Category: aviation

• Is Becoming a Pilot Difficult?

  Becoming a good one is. It’s a complex journey, one for which there is no straight line. It takes real work to maintain proficiency. There are no shortcuts around the experiences that sharpen the blades of aptitude and competence.

  But with this struggle comes reward.

  After I earned my private pilot certificate in 2012, I spent years flying my wife and friends to and from small airports for lunch, to the beach or over the city’s skyline. The novel freedom of these experiences helped me connect not just with myself but with others.

  I have sat in rush-hour traffic for more than an hour on the way to the airport to spend another 20 minutes pre-flighting an aircraft in my work clothes only to cancel the flight due to unexpected weather, absentee instructors or mechanical failures.

  I’ve experienced the sputter of a partial engine failure at night over absolute darkness, and have seen the pulsating lights of emergency vehicles staged near the runway as they awaited the outcome of my landing.

  But I’ve also flown over Napa vineyards and the Golden Gate Bridge as it sat shrouded in low-level stratus.

  I’ve logged landings at the small midwestern airport where I first became captivated by airplanes back when my hands were no larger than tangerines that clutched at my father’s pinky.

  All of these experiences are intertwined into something resembling pride, passion, agony and nostalgia.

  I continue to work at this state of being good.

  I’ve navigated the hills and valleys of the instrument rating and have logged dozens of hours flying with view-limiting devices over my eyes. I’ve spent parts of an Italian vacation flipping through written exam questions and studying electrical schematics. I continue to sit in rush hour traffic on my way to the airport when I’d rather be at home or doing anything else.

  It’s something pilot just do.

  Overall, becoming a pilot is a simple path. The FAA publishes its set of requirements and subject areas that students must master throughout their training. Students are subjected to a written exam, and later, a private pilot checkride with an examiner. 

  Training can be punishing if you find yourself with a difficult instructor or flight school. Some students become frustrated to learn that “real world” flying is not as it appears in movies and other media. The vast majority of student pilots who start training –– about 80 percent, according to some estimates –– will not finish. 

  Accordingly, successful completion of private pilot training is a highly rewarding accomplishment for those who push through and commit. After this state of becoming, though, comes the state of being.

   

  2019.08.13

• IFR Oral Exam / Checkride Study Guide

  Updated November 2023

  Preparing for the FAA instrument rating oral exam requires a systematic and thorough approach to ensure success. Here are some key steps to help you prepare effectively:

  Study the FAA Instrument Rating Practical Test Standards (PTS): Familiarize yourself with the PTS, which outlines the specific areas of knowledge that will be tested during the oral exam. Review each task and associated knowledge areas to understand the depth of understanding required.

  Review FAA publications: Study relevant FAA publications such as the Instrument Flying Handbook, Instrument Procedures Handbook, and the Aeronautical Information Manual (AIM). These resources provide valuable information on instrument flight procedures, regulations, and airspace requirements.

  Create a study plan: Develop a study plan that covers all the required topics and allows for regular review sessions. Break down the material into manageable sections and allocate specific study times for each area.

  Use study aids: Utilize study aids such as flashcards, online question banks, and practice exams to reinforce your understanding of the material. These resources can help you identify areas that require additional focus.

  Seek guidance from a certified flight instructor (CFI): Engage with a knowledgeable CFI who can provide guidance and clarify any questions you may have. They can also simulate an oral exam by asking you questions and providing feedback on your answers.

  Practice explaining concepts aloud: The oral exam assesses your ability to explain instrument flying concepts clearly and accurately. Practice answering potential questions aloud, ensuring that you can articulate your knowledge effectively.

  Conduct mock oral exams: Arrange for mock oral exams with your CFI or fellow instrument-rated pilots. This will simulate the actual exam environment and allow you to practice your responses under similar conditions.

  Review your weak areas: Continuously evaluate your progress and identify areas where you need improvement. Focus on these weak areas and allocate additional study time to strengthen your understanding.

  Stay up-to-date with regulations: Keep abreast of any changes in regulations or procedures related to instrument flying. Review updates to the AIM and other relevant publications to ensure your knowledge is current.

  Stay calm and confident: On the day of the oral exam, stay calm and confident. Remember that you have prepared extensively and have the knowledge required to succeed. Listen carefully to the examiner’s questions, take your time to formulate your answers, and respond thoughtfully.

