #12  
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Originally Posted by dera View Post
What does tailwind got to do with your airspeed?
Don’t you know about the angle of the dangle, related to the heat of the meat and the mass of the a$$? Come on.... every one know that.
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Old 09-14-2019, 04:29 PM
  #13  
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Originally Posted by JamesNoBrakes View Post
That would be highly irregular for the DPE to "give you a speed for the intercept". It should be understood that the speed will vary as you are on different segments on the approach. The only situation I could see that making sense is if the DPE saw the applicant was unable to maintain speed in general, so they "gave" them a speed to see if they could do so, but at the same time it should be understood that different segments will be flown at different speeds.

I sure hope you aren't supposed to "only fly below Va" on an approach, because I've flown into many a class B in a light GA airplane and kept the speed up to keep the traffic flowing...
I’ve never taken a check ride, FAA or military, where the examiner or evaluator didn’t ask at most phases, except where obvious like final approach configured, “what is your target airspeed here?” How else to see if you are within +/- 10 knots except with a target speed?

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Old 09-14-2019, 10:06 PM
  #14  
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Originally Posted by galaxy flyer View Post
I’ve never taken a check ride, FAA or military, where the examiner or evaluator didn’t ask at most phases, except where obvious like final approach configured, “what is your target airspeed here?” How else to see if you are within +/- 10 knots except with a target speed?

GF
I've rarely been asked, but it's a legit question, per the standards.

What doesn't pass the legit-test is an examiner specifying a speed to maintain...unless again there appears to be a bigger problem with the applicant holding airspeeds. But then you gotta be careful as an examiner to give an appropriate speed for the configuration and situation. Again, highly irregular for a DPE to give an applicant a "speed for intercept".
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Old 09-15-2019, 06:40 AM
  #15  
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Assuming smooth air, flying anywhere between approach speed and VNE should be acceptable. VA has nothing to do with an ILS approach. I'd be surprised if you could even find VA mentioned in the Instrument Flying Handbook. It sounds like the examiner may have his own definition of what maneuvering speed is. I would talk to the FSDO about this.
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Old 09-15-2019, 07:11 AM
  #16  
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Originally Posted by viper548 View Post
Assuming smooth air, flying anywhere between approach speed and VNE should be acceptable. VA has nothing to do with an ILS approach. I'd be surprised if you could even find VA mentioned in the Instrument Flying Handbook. It sounds like the examiner may have his own definition of what maneuvering speed is. I would talk to the FSDO about this.


On the ATR as I recall it was sometimes 250 to the marker condition levers forward power back configure and land!
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Old 09-15-2019, 09:45 AM
  #17  
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Originally Posted by Cruz Clearance View Post
On the ATR as I recall it was sometimes 250 to the marker condition levers forward power back configure and land!
Not on a type ride!
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Old 09-15-2019, 06:23 PM
  #18  
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6. Establishes the appropriate airplane configuration and airspeed/V-speed considering turbulence, wind shear, microburst conditions, or other meteorological and operating conditions
There’s more to this story.
Vne is not a “normal operating speed” in my opinion.
As 141 check instructor I would be highly suspicious of any ‘prolonged’ operation past Vno aka yellow arc on the airspeed indicator.
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Old 09-15-2019, 08:24 PM
  #19  
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Originally Posted by TiredSoul View Post
There’s more to this story.
Vne is not a “normal operating speed” in my opinion.
As 141 check instructor I would be highly suspicious of any ‘prolonged’ operation past Vno aka yellow arc on the airspeed indicator.
Well, above we were assuming smooth air, and as a check instructor, you would have to show that he either wasn't maintaining + or - 10kts, was flying at an unsafe airspeed for the conditions, or some other legitimate bust. Just "going fast" or "over Vno" isn't enough. You'd need to tie that to something else, like being unable to land the airplane or attempting to land in an unsafe condition:

E. Landing from an Instrument Approach
Risk
Management The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:
IR.VI.E.R1 Attempting to land from an unstable approach.
IR.VI.E.R2 Flying below the glidepath.
IR.VI.E.R3 Transitioning from instrument to visual references for landing.
Skills The applicant demonstrates the ability to:
IR.VI.E.S1 Transition at the DA/DH, MDA, or visual descent point VDP to a visual flight condition,
allowing for safe visual maneuvering and a normal landing.
IR.VI.E.S2 Adhere to all ATC or evaluator advisories, such as NOTAMs, windshear, wake turbulence,
runway surface, braking conditions, and other operational considerations.
IR.VI.E.S3 Complete the appropriate checklist.
IR.VI.E.S4 Maintain positive airplane control throughout the landing maneuver.
IR.VI.E.S5 Demonstrate SRM
As a 141, you could also have your own standards and approach profiles. Hopefully this is the case, then there's no way they'd be flying near Vno, they would already have specific speeds to maintain.
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Old 09-18-2019, 06:09 PM
  #20  
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We would always ask what speed the student intended to fly on the approach.
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