REFLECTOR:Instrument Check Ride Checklist

Tue, 08 Jul 2003 10:57:25 -0700

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now don't forget the ones they are really looking for........
airmanship and judgement.
Like life, instrument flying is always corrections back to the optimum 
conditions.  The smaller the correction that need be made the less time and 
effort it takes.
Good luck, safe travels.

At 01:36 PM 7/8/2003 -0400, you wrote:
>I swiped this off the Canard list from
>Simon Ramirez, Aerocanard Builder
>Oviedo, FL  USA
>
>
>
>"I am getting ready to take the check ride for my instrument rating later 
>in the week, but I've been talking to a DE about it.  He emphasized that 
>he already knows that I am an instrument pilot.  When I asked him how he 
>knew this, he said  "because the CFI-I that gave you the endorsement to 
>take the check ride said you are."  He went on to say that I should show 
>up for the check ride confident that I will pass because most likely I 
>will.  His only task is to provide the FAA with a 2nd opinion.  He also 
>said that there are three levels of training that I should be aware of. 
>They are teacher, performance and evaluation.  The teacher training 
>requires perfection, because the CFI-I is trying to achieve perfection in 
>the student.  The next training level is that required by me - my 
>performance.  I strive to be as near perfect as I can, since that's what 
>the CFI-I is expecting of me.  The last one is evaluation, which is the 
>DE's job.  He said that he doesn't require perfection, because no one is 
>perfect.  He gave the written test as an example.  One can make a 70 on 
>that test.  The FAA will actually pass someone who gets 30% - almost 1/3, 
>of the questions wrong.  He said that as long as I can demonstrate 
>proficiency in what the PTS requires, he will pass me.  He told me that I 
>should not try to compete with his experience, only to do my best when I'm 
>up there proving to him that I am indeed an instrument pilot.
>
>While with him, we started talking about the oral exam.  He said that the 
>same thing holds true there.  He volunteered an example on his own.  He 
>said that most people teach and learn that the four things required on an 
>airplane can be remembered as AROW - Airworthiness certificate, 
>Registration, Operating limitations, and Weight and balance.  I said that 
>this is what I have been taught.  He then pulled out a sheet and gave it 
>to me.  The sheet said as follows:
>
>     CFI SPECIAL EMPHASIS PROGRAM AIRWORTHINESS CHECKLIST
>
>No secrets, No surprises:  in addition to items required by FAR 91 for 
>General Operating and Flight Rules, the following items must be present in 
>order to render a Standard Airworthiness determination on an aircraft:
>
>    1.  Airworthiness Certification (FAR 91.203)
>    2.  Registration Certificate (FAR 912.203)
>    3.  Aircraft Flight manual or Pilot Operating Handbook (current
>         revision), including current weight and balance data (FAR 91.9)
>    4.  Annual and/or 100 hour inspection due date (FAR 91.409/417)
>    5.  Current Status of Life - limited parts per T.C.D.S. (FAR 91.417)
>    6.  VOR Equipment Check for IFR operations (FAR 91.171)
>    7.  ELT - battery due date (FAR 91.207(c))
>    8.  ELT - ops inspection within last 12 months (FAR 91.207)
>    9.  Static system inspection certification (FAR 91.411)
>   10.  Altimeter Inspection Certification (FAR 91.411)
>   11.  Transponder Inspection Certification (FAR 911.413)
>   12.  Current status listing all application Airworthiness Directives
>          including time or date of recurring action (91.417)
>   13.  FAA form 337s for alterations or repairs (FAR 91.417)
>   14.  Inoperative Equipment Certifications (FAR 91.405)
>   15. External data Plate/Serial Number (FAR 45.11)
>
>
>"Airworthy" means an aircraft or one of its component parts meets its type 
>design (or is properly altered) and is in a condition for safe operation 
>(FAR 21.31).
>
>
>The DE said that the old memory aid AROW is now obsolete because our 
>society has become a litigious society, and we need to adhere to the FARs 
>and include all requirements, since the lawyers will go through them with 
>a fine tooth comb.  Although I've known about the above requirements for a 
>while, I've never seen them all written down together.  Hopefully all of 
>us are aware of these requirements every time we fly.
>
>Simon Ramirez, Aerocanard Builder
>Oviedo, FL  USA

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now don't forget the ones they are really looking for........ 
airmanship and judgement. 
Like life, instrument flying is always corrections back to the optimum
conditions.&nbsp; The smaller the correction that need be made the less
time and effort it takes. 
Good luck, safe travels. 
 