  100 Oral Exam Questions to Expect on your Instrument Checkride (Updated for 2024)

  • What are the basic requirements for an aircraft to operate under IFR?
  • Explain the difference between VFR and IFR.
  • Define the term “IFR Clearance.”
  • What is an IFR flight plan, and when is it required?
  • Describe the different types of IFR clearances.
  • Explain the purpose of an alternate airport in an IFR flight plan.
  • When is an alternate airport required for an IFR flight?
  • What are the three types of IFR approaches?
  • Define the terms MDA and DA in the context of IFR approaches.
  • Explain the significance of the missed approach point (MAP) on an IFR approach.
  • When are Special VFR clearances allowed in controlled airspace?
  • Describe the procedure for obtaining an IFR clearance on the ground.
  • What is a Standard Instrument Departure (SID), and when are they used?
  • Explain the concept of Minimum En Route Altitude (MEA).
  • Describe the purpose of the Minimum Vectoring Altitude (MVA).
  • What is the difference between ODP and SID?
  • Define the terms “MEA,” “MOCA,” and “MRA.”
  • Explain the function of an Initial Approach Fix (IAF).
  • Describe the purpose of holding procedures in IFR operations.
  • What is the difference between radar vectors and an instrument approach?
  • Explain the purpose of a STAR (Standard Terminal Arrival Route).
  • Define the term “VOR Checkpoint” and explain its significance.
  • What is a DME arc, and how is it flown?
  • Explain the purpose of a DME fix.
  • Describe the components of a typical IFR clearance.
  • What is the difference between a “precision” and “non-precision” approach?
  • Explain the concept of Decision Altitude (DA) in precision approaches.
  • Describe the purpose of the Terminal Radar Service Area (TRSA).
  • What are the requirements for filing an IFR flight plan?
  • Explain the significance of the “freeze” and “thaw” points on an approach chart.
  • Describe the procedures for a circling approach.
  • What is the purpose of the FSS (Flight Service Station) in IFR operations?
  • Explain the significance of the “Missed Approach Holding Point.”
  • Describe the difference between a “straight-in” and a “circling” approach.
  • What are the key components of an IFR en route chart?
  • Explain the concept of “routinely reported” weather in relation to alternates.
  • Describe the purpose of a Compass Locator on an ILS approach chart.
  • What is a VOR approach, and when is it commonly used?
  • Explain the concept of a “compulsory reporting point” during an IFR flight.
  • Describe the procedure for conducting an IFR departure from an uncontrolled airport.
  • What is the purpose of a “published missed approach procedure”?
  • Explain the concept of “radar contact lost” during radar vectors.
  • Describe the requirements for filing a composite flight plan.
  • What is the purpose of the Low Altitude En Route Chart?
  • Explain the significance of a “hold for release” IFR clearance.
  • Describe the purpose of an IFR “release time.”
  • What are the limitations of ATC radar in providing separation?
  • Explain the concept of “obstacle departure procedures” (ODP).
  • Describe the purpose of a Standard Terminal Arrival Route (STAR).
  • What is the purpose of the Minimum Safe Altitude Warning (MSAW) system?
  • Explain the concept of a “feeder route” on an IFR approach chart.
  • What is the purpose of the Decision Height (DH) in non-precision approaches?
  • Describe the procedure for conducting an IFR departure from a controlled airport.
  • Explain the concept of a “compulsory reporting point” during an IFR flight.
  • What is the significance of the “FAF” (Final Approach Fix) on an ILS approach?
  • Describe the procedure for conducting a precision radar approach.
  • Explain the purpose of a “visual descent point” (VDP) on a non-precision approach.
  • What is the significance of the “FAP” (Final Approach Point) on a non-precision approach?
  • Describe the limitations of a VOR signal.
  • What is the purpose of a “tower en route” service?
  • Explain the concept of “feeder routes” in IFR operations.
  • Describe the function of a “precision runway monitor” during an ILS approach.
  • What is the purpose of the “step-down fix” on a non-precision approach?
  • Explain the procedure for conducting an IFR departure from an airport without a control tower.
  • Describe the purpose of the “malfunction” codes on an IFR approach chart.
  • What are the different types of RNAV systems used in IFR navigation?
  • Explain the concept of “RADAR minimums” in precision approaches.
  • Describe the procedure for a contact approach under IFR.
  • What is the purpose of the “step-down fix” on a precision approach?
  • Explain the concept of “positive course guidance” in RNAV approaches.
  • Describe the procedure for a missed approach.
  • What is the significance of the “timing” line on a non-precision approach?
  • Explain the concept of “course reversal” in lieu of a procedure turn.
  • Describe the purpose of a “hold-in-lieu-of-procedure-turn” on an IFR approach chart.
  • What are the different types of IFR altitude assignments?
  • Explain the purpose of the “final approach course” on a precision approach chart.
  • Describe the significance of the “final approach fix” (FAF) on a non-precision approach.
  • What is the difference between “Minimum Vectoring Altitude” and “Minimum IFR Altitude”?
  • Explain the concept of “maximum holding airspeed.”
  • Describe the procedure for conducting an IFR departure from an airport with an ATIS.
  • What is the purpose of “alternate minimums” in an IFR flight plan?
  • Explain the significance of the “crossing altitude” on an IFR en route chart.
  • Describe the procedure for conducting a precision radar approach.
  • What are the requirements for a VFR-on-top clearance?
  • Explain the purpose of a “radar handoff” during an IFR flight.
  • Describe the significance of the “minimum crossing altitude” on an IFR en route chart.
  • What is the purpose of a “cross-radial fix” on an IFR approach chart?
  • Explain the concept of a “fix-to-fix” navigation procedure.
  • Describe the limitations of using GPS as a primary means of navigation in IFR operations.
  • What is the significance of the “final approach fix” (FAF) on a precision approach chart?
  • Explain the concept of “Course Reversal” in lieu of a procedure turn.
  • Describe the procedure for conducting a missed approach from a precision approach.
  • What is the purpose of the “procedure turn” on an IFR approach chart?
  • Explain the concept of a “terminal arrival area” (TAA) in RNAV approaches.
  • Describe the limitations of using an FMS (Flight Management System) in IFR operations.
  • What is the purpose of the “initial approach fix” (IAF) on an IFR approach chart?
  • Explain the concept of a “compulsory reporting point” during an IFR flight.
  • Describe the procedure for conducting an IFR arrival at an airport without a control tower.
  • What are the requirements for filing a composite IFR flight plan?
  • Explain the significance of the “feeder route” on an IFR approach chart.

