This post contains the script for a podcast episode. If you don’t want to use iTunes, the audio file can be downloaded using this link.
Welcome to episode 4 of The Pursuit of Wings. This episode is the over hyped, much anticipated and very tardy recording of my instrument check ride.
I have been told by many people that the instrument rating is the most difficult rating to get. I would agree but given that it was only the second check ride I’ve taken it doesn’t really mean anything coming from me. I began my instrument training with a bit of trepidation but mostly excitement. I am the kind of person that thoroughly enjoys getting my but kicked around the sky while learning a new flying skill. I love the feeling of landing, opening the cockpit door and pouring my sweat soaked body of out of the plane. The mental exhaustion that follows a long flight of death gripping the yoke and forgetting to blink for an hour reassures me that I did my best. When I am finally able to put all of the pieces together and demonstrate the new skills with some small level of competency I am filled with a strong sense of accomplishment.
As I’ve previously mentioned, because my employer moved me to Japan on very short notice I was forced to finish my Part 141 instrument course in just a few days. In two days, I completed my two final lessons, passed the final stage and end of course check flights, as well as the stage, end of course and FAA written exams. On the third day, which was the day prior to my departure for Japan, I scheduled my check ride.
The morning of my check ride brought beautiful weather to Eastern North Carolina. I made my way to the airport and setup the classroom in the FBO where the examiner would conduct the oral portion of my check ride. I laid out all of the required documents and forms as well as all of my charts and references on two tables. When the DPE arrived we completed the most important part of the check ride, the exchange of money and he looked over my logbook and forms. He quickly pointed out that my instructor forgot to endorse my logbook and without the endorsement we would not be able to fly. I ran down stairs and out onto the ramp just in time to catch my instructor taxing out for a cross-country flight with another student. I flagged him down and got the endorsement.
After the DPE finished checking my paperwork and determined that I was now qualified to take the check ride we began the oral portion. Several years had passed since I got private pilot certificate so I was feeling some check ride jitters. Despite completely forgetting a few bits of basic knowledge that I would have otherwise been able to recite, it turned out that I didn’t have any reason to worry. The oral lasted about two hours and was less like a quiz and more of guided conversation. We discussed several hypothetical scenarios, how I would react and the applicable regulations.
After completing the oral we took a break so I could get a snack and finish my preflight inspection of the aircraft. When the DPE came out to the plane, I gave him my standard passenger brief and we got in. The only part of the flight the cockpit audio does not include prior to engine start and the shutdown checklist because the avionics were turned off and the recorder was plugged into the backseat intercom.
A few notes about the cockpit audio. First, I would not recommend listening to this episode while using headphones. The audio quality is not the best thanks to some intercom and hardware issues and there is a great deal of noise in the cockpit during this flight. Throughout the flight there are several audible tones that can be heard on the intercom and although I’ve done my best to maintain the volume level some of the recording is quite loud. The day on which I flew my check ride was a particularly nice VMC day and the airspace was unusually busy. Additionally, because we were flying IFR you will hear quite a bit of noise that that is part of the instrument approaches such as the Morse code identifier for the navigational aids, as well as the marker beacon and the gear warning horn. You may notice that the marker beacon can be heard for quite a while during the approaches. I am aware of the mute function for the beacon but during the check ride I never thought to reach up and push the button. Although there is nothing wrong with listening to the beacon until it shuts itself off, it doesn’t make for great podcasting and it’s not something I do on a normal flight.
In an attempt to convey the very hectic and taxing instrument approach environment I have cut out very little of the cockpit audio. In fact the only audio I removed was extended periods of silence and long periods of navaid or beacon noise. There are several parts that contain lengthy stretches of staticy beeping. I apologize if it makes for unpleasant listening but I feel that it is the noise level conveys an important aspect of instrument flying, it’s noisy. Along the same lines, I left in almost all of the radio calls between air traffic control and other aircraft because while flying it’s all coming into your headset even if it’s not directed to you. I’ve heard people compare flying in IMC to trying to drink out of a fire hose and I would agree with that analogy. The workload for a single pilot flying on instruments is significant and radio work is a considerable part of it. Additionally, I have included all of the unimportant chatter from the DPE. I believe that his idea of a “realistic distraction” is to make small talk and ask questions during the busiest phases of flight.
The last thing you should know, is that the flight took place in and around Albert Ellis Airport, KOAJ, and I was flying a Cessna 177 Cardinal RG, tail number N7586V.
Without further ado, lets start the flight.
Cockpit audio. (sorry, but you have to listen to the podcast)
Although all three approaches that I flew during the check ride were based on radio navaids I used the Garmin 430 GPS to back up my approaches. The Cardinal is not equipped with DME so it is also beneficial to using the 430 for the distance information it provides. In the next clip you will hear DPE ask me if I was using the GPS or the ADF to navigate.
Cockpit audio.
In the next section of audio you will hear the DPE asking how I am making my turns. During the conversation about Morse Code he had covered up my gyro instruments which forced me to make utilize the compass.
Cockpit audio.
You may have noticed that I did not even acknowledge the DPE’s comments about fonts. I had two reasons for ignoring him, First because at the time I had no idea what he was talking about and second because couldn’t believe that he was talking about fonts while I was trying to fly an instrument approach. I later realized he was referring to a logo in the cockpit.
Cockpit audio.
Up until the DPE asked me what I was doing I was flying a perfect localizer approach. Despite briefing the ILS I descended right though my glide slope and was heading for the MDA. Fortunately he pointed out my error before the glide slope reached full-scale deflection and I was able to level out and re-intercept it and continue on the ILS approach.
Cockpit audio.
Well, that’s it. After we parked and I shut down the engine the DPE told me that I did well and that I had passed the check ride. Total time including the oral and post flight paperwork was a little over four hours. To anyone that is thinking about getting their instrument rating I would highly recommend it. Not only do I believe that it makes you a much safer pilot it also opens the door to a whole new type of flying. After I began instrument training I found out I had a new favorite aviation word, “actual”. I find flying in actual IMC to be absolutely thrilling and the act of deliberately flying into one side of a big white puffy cloud and blasting out the other makes me down right giddy. Every time I have the chance to go play in the clouds I feel like I’m getting away with something that I’m not allowed to do.
I would like to note that although the DPE did tell me that I could inform ATC that I was on a check ride if I wanted to, I was planning to tell them regardless. I have been a longtime listener of Jason Miller’s The Finer Points podcast and in preparation for my check ride listened to episode 99 “Flyin’ with Fred Abrams” several times. If you haven’t heard it I highly recommend you go check it out and download the other episodes while you’re at it. In episode 99 Fred Abrams talks about taking your instrument check ride and how to utilize ATC to help you during the flight. I think that it is great advice not only for a check ride but also holds true for any flight.
Thank you for listening to episode 4 and for joining me on my instrument rating check ride. If you enjoyed this episode I hope you will join me again soon for the next edition of The Pursuit of Wings.
If you would like to look at the plates for the three approaches we shot during this flight I have attached them below.
NDB 5 KOAJ | ILS or LOC 5 KOAJ