IFR Mock Check Ride instrument checkride prep
Вставка
- Опубліковано 6 лют 2025
- Need a boost in your aviation training? 🚀 Head over to TrainingWithCheese.com to schedule a mock check ride or tutoring session! We've got the expertise to help you ace those flights. Whether you're looking for a practice run or some top-notch tutoring, we’ve got your back.
Worried about being on camera? No problem! Not everyone has to be recorded. Rest assured, any student featured in our videos has given their thumbs up to be recorded and shared. Your privacy is always our priority! 🛫🧀
Fly high, stay cheesy, and happy flying!
But that's not all, my friends. Join me on my other social adventures:
👉 TikTok: / cheesepilot
👉 Instagram: / cheesepilot
#AviationTraining #MockCheckRide #CheesePilot #Tutoring #TrainingWithCheese #Aviation #AviationLife #PilotLife #Flying #AviationLovers #AviationGeek #AvGeek #Aircraft #Planes #Flight #FlyingHigh #AviationPhotography #Airplane #AviationDaily
I’ve watched this 3 times and the other mock ifr checkrides and I just passed my ifr checkride yesterday! These videos are extremely helpful!!!
Hey Cheese, a Commercial Mock would be Helpful. Thanks for the content.
I got my instrument rating last thursday, these mock checkrides were super helpful!
Finally, I can understand the difference between four satellites needed and five satellites keep going the way you explain things make it simple and easy thank you you
For the 1-4 satellites I like the visual aid.
One satellite, one circle = time
Two satellites = time with 2 points (like a ven diagram)
Three satellites, overlapping onto one point gives a 2D position, aka lat/long
Four satellites = 3D position (+ vertical)
Then 5 and 6 give RAIM detection, and exclusion
i love you. You’re coming out with these right as my checkride is coming.
Just passed IFR checkride today these helped a ton!!
Taking a stage check today and checkride in two days ( 🤞). Your videos have been super helpful in filling in the gaps. Thank you!
Always capture the glideslope from below. If you dive to the glideslope and try to catch it from above, you may find yourself on a "false glideslope". Good stuff Cheeseman! Learning a lot.
1:28:00 also nice to touch on in regards to microbursts, virga. Virga is a term for those stringy wispy tendrils below the cloud base.
Microbursts being up to 2.5 miles wide, lasting up to 15min. Can be over 6,000ft/min as they said.
Macrobursts can be over both, up to 30min.
I’m halfway through my instrument rating training and I’m already starting to watch these to learn!
I like your study guides as well, very good for mundane tasks. I’ll be listening in while cutting the grass or anything like that. No time wasted!thanks for the content!
Just making one correction, 1:14:26, I think that's Somatogravic Illusion instead of an Elevator Illusion.
You are correct, the example explained is Somotagraphic Illusion, not Elevator. I was wondering why the evaluator didn't correct that answer. Elevator Illusion is where you feel a temporary updraft, but then fill as if the plane is in climb, so the pilot takes a nose down attitude, causing a dive.
I concur, that was the somatographic illusion, soma meaning body. The sensation your tendons, ligaments, nerves being exposed to increased G forces.
Typically I associate inversion and elevator as being the same sensation, but the first one is caused internally by leveling off after climbing, the other being externally caused by gusts / turbulence.
KBOI right now. Try this in your SIM using real time weather if you are reading this right now. KBOI 110553Z 00000KT 1/4SM R10R/3500V5500FT BR OVC001 M03/M04 A3044 RMK AO2 SFC VIS 1 3/4 SNB24E38 . See if you can see the red terminating side bars before you hit the ground (in you SIM please ;-/ )
(7:30) I was thought it was 50nm with out an instrument rating for pax commercial license
it is 50NNM
Subscribed just now. Keep up the good work
Fire idea, every 2 years you’ll “basically” have to do one of these anyway
My Helicopter IR checkride is coming up this week and this was huge for identifying deficiencies! Thank you so much!
I "study" the destination and alternate plates before I takeoff, then "brief" it with my game plan (as cheesehead mentioned) when I am at about 5 min from my IAF. Good stuff cheese pilot.
Hey cheese can’t thank you enough for these! Any chance you can do commercial?