  Most Common Instrument Rating Oral Exam Questions

  Below is a quick and dirty list of questions and concepts most likely to be raised on your oral exam. 

  • Draw an ILS approach and its components and explain how it operates
  • Draw a pitot static system and explain how it operates
  • Draw a vacuum system and explain how it operates
  • Draw your airplane’s electrical schematics and explain how it operated
  • Describe human illusions in instrument flight –– Coriolis illusion, the leans, somatogravic illusion, elevator illusion, inversion illusion.
  • Describe compass errors
  • Describe pitot/static errors
  • Describe an airport’s alternate minimums and takeoff minimums
  • Describe weather charts – area charts, prognostic charts, convective outlook charts, winds aloft forecasts.
  • Describe the types of VOR checks. For how long is a VOR check valid?
  • Describe the methods of entering a hold
  • Describe protocols for lost communications
  • What are the types of AIRMETS? Describe Airmets Sierra, Tango and Zulu
  • What are the three types of notams?
  • Describe the types of in-flight weather advisories that are available?
  • What are the types of fog?
  • What are the four basic cloud groups?
  • What are the stages of a thunderstorm?
  • Describe the requirements for maintaining currency?
  • Describe the types of precision vs. nonprecision approaches
  • Describe each segment of an instrument approach
  • What is a standard rate turn vs. a half-standard rate turn?
  • What equipment is required for IFR flight?
  • What inspections are required for our aircraft?
  • What are the required ATC readbacks?
  • What are the mandatory ATC reports?
  • What are IFR fuel requirements?
  • Describe reverse sensing.
  • What airspeed restrictions exist in a holding pattern?
  • What preflight checks are required for an IFR flight?
  • Describe the types of icing?
  • What anti-ice equipment do we have onboard our aircraft?
  • When is an instrument rating required?
  • Define: indicated airspeed, calibrated airspeed, true airspeed.
  • Describe how our gyroscopic instruments work
  • How many degrees of variation for a single dot represent on a receiver for an ILS approach? For a GPS approach? VOR?
  • Describe VOR service volumes
  • How can you tell when a VOR is undergoing maintenance? How do we know it’s operational?
  • Describe the cone of confusion
  • When is DME required?
  • What are the differences between VOR, VORTAC and TACAN?
  • How does GPS work?
  • What is WAAS?
  • What is the useable range of a glideslope?
  • Describe Obstacle Departure Procedures vs. Standard Instrument Departures
  • What information should be included in a position report?
  • Describe a contact approach vs. visual approach
  • Describe the difference between a Minimum Descent Altitude (MDA) and Decision Altitured (DA)

