ASEL Instrument Gouge: Ben Johnson

Examiner: Ben Johnson Date: 11/2018, KXXX

Applicant: Aircraft: C172 - 180HP
Fee: $550

Paperwork/Logs/Documentation
● Logbook should be totaled/recorded at bottom of each page, reflect 8710 numbers
● Logbook signed on each page (affirming the hours you have are the hours you have,
with the 8710 form, the DPE is signing off the hours are accurate)
● Applicant physical address should match Photo ID/pilot certificate/IACRA/8710

Verbal Exam:
General IFR Knowledge:
● Asked about currency (6 app, holds, etc)
● What happens if you don’t accomplish above in 6 months? (fly w/ safety pilot)
● What happens after you don’t fly with a safety pilot? (IPC needed)
● Could a private multi-engine instrument rated pilot be safety pilot in your C172?
(No)
● Who can give the IPC? (CFII)
● Lightning bolt on plate (pick up glide slope)
● Value above maltese cross (altitude at that fix you should be with vertical
guidance)
● Takeoff minimums? How to know there are any? (app plate, check TERPS)
● Req instruments for IFR flight? (GRABCARD + VFR Day ​AND ​VFR Night)
● How to know climb in FPM if given ft/nm? ( GS/60 x Climb Gradient
(ft/nm)=climb FPM, know that formula but more importantly the climb/​DESCENT
(explained this is also a descent chart for finding FPM for speeds and ° of
glide slope angle) ​chart in back of TERPS book)
● VOR-A approaches (not to a specific runway, sets up for downwind or midfield
cross for wind favorable runway)
● Approaches Z or Y? (similar approach but “different”, RNAV Z GPS36 KSYI and
RNAV Y GPS36 KSYI)
● When is an alternates needed? (if 1 hr before/after, ceiling less than 2,000ft, VIS
less than 3sm)
● You’re flying to destination and go missed, what to do? (advise ATC AND where
you want to go, they don’t always have what your alternate is)
● IFR fuel requirements? (A-B-C + 45 min @ normal cruise)
● RVR conversion to SM (FRONT of TERPS book)
● Feeder routes (VOR radials to an IAF,IF)
● ILS INOP equipment - what happens to mins/RVR?
● Reported vs in flight visibility? (scenario given was tower asking pilot that landed
on runway with INOP lighting (RVR went from 1800 to 4000) what flight visibility
was, know it has to be increased for the INOP equipment, respond accordingly.
● Who’s responsible for determining flight visibility? (PIC)
 ASEL Instrument Gouge: Ben Johnson

● Difference between DH/DA and MDA? (DH/DA is where decision made to go

missed or runway environment in sight and land. MDA is altitude to not go below
until MAP reached)
● Getting cleared as filed clearance?
● Clearance void time if given on clearance? (Usually given at uncontrolled
airports)
● Hold for release during clearance? (Can’t take off until told, someone still in
airspace that hasn’t cancelled their IFR)
● “IFR cancellation received”
● “Expect ILS32 (be ready for something they’re about to change - clearance,
route, approach)
● Direction of turn for standard holds
● Max airspeeds for holds? ( -6000 200kts, 6,001-14000 230, above 14000 265kts)
● Difference between anti-ice and de-ice? (Anti ice: preventative
● Why icing hazardous? Taking off with frost? (Changes airflow, performance
planning not the same)
Chart/Plate Knowledge:
● Sections of approach plate
● No number associated with an approach, what’s that mean? (Approach not
associated with a particular runway, just circling minimums)
● Zulu or Yankee approaches? (More than one approach going to the same
runway using the same navaid)
● Degrees off of runway for approach to not be associated with a runway? (Usually
30 degrees, sometimes 15 or even 10 for GPS approaches)
● Holding pattern with DME instead of procedure turn, must use that distance for
the holding pattern
● What does the bracketed [XXX XXXX] name under VOR box indicate? (FSS
serving the area)
● Blue hatch mark on L chart? (ARTCC boundary)
● Importance of VOR box with (T) after VOR name? (Terminal VOR only good to
25nm, no airways to/from it, there to serve as approach for the airport it’s near,
like OWB)
● Why is this airport green (or brown)? (There is an approach there or not)
● Circled H top right corner of VOR box? (HIWAS capability)
● what does MEA give you? (Obstruction clearance and navaid reception)
● MCA vs MRA? How depicted on chart? Wouldn’t ATC tell what altitude to be?
(MCA - you have to be at charted MRA altitude to cross that fix/waypoint, MRA -
altitude needed to get navaid signal to verify waypoint/fix, good knowledge to
know MCA mainly for lost comms, no normal climb for MCA, must be at that
altitude before crossing that point)
● Significance of —l▲l— verses —▲— ? When to start climb? (Something is
changing, MEA/MOCA usually, normal climb/descent to new altitude).
● Required instruments for IFR flight
 ASEL Instrument Gouge: Ben Johnson