These videos saved me! Just passed my instrument checkride 2 days ago! Was so excited when the DPE shook my hand and congratulated me! Thanks so much for doing these! Is there a way to get into your discord? Or do we have to do one of these mock check rides from your website to join? At least I'm assuming you've had one since of doing discord calls in these videos.
im going for cfii this is really helpful thanks
If I am under the hood i.e not in actual IMC, and being the sole manipulator of the aircraft, then why should the safety pilot needs to know how to fly my aircraft? Not being instrument current does not take away from my ability to fly my aircraft in SIMULATED conditions.
Passed my private and instrument watching your videos!! If you could do a commercial mock that’d be awesome too if you get the chance!!
My boy cheese 😎
61.51 , first question asked is 50nm not 25
46:24 re scenarios where the MSA is useful. What do you think of this scenario? The missed approach in this case (RNAV RWY 32 as shown on screen) is climb 7400'. On a checkride you might not land and more or less know in advance you are going missed. If your home airport is to the northwest, you might expect some kind of clearance with an altitude and permission to turn northwest homebound (say 315 deg) when able. When able in that case, I might argue, could be at the northwest MSA of 7700'. Is that a scenario you encounter in the US? And even if you do encounter the scenario maybe you still prefer to not 'pollute' the approach briefing with 'departure' info?
6:30 didn't mention special vfr at night
🤓
Anyone actually do one of these outside of practicing?
Love this content. But....I'm on an approach course, let me whip out my calculator to determine where my VDP is!!!😂
14:00 Chief pilot can do an IPC
Descending below DA on an ILS using the approach lights? It's ok when you can see the RED TERMINATING SIDE BARS or the RED SIDE ROW BARS of the approach light system, allowing you to descend to within 100 feet above the touchdown zone elevation. I hope I never find myself in this situation in a GA airplane. If you are flying into LAX next Tuesday, you may just find yourself in that situation. Try that one on you SIM if you can get real time weather fed into your X-Plane. KLAX has been experiencing some really LIFR recently as well as KBOI. Check the metars and have fun! (in your SIM).
This is true although I believe he said 2 sequenced flashing lights which would be the reil’s, if you see the reils you may actually descent past 100agl and land
@@marcododig4976FAR 91.175 (c) (3). REIL not part of approach light system. In other words if you see only the middle white lights that extend out from the runway but not the red terminating side bars, u can't descend to 100'. If you see the REILs, then agree you can descend and land. But if u don't see the REILS, u can't descend to 100' above TDZE unless u see the red terminating side bars.
I've been having fun in my X-Plane SIM lately while some parts of the Midwest have been experiencing 100 foot ceilings and fog!. Luv that X-Plane for practice and just getting orientated with different IAPs.
@ True true but what about 91.175 (3) (V) where it says the runway end identifier lights. Unless we’re talking about different lights lol, I gotta try the xplane sim I just opt for msfs usually but that sounds like a blast!
@@marcododig4976Agree REILs (Runway End Identifier lights) are one of the 10 acceptable visible references to descend. Yes absolutely agree. But .... Approach lights with nothing else (no REIL) or no red terminating side bars means you can only descend to 100' above TDZE. Once you see the REIL or any of the other 10 visible references per 91.175, then you can continue descending to the runway. REILS are the two flashing lights on opposite sides of the rwy....where the rwy begins ( or ends! LOL)
m.ua-cam.com/video/JI8ajsBC9Hc/v-deo.html
Why did you invoke note 2 for rhe FMM alternative minimums for the RNAV 14 approach when only note 1 is super scripted? I would have agreed with that for the RNAV 32 approach.
How to join the discord group?
Where did you find the ALTERNATE non-standard minimums? TPP?
If you’re using ForeFlight, go to the airport, procedure tab, arrival tab, alternate minimums
It is amazing to me how manyCFIIs and DPEs treat DA/DH as an MDA and will bust a student for the momentary descent below DA/DH during the GA. the ACS/PTS talk abought "continued" descent below DA/DH, if you are on an established approach, maintaining GS you are going to momentarly sink approximately 50', as a result of momentum......it's the point at which a decision is made and a MA is initiated.
