Common errors

An instructor friend tried to help calm my nerves by saying, “This is the one checkride that you really don’t want to pass if you aren’t absolutely ready. Instrument conditions are so unforgiving of mistakes that you want to be confident when you’re in the clouds.” Now that I have come full circle and am giving the instrument checkride I dreaded so much that day, I repeat the same words to my applicants. It also helps them to understand the common errors.

Alternate planning

The most commonly confused item, in my experience, is alternate planning. Most applicants can recite the 1-2-3 rule, and the standard alternate minimums of 600-2 or 800-2 (ceiling and visibility, see FAR 91.169). The problems start when we discuss actual scenarios. For example, if I use the GPS LPV 18 at Olive Branch Airport (OLV) in Mississippi as my planned alternate approach, what weather forecast is required for my estimated time of arrival? Many things to remember here: First, an LPV is not a precision approach despite the 200-foot decision altitude. So, it should be 800-2, right? Not so fast. Do you know the symbol for nonstandard alternate minimums? If that little “A” in the triangle is present, you’d need to do more research to find out the airport specific minimums.

Instrument systems

You’ll be asked the same type of scenario-based questions about instrument systems as well. Depending on your airplane’s specific configuration, you could be asked a question like: If you turn on the master switch during preflight and notice that the airplane is unusually quiet, can we still go on the IFR cross-country we planned? Probably not, because either the battery is dead, or the electrically powered gyro (or turn coordinator) is not functioning. The rate of turn indicator is required per FAR 91.205.

Misuse of the moving map

On the flight portion, the moving map is not to be used for primary navigation as it lacks the necessary accuracy. You must use a course deviation indicator to shoot an instrument approach. I’ve seen applicants fail to set up the CDI correctly so that it’s full-scale deflected all while descending their airplane to minimums on the magenta line from the moving map or even their iPad. That’s called picture navigation, and it’s not safe or legal. However, I’ve also seen people on the other end of the spectrum—not using that moving map at all. Once you have an approach in the GPS, scale way out on the moving map to quickly verify you have loaded it correctly. Then, follow the CDI for actual heading guidance and leave the map for situational awareness only.

On the subject of the CDI, make sure you are getting guidance from the proper source. If you are flying an ILS, be sure the CDI is in VLOC mode rather than GPS and that you have the correct frequency. Conversely, if you are flying a GPS approach, make sure you have switched over to GPS mode. My ever-so-subtle instructor used to call it the “CDI button of death” because it could so easily lead you astray if you forget to select the proper source for your approach.

Overzealous approach brief

I have watched applicants spend three minutes heads down on an approach brief all while their airplane deviates in dangerous directions. For goodness’ sake, you don’t have to say every single thing on the approach plate. Narrow it down to the essentials and look up often.

On the flip side, down time could be a sign that you should be busier. Many times, applicants will be cruising along between approaches, failing to do any setup at all until ATC gives the vector onto a final approach course and the mad scramble begins. On an instrument checkride, there is always something you can be doing. Just make sure you keep up a good instrument scan in the process.

Descending below minimums

The standards are pretty clear on this one, and for good reason. If you are flying a nonprecision approach—specifically the circling approach—make sure you add power and level off above the minimum descent altitude. I’ve seen applicants level off at a nice, safe 20 feet above minimums, then fail to add power so that the performance slowly degrades, and we end up either losing altitude or dropping to an unsafe airspeed.

If you are in actual instrument conditions and getting low and slow, that’s dangerous.

Hopefully, by now, you’ve realized there are far scarier things than the instrument checkride, like being in IMC and not having good situational awareness. Now, that’s a terrifying thought. But, with a little knowledge of the common mistakes to avoid, you can be safe and competent in instrument conditions and also pass your checkride with flying colors.

Natalie Bingham Hoover is a designated pilot examiner working primarily in Mississippi and Tennessee. See myaviation101.com for helpful checkride resources.