Flight Practical, Day 1, Discontinuance:

● Asked if he wanted a passenger brief, declined
● Regular run up
● After run up but before taxi, simulated talking on GCO and he acted as atc and gave
CRAFT (cleared to Chattanooga via shelbyville, victor 67, choo choo, chattanooga,
maintain three thousand, departure 118.4, squawk 1200…..wrote down as he talked,
readback was correct)
● Set up flight plan in Garmin 430W before leaving run up area and taxiing
● Finished instruments checks while taxiing (set DG, turn coordinator, explained engine
failure after takeoff plan (blw 500 agl, abv 500 agl)
● Regular takeoff
● 1 Contact “ATC” asap after takeoff (remember, his eyes are outside for the VFR traffic at
uncontrolled field, “switch” and talk to them (him).
● Flows, ​climb checklist
2
● Cleared direct SYI​, readback from me correct, ​I thought I was still cleared to CHA
● Was told to “contact Memphis center.” Went through motions to switch.
● ID’d VOR
● Level 3,000….​cruise checklist
● “Alternator failure”
● Immediate ​usage of checklist​ (pre planned something would happen, Ben said deal
with issue (checklists) then let ATC know ASAP)
● “Memphis center, Skyhawk XXXX has an alternator failure and declaring an emergency,
we would like GPS 36 shelbyville”
3
● Skyhawk XXXX roger, cleared direct [IAP of an approach].
● Loaded approach on Ipad, started general direction of UCELI based on geo referencing
on plate
4
● D KSYI (had trouble because I wasn’t including the “K” and kept entering SYI which
was part of my flight plan anyways, tried to load approaches and 430 only gave CHA
approaches, all is well after D KSYI ENT ENT.
A​tis/AWOS/ASOS (get weather where you’re going to land as far away as possible)
I​nstall the approach
R​adios (set up, correct frequency)
B​rief the approach
A​pproach/Descent checklist
G​o Around
● ***“Memphis center said” maintain 3,500 until [IAF], cleared RNAV 36 shelbyville
● Loaded approach via UCELI as IAF, started flying to UCELI, GPS recommended
teardrop, followed instructions
5
● Stayed at 3,500 ft for course reversal, started descent to glideslope intercept by next
fix, stayed until at glideslope
6
● Continued at power setting for 90 kts GS and 1 notch flaps to minimums for approach,
 ASEL Instrument Gouge: Ben Johnson

6
● Went missed after several seconds at minimums of approach
7
● Was asked what was the MAP for this approach
● Headed to toward MAP fix (DPE said “I really didn’t want to fly to this today”....”oooook”).
Shortly after, DPE mentioned to take off foggled and fly direct 45° entry back to base
runway.