  2019.04.13

• ForeFlight Acquired by Boeing

  It’s hard to measure the impact that ForeFlight has had on the general aviation community. I’m a better pilot because of it.

  ForeFlight is based in Texas, so I’ve had the pleasure of meeting and even flying with their staff. I’m left hoping that the acquisition by Boeing, a corporation that has relatively no interest general aviation, doesn’t smother innovation or leave the GA community behind entirely.

  2019.03.15

• Flying Fredericksburg

   

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  A post shared by Michael Castellon (@mcastellon) on Feb 24, 2019 at 3:49pm PST

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  Training toward my instrument rating has been time consuming and challenging. Flying hasn’t been either fun or casual for a number of months. To remedy this, Lauren and I went to the airport on a cool, sunny Sunday morning and departed west for Fredericksburg, Texas.

  The Gillespie County Municipal Airport in Fredericksburg is a popular destination for many pilots. The airport is home to an onsite diner and World War II-themed hotel. I’ve been flying out here since I was a student pilot; its still one of my favorite flying destinations.

  The flight from Austin, which takes about an hour, tracks over downtown Austin. The corridor between Austin and Fredericksburg can be hectic. I always request flight following on this route, and today it pays off. Our en route altitude of 6,500 MLS puts us between eastbound aircraft that are cruising or transitioning between altitudes in our area. On this trip an air traffic controller would clear me to climb, then moments later would issue a traffic alert and tell me to descend as an eastbound aircraft would pass about 1,000 feet overhead.

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  Our route tracks along the Pedernales River and over the Lyndon B. Johnson National Historic Park and “Texas White House.” The LBJ Ranch house and private airstrip is highly visible from above and indicated on VFR sectional charts. I like to make note of the ranch when I’m in the vicinity as it would make for an appealing option during an emergency around otherwise unforgiving terrain.

  I navigate using the Stonewall VOR, and the onboard GPS and Foreflight serve as secondary reference. Arriving into Fredericksburg is an unpredictable adventure. Because Gillespie County is a destination airport, I often find myself sharing airspace with a variety of aircraft and pilots of all experience levels. I give frequent and specific position reports beginning about 12 miles out. Today, a flight of four Beechcraft Barons overtakes me near the airport. Meanwhile, two other aircraft are maneuvering in the pattern. I do a 360 turn a few miles east of the airport to create some distance between myself and other aircraft then proceed toward the airport for a solid landing on Runway 32.

  We take an Uber from the airport to downtown Fredericksburg and spend a few hours for lunch and shopping. We walk through the Japanese Garden of Peace at the National Museum of Pacific War and catch a ride back to the airport. Gentle winds prevail as we arrive back at Austin.

  2019.03.03

• Regaining Night Currency

  I’ve logged very little night flying since I earned my private pilot certificate in 2012. A few years ago I experienced a sensory illusion while returning from a local airport after sunset, and the experience startled me enough that I decided to refrain from night flying until I could log more instrument training and build more pronounced situational awareness.

  To refresh my night currency I went flying with David, my instrument instructor, over the weekend. We did a quick round robin of local airports to acquire the three full-stop night landings as required by FAR §61.57.

  We departed Austin-Bergstrom and made a very short hop of 13nm north to Austin Executive Airport. Prior to starting our approach we briefed obstacles in the area, including a set of unlighted towers south of the airport. We were cleared to land on Runway 13, and I made a slow and methodical approach. My landing wasn’t anything to brag about. We bought fuel at Executive and did a quick walkthrough of the impressive facility, which includes a large media room, a theater and “quiet rooms.”

