[分享] IR考照紀錄: 飛行篇英文版

看板Aviation (航空板)作者JackChung (小鍾鍾)時間3年前 (2020/10/23 06:56)推噓3(3推 0噓 0→)

留言3則, 3人參與討論串1/1

第一次IR考試失敗後，下一個周末成功通過了考試取得儀器飛行的檢定。下面是我的考試紀錄希望能對有志學飛的朋友們有一些幫助: My first attempt for instrument rating was a failure. After recollecting myself, I flew once again with my instructor a couple of days later. We made sure each item caused the failure in the first attempt could be prevented or mitigated: 1) In order not to be suprised by the intermittent PTT button, I made sure the PTT button worked, and also made sure the handheld microphone besides the trim wheel worked as well. I also called the FBO using the handheld microphone. 2) I made sure I know all the fixes and their crossing altitudes. 3) In the remark section of the IFR flight plan, I asked to be given missed approach instructions prior to clearing me the approach. 4) I bought 2 copies of paper plates onboard. One copy was on my kneeboard, and the other one was stowed in the side pocket of the plane. The flying was uneventful and my instructor signed me off for the re-take. On the day of the re-take, I completed a COVID-19 test first before heading to KAUS airport for the exam. The weather was MVFR. The ceiling was about 1500' AGL with 10SM visibility. It was still within my personal minimum so I opted to do the exam. We departed from KAUS, and entered the cloud shortly after. As we reached 4000' MSL we broke off from the layer. I put my foggle on. Throughout the whole exam we were in and out of actual IMC. We spent about 1 hour in actual IMC. It was my longest hand flying in actual IMC. The first approach was VOR 17 into T74. https://aeronav.faa.gov/d-tpp/2011/06938V17.PDF ATC directed me to ESDEF the IAF, and let me descend to 2500' MSL crossing it. I also got a modified missed approach procedure when ATC cleared me the approach. I did a parallel entry, and used the hold in-lieu of a procedure turn. Once I turned inbound I descended to 2200' MSL crossing ESDEF to shoot the approach. After crossing ESDEF I realized I forgot to activate the approach on the Garmin 430W GPS. I only loaded the approach and didn't activate it. I activated the approach, but the GPS still shows the next waypoint as ESDEF, not WADSA the MAP. While continuing making the descent I kept the CDI needle centered, and used the FPL button on the GPS to locate WADSA, and loaded it less than 1nm before reaching it. We were at circling minimum reaching WADSA the MAP, I asked the examiner if he had the field in sight. No answer. I asked him again, still no answer. I started the missed approach procedure per instruction given by ATC earlier. I also saw the field in my peripheral vision. The next approach was RNAV (GPS) 13 into KEDC. https://aeronav.faa.gov/d-tpp/2011/05891R13.PDF I loaded the next approach, got everything set up properly, before contacting Austin approach. We were directed to CUSAT the IAF with another modified missed approach procedure. Upon leveling off at cruise altitude the examiner failed the attitude indicator and the heading indicator. I flew the approach in a partial panel down to minimum. In the final approach course crossing IKOXE the FAF, the examiner started to ask me questions. I answered the first few, but then I realized that he was trying to distract me and asked him to keep the cockpit sterile. Some of his questions were very important though, and he explained them to me later on the ground. On the go the examiner asked for a block of altitude, and we did one unusual attitude. That one he set was pretty tricky, you not only have to check the airspeed indicator, but also have to cross reference with other gauges like attitude indicator to do it properly. The final approach was ILS 17R into KAUS. https://aeronav.faa.gov/d-tpp/2011/00556IL17R.PDF The approach was uneventful. After crossing DA, I started to transition to visual flight. When I was about to cut throttle and ready to flare, the examiner took over the control. I was under the impression that I failed yet again but I really didn't know why. Runway 17R has about 12,000' and we had a pretty strong headwind of more than 20 knots. I watched him doing a slow flight under ground effect for about 6000' before landing at mid-field. He asked me to taxi back to the ramp. Inside the cockpit we had a debrief: - Garmin 430W has the quirk of getting you back to FAF if you activate the approach too late. And we really need to get everything set up before crossing FAF. - What altitude makes you safe to turn in the modified missed approach procedure? Circling minimum. Or 400' AGL, or altitudes specified in non-standard ODP when you fly runway heading. - When can you commence the turn in the modified missed approach procedure? Upon reaching the departure end of the runway. - Practice unusual attitude recovery more. Maybe do some upset recovery training. The examiner gave the lecture in a sternly fashion so I thought I failed yet again. He also didn't shake my hand in the airplane. It was only until inside the office when I received the temporary certificate I realized I passed. I burst into tears of joy and thanked him. He made a bow with hands folded in front saying we should keep proper social distance so he didn't shake my hand in the cockpit. -- ※ 發信站: 批踢踢實業坊(ptt.cc), 來自: 108.226.172.119 (美國) ※ 文章網址: https://www.ptt.cc/bbs/Aviation/M.1603407371.A.8EE.html

[分享] IR考照紀錄: 飛行篇 英文版

[分享] IR考照紀錄: 飛行篇英文版