At 01:36 PM 7/8/2003 -0400, you wrote: 
<blockquote type=3Dcite class=3Dcite cite>I swiped this off t=
he
Canard list from 
Simon Ramirez, Aerocanard
Builder 
Oviedo, FL&nbsp; USA 
&nbsp; 
&nbsp; 
&nbsp; 
&quot;I am getting ready to take the check rid=
e
for my instrument rating later in the week, but I've been talking to a DE
about it.&nbsp; He emphasized that he already knows that I am an
instrument pilot.&nbsp; When I asked him how he knew this, he said&nbsp;
&quot;because the CFI-I that gave you the endorsement to take the check
ride said you are.&quot;&nbsp; He went on to say that I should show up
for the check ride confident that I will pass because most likely I
will.&nbsp; His only task is to provide the FAA with a 2nd opinion.&nbsp;
He also said that there are three levels of training that I should be
aware of. They are teacher, performance and evaluation.&nbsp; The teacher
training requires perfection, because the CFI-I is trying to achieve
perfection in the student.&nbsp; The next training level is that required
by me - my performance.&nbsp; I strive to be as near perfect as I can,
since that's what the CFI-I is expecting of me.&nbsp; The last one is
evaluation, which is the DE's job.&nbsp; He said that he doesn't require
perfection, because no one is perfect.&nbsp; He gave the written test as
an example.&nbsp; One can make a 70 on that test.&nbsp; The FAA will
actually pass someone who gets 30% - almost 1/3, of the questions
wrong.&nbsp; He said that as long as I can demonstrate proficiency in
what the PTS requires, he will pass me.&nbsp; He told me that I should
not try to compete with his experience, only to do my best when I'm up
there proving to him that I am indeed an instrument pilot. 
&nbsp; 
While with him, we started talking about the
oral exam.&nbsp; He said that the same thing holds true there.&nbsp; He
volunteered an example on his own.&nbsp; He said that most people teach
and learn that the four things required on an airplane can be remembered
as AROW - Airworthiness certificate, Registration, Operating limitations,
and Weight and balance.&nbsp; I said that this is what I have been
taught.&nbsp; He then pulled out a sheet and gave it to me.&nbsp; The
sheet said as follows: 
&nbsp; 
&nbsp;&nbsp;&nbsp; CFI SPECIAL EMPHASIS
PROGRAM AIRWORTHINESS CHECKLIST 
&nbsp; 
No secrets, No surprises:&nbsp; in addition
to items required by FAR 91 for General Operating and Flight Rules, the
following items must be present in order to render a Standard
Airworthiness determination on an aircraft: 
&nbsp; 
&nbsp;&nbsp; 1.&nbsp; Airworthiness Certification (FAR
91.203) 
&nbsp;&nbsp; 2.&nbsp; Registration Certificate (FAR 912.203) 
&nbsp;&nbsp; 3.&nbsp; Aircraft Flight manual or Pilot Operating Handbook
(current 
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; revision), including current
weight and balance data (FAR 91.9) 
&nbsp;&nbsp; 4.&nbsp; Annual and/or 100 hour inspection due date (FAR
91.409/417) 
&nbsp;&nbsp; 5.&nbsp; Current Status of Life - limited parts per T.C.D.S.
(FAR 91.417) 
&nbsp;&nbsp; 6.&nbsp; VOR Equipment Check for IFR operations (FAR
91.171) 
&nbsp;&nbsp; 7.&nbsp; ELT - battery due date (FAR 91.207(c)) 
&nbsp;&nbsp; 8.&nbsp; ELT - ops inspection within last 12 months (FAR
91.207) 
&nbsp;&nbsp; 9.&nbsp; Static system inspection certification (FAR
91.411) 
&nbsp; 10.&nbsp; Altimeter Inspection Certification (FAR 91.411) 
&nbsp; 11.&nbsp; Transponder Inspection Certification (FAR 911.413) 
&nbsp; 12.&nbsp; Current status listing all application Airworthiness
Directives 
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; including time or date
of recurring action (91.417) 
&nbsp; 13.&nbsp; FAA form 337s for alterations or repairs (FAR
91.417) 
&nbsp; 14.&nbsp; Inoperative Equipment Certifications (FAR 91.405) 
&nbsp; 15. External data Plate/Serial Number (FAR 45.11) 
 
&nbsp; 
&quot;Airworthy&quot; means an aircraft or one of its component parts
meets its type design (or is properly altered) and is in a condition for
safe operation (FAR 21.31). 
&nbsp; 
&nbsp; 
The DE said that the old memory aid AROW is no=
w
obsolete because our society has become a litigious society, and we need
to adhere to the FARs and include all requirements, since the lawyers
will go through them with a fine tooth comb.&nbsp; Although I've known
about the above requirements for a while, I've never seen them all
written down together.&nbsp; Hopefully all of us are aware of these
requirements every time we fly. 
&nbsp; 
Simon Ramirez, Aerocanard Builder 
Oviedo, FL&nbsp;
USA</blockquote></html>

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