Lack of Proficiency, Flight Practical:

● 1 Applicant did not contact ATC within reason after departing uncontrolled airport (would
have already been in the clouds, no traffic avoidance from ATC)
2
● Cleared to SYI and ONLY to SYI. Would be expected to hold if not further cleared to
CHA past CHA
● Could have used CDI on 430W to track more accurately to SYI instead of needle. Maybe
ask DPE next time what he would prefer
3
● Cleared to an IAF waypoint on an approach
3
● Started to brief approach as if cleared for approach
3
● Should have expected to hold at the fix cleared to or wait till EFC if given one or
remind ATC you’re still there and what to expect
4
● “ATC” cleared for RNAV approach, was told I shouldn’t have briefed the approach
since I wasn’t actually cleared for it, just to get to one of the IAF (UCELI, GPS36 SYI)
5
● Could have known I could have descended to IAF altitude (3,000) instead of staying at
3,500 unless specified by atc “remain at 3,500 ft until unbound [IAF]
6
● when going around, was DPE debrief taught: ​POWER, PITCH, GEAR, FLAPS
6
● should have went around at MAP which, at GPS app was at mins for approach, clearly
indicated by approach plate.
6
● did not contact “ATC” after going missed
6
● not having a ​flow​ for go around would have helped clean up the plane (think not
having to look down but having that flow ​in your head​, back up with checklist when
ready. Not a big deal for small planes but massive the larger/complex/faster planes
being flown
7
● MAP for ILS or GPS (even though GPS is technically a “precision” approach, if DPE
doesn't say runway in sige, go missed ​IMMEDIATELY​ at minimums) is minimums
(approach plate reflects)

General Takeaways:
● Know charts, lots of info in a small amount of space
● Know charts, lots of info in a small amount of space (double entry not coincidental)
● Know difference between cleared to a fix and actually cleared for approach
● Contact ATC after departure from uncontrolled airport ASAP
● While briefing, when briefing missed procedure, not MAP (distance, time, etc), know
exactly where you need to go missed on your approach
 ASEL Instrument Gouge: Ben Johnson

● Continual verbal use of checklists

● Ask questions (could I descent to X,XXX when on this approach, why?)

Flight Practical, Day 2, PASS:

● Flight would be to SYI
● Normal checks but set up GPS direct KSYI before taxiing
● Use of checklists throughout
● Gyro checks on taxi to run up area
● Once runup complete, simulated going to GCO frequency for clearance
● Cleared KSYI via Direct then V67, Choo Choo
○ Takeoff Briefing
■ While taxiing to the runway (centerline discipline), I did a departure
briefing (if not airborne before ½ of runway, power to idle and brake, if
loss of power after take off, land straight ahead, if 500-1000AGL and
power loss, will try to turn around and make runway
● Takeoff checklist
● Around 1,600 ft MSL, applicant contacted approach “N58473, 1,600 climbing 3,000.”
● Cleared direct SYI
● GPS D KSYI, enter enter
● ATC changeover to “Memphis Center”
● About 10 nm N KSYI, “alternator failure”
● Applicant “Memphis Center, N324 declaring emergency, request RNAV GPS 18
approach KSYI
● “N324 expect RNAV 36 approach Shelbyville”
● Not cleared to do anything, just to EXPECT an approach
● N324, cleared RNAV 36 approach Shelbyville [from IAF]
● D>>>IAF, proceed to IAF on DTK.
● A.I.R.B.A.G.
● A - ATIS, I - Install the approach, R - Radio, set to unicom for backup, B - Brief the
[RNAV 36 approach], A - approach/descent checklist, G - go around, verify go
around/missed procedure
● Briefing the plate
○ Which approach and to which airport
○ Is it current?
○ Approach course
○ Landing distance/elevations
○ Freqs
○ Non standard information at top
○ MSA in area
○ IAF altitude, descent to XXXX @ FAF
○ Minimums
○ MAP (minimums)
○ Go around procedure
 ASEL Instrument Gouge: Ben Johnson