  Next we departed Austin Executive and headed 18nm northwest to Georgetown Municipal Airport. The airport was difficult to see coming from the west, but we tracked a VOR and monitored GPS coordinates that took us directly to the field. I was cleared for a stop-and-go landing on Runway 18 and made a much better landing. I brought the plane to a full stop with about 2,000 feet of runway to spare. We did a short field takeoff and used 10 degrees of flaps for a rapid climb out of the traffic pattern.

  From there we headed 29nm south to Austin, where David had me fly the ILS to Austin-Bergstrom’s Runway 17L. We identified the approach fixes using our number 2 VOR. Several miles out, David covered my airspeed indicator and had me fly the glide slope down to the threshold. The simulated failure really demonstrated how useful the localizer, glide slope and power setting are in such a situation. My final landing of the night was much more precise.

  Although I’m now legal to carry passengers for night flight, I don’t yet feel especially proficient. I look forward to logging more time in both the simulator and in the aircraft to really hone proficiency.

   

  2019.02.17

• Instrument Training Update #2: Holding Patterns, DME Arcs

  I’ve been spending a couple of nights each week at the airport working with my instructor in the flight school’s simulator. We’ve been practicing flying airways, identifying intersections, using VOR receivers and flying holding patterns. Holds are tricky –– I’m proficient enough while in the hold, but there are a variety of ways to enter the hold depending on where your aircraft is relative to the fix at which you’re holding. Some of it is counterintuitive to me, but I’m making progress.

  I enjoy flying DME Arcs –– a procedure for transitioning from the en route segment of flight into the approach segment. Essentially, you enter the approach on a “curve” or arc using the VOR OBS and heading indicator to turn 10 degrees at a time until you cross the initial approach fix. Although a lot of instrument students struggle flying DME Arcs, it comes relatively easy to me.

  A couple of weeks ago I bought a used desktop computer on eBay and have been using that as a home simulator. A major benefit of the home sim is practicing instrument scans during different phases of flight. I also like practicing VOR work. The home simulator uses a replica of the Garmin 430, which is a standard GPS device in the Cessna 172s I fly.

  Over the next few weeks we’ll be flying Standard Instrument Departures (SIDs) and Standard Terminal Arrival Routes (STARs), then begin flying actual approaches at nearby airports.

  2019.01.27

• Instrument Training Update

  
  I’m continuing to work toward my instrument rating. I’m learning that there is much more to this rating than flying in challenging weather conditions. The rating is about developing discipline, precision and workload management. The little things matter: How you test and tune nav and comm radios, how you organize in-fight documents and how you determine the airworthiness of both your aircraft and navaids along a given route. The training puts a premium on minimizing mental and emotional bandwidth, both of which are precious commodities when flying through more demanding conditions. Eyes and other senses must also be disciplined and trained so as not to misinterpret flight dynamics and control changes. Even language becomes more precise: VORs don’t broadcast a signal, they emanate a signal. My instructor is disciplined and expects the same.  Training consists of ground study, simulator work and flying. I find that talking about concepts, applying those concepts in a simulator and then in actual flight provides a productive framework for deeper learning.

  2018.12.07

• This Must Be The Place

  I recently visited my hometown of Champaign-Urbana, Illinois. I haven’t been back nearly enough. Some things haven’t changed. Other things have changed a lot. I got to spend time with a few people who were deeply influential to me while growing up. I took Lauren to see some of my childhood homes, and we saw a Lyle Lovett show at the Virginia Theater. Incidentally, we ran into Lovett at the Austin Airport while leaving for Champaign. He spoke with us for a few moments and seemed as stunned as we were that we were all on our way to the same show. Everything you’ve ever heard about him is true.

  I made a point to rent an airplane and go flying. Urbana’s Frasca Field is where my dad bought me a plane ride when I was nine or ten years old. It was a cosmic experience for me. I got checked out in a Cessna 172 at Central Illinois Aviation, and the next day took Lauren for an aerial tour of the area. We went out over endless miles of corn and soybean, then turned in and did an aerial tour of the campus and cities.

  Later, we took in the University of Illinois homecoming game against Purdue. We walked through West Side Park on several evenings, and I caught myself missing this place.

  Photos

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  2018.11.04