Instrument Rating Skills Test
Thread Starter
Join Date: Nov 2002
Location: london
Posts: 35
Likes: 0
Received 0 Likes
on
0 Posts
Instrument Rating Skills Test
Hello All,
Just a quick question regarding the Instrument Rating Skills Test. One thing I have noticed so far in my IR training is; things seem to go well when all planned for in the sim etc but I can understand in reality, ATC clearances aren't as planned etc and can cause things to 'not go as planned' on the day.
Would just like to know what experiences people have had on their IR skills test and how they dealt with it,
Thanks
Just a quick question regarding the Instrument Rating Skills Test. One thing I have noticed so far in my IR training is; things seem to go well when all planned for in the sim etc but I can understand in reality, ATC clearances aren't as planned etc and can cause things to 'not go as planned' on the day.
Would just like to know what experiences people have had on their IR skills test and how they dealt with it,
Thanks
Join Date: Nov 2003
Location: UK
Posts: 58
Likes: 0
Received 0 Likes
on
0 Posts
The chances are that things will be different. On my test, ATC gave me a radar heading away from my airways track and then forgot about me! You have to take control of the situation and question them. Fortunately I did this and they replied 'resume own navigation to XXX' and things were back on track.
Another well known problem is ATC descending you too late (do not descend at more than 1000 ft / min PAX don't like it!). Ask for more track miles if being radar vectored. Go into hold if procedural.
My view is keep in control of the situation, apply common sense and if unsure of instruction as for clarification of verification.
Don't forget that the examiner is looking for evidence of captaincy from you.
Another well known problem is ATC descending you too late (do not descend at more than 1000 ft / min PAX don't like it!). Ask for more track miles if being radar vectored. Go into hold if procedural.
My view is keep in control of the situation, apply common sense and if unsure of instruction as for clarification of verification.
Don't forget that the examiner is looking for evidence of captaincy from you.
Join Date: Jun 2001
Location: England
Posts: 1,006
Likes: 0
Received 0 Likes
on
0 Posts
On mine the Glideslope transmitter failed.
On other trips you can't get the call in to enter controlled airspace, the controller always passes clearances as you are reconfiguring, never when you are stable . Boy its fun.
But as one poster said, 'take control' , ask questions, request MAP instructions when you want to copy them , not when you intercept the localiser and your hands are full
On other trips you can't get the call in to enter controlled airspace, the controller always passes clearances as you are reconfiguring, never when you are stable . Boy its fun.
But as one poster said, 'take control' , ask questions, request MAP instructions when you want to copy them , not when you intercept the localiser and your hands are full
Join Date: Jan 2004
Location: Hill Street Blues
Posts: 222
Likes: 0
Received 0 Likes
on
0 Posts
I had two problems,
Firstly I had to chase Cardiff up for my clearance in to controled airspace at Exmor.
Secondly I was cleared from EXMOR in to Exeter for Radar Vectors, then Exeter decided they wanted me to go into the hold.
Exeter is not the best place to do a hold and I had planned to do our hold at Bournemouth when we returned. That said I just dealt with it and got a First Time Pass. Be prepared for anything they throw at you.
Firstly I had to chase Cardiff up for my clearance in to controled airspace at Exmor.
Secondly I was cleared from EXMOR in to Exeter for Radar Vectors, then Exeter decided they wanted me to go into the hold.
Exeter is not the best place to do a hold and I had planned to do our hold at Bournemouth when we returned. That said I just dealt with it and got a First Time Pass. Be prepared for anything they throw at you.
Join Date: Mar 2002
Location: UK
Age: 47
Posts: 169
Likes: 0
Received 0 Likes
on
0 Posts
My IRT was from Bournemouth to Cardiff for radar vectored ILS and then back to Bournemouth for the procedural stuff. Cardiff had a 737 approaching for the ILS at the time and wanted to vector me in as tight as possible to get me in and out quickly before the 737 arrived. Keen to be as 'commercial' as possible and avoid lengthy vectors or holding I accepted. Worked out fine in the end but I had to do some fast thinking to work out how to manage the descent from that point onwards and not mess it up.
Conclusion - as the others have said, be prepared for what may be thrown at you on the way and have contingencies available.
Conclusion - as the others have said, be prepared for what may be thrown at you on the way and have contingencies available.
Join Date: Jan 2003
Location: SE UK
Posts: 199
Likes: 0
Received 0 Likes
on
0 Posts
for me ATC bent over backwards, and even further just as I had that Exam callsign I think.
