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Recovery from unusual attitudes no longer has to be without benefit of the attitude indicator.
 Straight & Level, Change of Airspeed, Constant Airspeed Climbs and Descents, Rate Climbs and descents, and Timed Turns to Magnetic Compass Headings are all eliminated as individually evaluated tasks. 
Steep turns are eliminated. 
---The autopilot: is expected to be used 
---Autopilot to be disabled for one of the non-precision approaches. 
---Two Non-precision approaches (NPA) are to be expected since two non-precision approaches are required. 
---One autopilot coupled approach required if equipped 
---IFR approach approved GPS and current database, equipped then one NPA uses GPS 
---One approach must include a procedure turn or an RNAV (GPS) Terminal Arrival Area (TAA) procedure. 
---The TAA requirement is met if the first way point crossed is an Initial Approach Fix (IAF). 
---Tracy VOR or GPS A, A vector to ECA (the IAF) would not suffice as a procedure turn or TAA 
---Only one NPA may consist of a vector to final. 
---One non-precision approaches must be without primary flight instrument(s). No AI or HI. 
---Glass cockpit airplane, primary flight display (PFD) must be de-activated for approach. 
---In the Cirrus do the Avidyne PFD Loss of Attitude Data procedure. 
---This would count as the autopilot coupled approach. 
---Or, blind the PFD and fly back-ups.. Cirrus could do the Garmin CDI page in a non-coupled approach 
---Early in 2004 I flew two months in an early C-22 with most every flight using back-ups due to computer problems. Personally feel high early accident rate was due to lack of back-up instruction. 
---Until WAAS is installed precision approaches are the same. 
---Expect missed approach at ILS Decision Altitude. 
---You must do a circling approach. Critical not to descend too low until on final. ---DE is expected to give you ‘what if' situations for decision and risk evaluations ---Test is now more realistic and fits better as a Practical Test Standard

Checkride Musts
Know lexicon definitions
--Proficient partial panel
--Get good preflight information with NOTAMs.
--Request ATC clarifications of clearances
--Manage workload with established priorities.
--Set and re-check altimeter setting
--Know differences between local and remote altimeter settings.
--Readback EFC correctly.
--Work on organizational skills.
--Know where you are at all times.
--Keep an eye in the sky perspective of the approach.
--Have a useable checklist.
--Run an approach briefing.
--Follow published IFR departures
--Know departure terrain clearance route and altitudes
--Know what an OFF flag looks like on VOR, ILS, LOC, Glide slope
--Ident all navigational frequencies
--Know your holding directions.
--Fly only the procedure for which you are cleared.
--Know when to make the procedure turn
--Watch for station passage on VOR.
--Avoid flying through the approach course.
-- FAR 61.43…requires all applicants to apply their knowledge during all phases of the test, ground and flight.
Examiners do not like to see the knowledge without ability to apply.

IFR Checkride Items to Know
… the weather picture for the planned flight
…the use of ATIS, AWOS and 122.0
…rules for filing an alternate vs. your legality
…fuel consumption and aircraft range
…FAR requirements for fuel
…to use and anticipate radio frequencies
…by saying aloud what you are doing and why
…self briefing of approach elements and missed
…a scan that anticipates and precludes surprises
…to monitor trends and stay ahead of aircraft
…to look for what is about to happen
…make continuous study of weather
…low weather occurs with darkness
…fog gets worse with sunrise
…weather will be worse as you fly toward a low or front
…real time weather trends will replace a forecast
…stronger winds from the south than forecast promises worse weather
…warmer winds at altitude than forecast means more water
…colder temperatures than forecast means less stable conditions
…the 180 is always a viable alternative
…a landing with an hour of fuel is always a good plan
…things happen slowly with a properly flown airplane
…when approach trends go awry go missed
…never leave a safe altitude until things are right
…When things go wrong reconsider your options

Instrument PTS
The use of GPS and demise of the ADF has changed emphasis. There is an Increased emphasis on partial panel skills. Single vacuum source problem requires applicant be familiar with alternate sources if any. . PTS requires performance of basic flight maneuvers with and without full panel. A non-precision approach is required while flying with partial panel.

The IFR check ride is designed to test and confirm the pilot’s ability to perform within the PTS limits. When checkride tolerances are 10 and 100, practice to 5 and 50. Every flight is a checkride. The unexpected cannot be allowed to cause the flight to come unglued. The formal checkride is a third opinion on student progress.

IFR PTS Navigation
PTS requirements
--Knowledge of VOR and DME interception and tracking
--Tunes and identifies is a MUST DO procedure
--Sets intercept radial and heading to intercept
--Intercept heading within 5 degrees, altitude within 100’
--Sets tracking heading for radial inside 3/4 full deflection.
--Uses VORs to determine aircraft position
--Intercepts DME arc and tracks within 1 mile (Stay inside arc)
--Recognize navaid failure, reports failure to ATC

Knowledge of CDI (course deviation indicator) will indicate that when full deflection occurs you are 10 degrees off your course. At 30 miles from VOR a one-dot deflection put you one mile off course. Any interceptions must be at a predetermined angle. While you are doing something else an examiner may ‘fail’ a navaid. Be aware that this is a part of the process and you must detect the failure or fail the test. Expect to orient yourself using VORs after being given examiner headings to disorient you. Be SURE to confirm compass and heading indicator setting before doing anything with the VOR.

VOR Skills
--Tune and ident
--Center OBS FROM
--Set OBS so you will fly to needle
--Set and compare Compass, heading indicator, OBS setting
--Fly to needle

Secondary data
--Direct to VOR center needle fly TO
--Given a radial (FROM), put radial at bottom of OBS, fly to + wind correction
--Inbound and direct means TO the VOR
--CDI always points toward wind
--Set OBS radial under course index, needle is always on same side as station and moves toward and to center when on radial.

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