Not true you can not go below minimums no blaming inertia on busting minimums many airlines and 135 ops have derived decision altitudes which takes the inertia into account minimums are a hard limit with no wiggle room it’s not the point where the decision is made
91.175c is pretty clear about operating below minimums
@@cheesepilot go back and reread it, it STATES...No aircraft may operate an aircraft......below the authorized MDA OR CONTINUE flight below DA/DH....... you are correct, pretty clear in that it made a distinction between MDA and DA/DH....if the same applied to the DA/DH there would be NO distinction...also read up on Order 8260.3E United States Standard for Terminal Instrument Procedures (TERPS) 2-1-4d., 3-2-1a Appendix B Definitions (DA) Order JO 7110.65X Air Traffic Control Procedures and Phraseology, Pilot Comtroller Glossery - D DECISION ALTITUDE, FAA-H-8083-16B Instrument Procedures Handbook (Technical Reference) Aircraft Approach Categories which states "This includes height loss at the DA." and then there's the AIM 5-5-5a " Obstical clearance IS provided to allow a momentary descent below DA while transitioning from the final approach to the missed approach." and the Instrument ACS IR.VI.A.R7 "Operate BELOW MDA OR CONTINUING descent below DA without proper references.....once again, a DISCTINCTION, if there wasn't a momentary descent below DA, it would read..Operating below MDA/DA..and it DOES NOT..
@cheesepilot did you really just say that the DA/DH is NOT a point where tge decision is made...how about you read the definition of DA/DH...it specifically states that it is the altitude in which a decision is made to continue to land or initiate a MA...It is the first word in DECISION Height and DECISION Altitude
@@cheesepilot I really am trying to understand this, because I've heard many times that the momentary descent below is allowable while transitioning to the Missed Approach. I'm also getting ready to do my IFR check ride, so it seems important I know the correct answer here... I found in the AIM 5-4-5 (pg 734 in the 2024 FAR/AIM) under "5. Chart Terminology" (sorry, I'm not real sure how to exactly navigate you to the right section/subsection)... "Obstacle clearance is provided to allow a momentary descent below DA while transitioning from the final approach to the missed approach." Would this be the clarification needed for this topic?
I thought raim was 5 satellites minimum and 6 for fault exclusion.
if you dont have a baro aided GPS this is true. if you have an altitude encoder that can talk to your GPS system then it reduces that by 1 for each
@cheesepilot awesome, thanks for the reply I did not know that. Also I have my IR checkride next week! Super excited and nervous haha. Your videos help a lot.
I’ve been safety pilot without a high performance endorsement, the safety pilot is required crew (but SIC since they can’t be PIC) and can log that time as such. The pilot flying is Pilot in Command and is still responsible for the flight.
Can you provide the sources that allow this because my understanding is you can’t log sic in a single pilot plane no matter if your a safety pilot
A pilot with at least a private pilot certificate and the appropriate category and class ratings can log SIC time when acting as a safety pilot while the other pilot practices instrument flying in VFR conditions. In this circumstance, the safety pilot is required by regulation (FAR 91.109)(b)), and may legally log the time as SIC (FAR 61.51)(f)(2)).
This statement comes from the AOPA. Google “logging elusive SIC time”. It won’t let me add the link. I’m getting close to the IFR checkride. Thanks for these videos!
61.51 F2 Holds the appropriate category, class, and instrument rating (if a class or instrument rating is required for the flight) for the aircraft being flown, and more than one pilot is required under the type certification of the aircraft or the regulations under which the flight is being conducted;. No sic. 61.51 E in that section goes into how you can log under the hood as pic. One is logging pic while the other is acting as pic. For logging pic time in a high performance plane you can do that as well. You just can’t act as PIC. Assuming you are already rated in that class
@@chrisbruffett3270 Don't pick and choose which regulations you like to fit your goals bro. 61.51(f)(1) states "Is qualified in accordance with the second-in-command requirements of §61.55, and occupies a crewmember station in an aircraft that requires more than one pilot by the aircraft’s type certificate;"
As Cheese said, the safety pilot can't log SIC time in an aircraft that only requires one pilot
Do the roar
Only answer what is asked off you.
I turn the brightness as low as it can go when going IMC with an AV-30 flying “partial panel” is SOOO much easier. Absolute garbage instrument.
🫡👏🏽👏🏽
This kid pisses me off
Why what’s up?
I’ve shot the vor p08 so many times. Fly out of KSDL. Cheese where did you do ur training? SCA?
@@Tanner737 Do you do self ATC or do you actually contact PHX Approach? Is PHX Approach accommodating for p08 practice approaches ? Or are u guys on practice area freq? I used to shoot practice VOR 4R into KCHD a lot by using PHX Approach.....They were cool about it 20 years ago....but dunno about now cuz there's a lot more training aircraft in the SE & SW Practice area.
@@Ahhalo-x7e Vor DME A still need. to contact PHX. p08 just sim ATC on ctaf