However, Bristol radar asked me for my filton intentions (unusual) which I duly gave. They then transferred me over to filton app who I assumed had my intentions from previous controller. Turns out not. Had to give my missed app/diversion intentions while intercepting the localiser. That was the only hiccup.
Good luck, when examinar told me I had passed, I had to get him to repeat it to me on the ground to make sure!
However, Bristol radar asked me for my filton intentions (unusual) which I duly gave. They then transferred me over to filton app who I assumed had my intentions from previous controller. Turns out not. Had to give my missed app/diversion intentions while intercepting the localiser. That was the only hiccup.
Good luck, when examinar told me I had passed, I had to get him to repeat it to me on the ground to make sure!
Why do it if it's not fun?
Join Date: Jul 2001
Location: Bournemouth
Posts: 4,779
Likes: 0
Received 0 Likes
on
0 Posts
One thing to point out - this is real life. You are asking to be given a rating which allows you to fly IFR, so you'd better be able to deal with problems with an IFR flight!!!
After I got my IR, I deliberately planned my first airways trip to be very easy - Blackpool to Cardiff. Join controlled airspace, follow one airway (A25 I think?) all the way to Cardiff. Only possible complexity was that the base of the airway was, at points, too high for me to get into without oxygen, and I didn't really want to be on oxygen, but I didn't expect that to cause any problems. I even spoke to a controller at my home airfield, who told me to expect to be cleared to re-enter controlled airspace as soon as I left the airway.
On the day, I joined controlled airspace, and then left controlled airspace when the airway base started to rise. I only had a very short amount of time outside controlled airspace - and was totally shocked when Manchester Control handed me over to London Information - they were the last people I expected to be talking to!
London Information were busy with cross-channel VFR traffic, and didn't really seem sure what to do with me. I was getting closer and closer to going back into controlled airspace again, and didn't have a clue where or when my clearance would come. I had a mad scramble to try to find my VFR chart, and figure out how far I could go without descending. I'd just got my top-of-descent point re-planned to remain outside controlled airspace, and with less than a mile to go before this new point, I was handed over to Cardiff Approach, who gave me my clearance.
So - treat the test exactly as if it were any other flight, and do whatever you need to do to conduct the flight safely.
FFF
-----------------
After I got my IR, I deliberately planned my first airways trip to be very easy - Blackpool to Cardiff. Join controlled airspace, follow one airway (A25 I think?) all the way to Cardiff. Only possible complexity was that the base of the airway was, at points, too high for me to get into without oxygen, and I didn't really want to be on oxygen, but I didn't expect that to cause any problems. I even spoke to a controller at my home airfield, who told me to expect to be cleared to re-enter controlled airspace as soon as I left the airway.
On the day, I joined controlled airspace, and then left controlled airspace when the airway base started to rise. I only had a very short amount of time outside controlled airspace - and was totally shocked when Manchester Control handed me over to London Information - they were the last people I expected to be talking to!
London Information were busy with cross-channel VFR traffic, and didn't really seem sure what to do with me. I was getting closer and closer to going back into controlled airspace again, and didn't have a clue where or when my clearance would come. I had a mad scramble to try to find my VFR chart, and figure out how far I could go without descending. I'd just got my top-of-descent point re-planned to remain outside controlled airspace, and with less than a mile to go before this new point, I was handed over to Cardiff Approach, who gave me my clearance.
So - treat the test exactly as if it were any other flight, and do whatever you need to do to conduct the flight safely.
FFF
-----------------
Join Date: Nov 2004
Location: South
Posts: 113
Likes: 0
Received 0 Likes
on
0 Posts
For the IR test don't try to reach the perfection, it's a long test and you may be tired before the end... The examiner wants just to see that you are SAFE, he is conscious that you are low houred, that you are under pressure.
Show that you have a potential of taking the right judgement.
Inform ATC that you are "single crew operation" so they will take this in account. If possible ask for descent earlier so you will be in level flight with time to configure properly before starting any hold or procedure.
And off course organise the cockpit in order to be abble to get any chart without having to stop scanning the instruments.
Show that you have a potential of taking the right judgement.
Inform ATC that you are "single crew operation" so they will take this in account. If possible ask for descent earlier so you will be in level flight with time to configure properly before starting any hold or procedure.
And off course organise the cockpit in order to be abble to get any chart without having to stop scanning the instruments.
.