● Proceed direct to IAF, entered hold using whatever GNS430W advised. Turned direct
inbound to IAF, descended as published calling out two thousand five hundred
descending seven hundred fourteen, one thousand descending five hundred, etc
● To establish stable approach, got to a RPM setting to drop 1 notch of flaps and adjusted
RPM (1900, C172) to where the flaps and RPM gave me 90 kts indicated and 500 fpm
descent to follow glideslope
● Got to minimums thence
○ DPE said [runway in sight, enter the downwind]
○ Foggles off, flew normal pattern, flow/checklist to landing “good landing”
● DPE took controls, “go your after landing checklist then set me up for the VOR/DME 18
approach
● A.I.R.B.A.G as much as possible on the ground
○ A - ATIS/Weather, already have since we are coming back to the same airport
○ I - install the approach, GNS430W Proc, select approach, “VOR/DME 18” with
Grama as IAF
○ R - radios, set to unicom for departure with “XXXX Center on standby for on
departure
○ B - Brief the approach, briefed even though there was someone taxiing to us from
behind. Easier to do on the ground than in the air.
○ A - approach flow/checklist, N/A
○ G - verify go around procedure, verified
● Controls back to applicant, normal takeoff with ​departure brief
● “​Center” contacted after a right downwind established
● Memphis “cleared direct Grama [IAF]”
● Applicant started to turn to intercept radial from VOR to IAF, DPE said just do D Ent Ent
to IAF for direct instead of trying to intercept (DPE all about GPS usage)
● Proceed direct IAF then outbound specified radial on procedure to procedure turn,
outbound and procedure turn based on when GNS430W advised to turn, DPE ok with
this
● Turned VOR receiver to inbound course, advised of right crosswind and going left of
course, correcting
● On course, crossed IAF, descended MDA
● Asked about when to go missed based on chart and what GPS said
● Once this VOR/DME approach loaded, MAP is 0.0 on GPS because it automatically
loads where you should go missed, normally if no GPS, MAP would be a specific DME
from the MAP, in this case 0.3 from DICAT on VOR/DME 18 SYI. If using GPS, it will
read 0.0 once you reach the MAP and that’s where you’ll go missed, all this pointed out
by DPE
● Went MAP, called runway not in sight, going missed
○ Power, FULL
○ Pitch, UP
○ Gear, UP
○ Flaps, positive rate, UP
 ASEL Instrument Gouge: Ben Johnson

● Continued to missed instructions, DPE took controls

● Told to set up for ILS 32 @ MQY
● A.I.R.B.A.G.
● Direct MQY*
● DEVIANT: ​Did NOT call approach before briefing approach based on previous
adventure with trying to fly the plane, brief the approach AND fly on approach assigned
headings (later told a good call to brief before calling approach)
● Contacted Nashville approach, told to fly a heading
● *continued direct MQY even though assigned a heading, advised by DPE about
discrepancy, turned to assigned heading (I was not contacted by ATC about deviation)
● A.I.R.B.A.G
● Briefed as good as possible before getting close
● Radio troubles, had to pull squelch to hear ATC, AAAAAAAAAAAAAAAAAAAAAAHHHH
● ATC said “turn left 350, maintain XXXX until established, cleared ILS 32 Smyrna,”
● At this point I head and turned RIGHT 050 after acknowledging “.....50, cleared ILS 32
Smyrna, November….” nothing was corrected.
● DPE noticed, questioned assigned heading, applicant not aware of situational
awareness and intercept angle
● DPE told I was assigned 350 and not 050, I corrected
● Intercepted accordingly, noted winds, verbally said we’d probably get XX runway which
was a circle to land because of the winds, 5 min later, told to report FAF
● Tower told us to turn downwind for landing runway, DPE handles radios, foggles came
off
● Standard landing, touch n go, DPE advised heading, was it over?
● The rest was a cluster with me making stupidly long radio calls as I was still getting
instructions from DPE to go 3-5 mi S of the airport at 1,600 ft to come around the other
side to enter the 45 entry
● Ben never actually said I passed, but once back into the classroom, he said “Well, lets
get paperwork done.”
● I passed my instrument checkride the second time, maybe this info will help you pass the
first time!