A few weeks ago I posted about busting my IFR checkride. Well yesterday
I finally got it finished up. Here is a recap of what transpired in both
checkrides. First I'll reiterate that not only was I this DE's first
IFR student, we also had the FAA examiner with us giving him a "checkride".

The oral portion portion lasted almost 3 hours and I was pretty wiped
after that. We discussed everything under the sun:
Lots on weather and how to obtain all the info needed. I didn't realize
that DUAT and FSS are the only "official" places to get this info.
Lost COMM procedures
Emergency procedures
DP's and STARS
Terminal Procedures for all types of approaches
Aircraft systems - COMM, VOR, audio panel, autopilot, GPS, pitot static,
electrical, vacuum
Systems maintenence - VOR checks, Pitot static, ELT, Altimiter checks, ect.
Many scenarios on how to fly different approaches
Alternate airports - when to file, weather at alternate ect.
Fuel minimums
aero medical issues - hypoxia, medications ect.
much more that has slipped my mind.

We broke for lunch and when we came back the weather was bad so we
rescheduled for the next day.

As planned we started the flight portion. This included:
Accepting a clearance to an already discussed airport.
Took off and entered controlled airspace at an assigned heading.
Intercepted and airway and was cleared to hold at an intercection. This
is the point where I screwed up. I got ouside of protected airspace and
failed that portion. I decided to continue with the reset of the test.
This consisted of steep turns to the left and right. Unusual attitude
recorvery was next. This was very interesting because the DE he had me
get into the unusual attiutude. He did this by having me close my eyes
adn put my chin against my chest. He then had me maintain straight and
level flight. Then a turn to the left. Then back to the right. Then back
to the left again. OK open your eyes. I have managed to get the aircraft
into a diving spiral to the left. The airspeed indicator was nearing
the end of the yellow and I've never seen the Vertical Speed buried
down. I recovered OK but I must say I was a little bit shaken up. The
DE commented that "well maybe I did let it go a little far but I wanted
to demonstrate what could happen to you if you were alone in IMC and you
bent down to get you pencil or otherwise was not paying atention".
After that we did times compass turnes. Then we flew a partial panel
VOR-A approach to missed. Then the guages were uncovered and we flew a
GPS approach back to the home airport. Then we circled around and called
up Approach to get "real" vectors to the the ILS at the home airport and
finish it up with a circle to land to "home".

I knew that I busted the holding pattern so I was bummed about that.
Yesterday I finally got back on the DE's schedule and we went and did a
couple of holds and came back. Done. Finally !!! I hope to fly every
week to stay current. Thanks for all of your support. This NG is a very
valuable tool.

Jon Kraus
PP-ASEL-IA

Glad to hear you passed. Now go find some IMC!

"Jon Kraus" > wrote in message
...
> A few weeks ago I posted about busting my IFR checkride. Well yesterday
> I finally got it finished up. Here is a recap of what transpired in both
> checkrides. First I'll reiterate that not only was I this DE's first
> IFR student, we also had the FAA examiner with us giving him a
"checkride".
>
> The oral portion portion lasted almost 3 hours and I was pretty wiped
> after that. We discussed everything under the sun:
> Lots on weather and how to obtain all the info needed. I didn't realize
> that DUAT and FSS are the only "official" places to get this info.
> Lost COMM procedures
> Emergency procedures
> DP's and STARS
> Terminal Procedures for all types of approaches
> Aircraft systems - COMM, VOR, audio panel, autopilot, GPS, pitot static,
> electrical, vacuum
> Systems maintenence - VOR checks, Pitot static, ELT, Altimiter checks,
ect.
> Many scenarios on how to fly different approaches
> Alternate airports - when to file, weather at alternate ect.
> Fuel minimums
> aero medical issues - hypoxia, medications ect.
> much more that has slipped my mind.
>
> We broke for lunch and when we came back the weather was bad so we
> rescheduled for the next day.
>
> As planned we started the flight portion. This included:
> Accepting a clearance to an already discussed airport.
> Took off and entered controlled airspace at an assigned heading.
> Intercepted and airway and was cleared to hold at an intercection. This
> is the point where I screwed up. I got ouside of protected airspace and
> failed that portion. I decided to continue with the reset of the test.
> This consisted of steep turns to the left and right. Unusual attitude
> recorvery was next. This was very interesting because the DE he had me
> get into the unusual attiutude. He did this by having me close my eyes
> adn put my chin against my chest. He then had me maintain straight and
> level flight. Then a turn to the left. Then back to the right. Then back
> to the left again. OK open your eyes. I have managed to get the aircraft
> into a diving spiral to the left. The airspeed indicator was nearing
> the end of the yellow and I've never seen the Vertical Speed buried
> down. I recovered OK but I must say I was a little bit shaken up. The
> DE commented that "well maybe I did let it go a little far but I wanted
> to demonstrate what could happen to you if you were alone in IMC and you
> bent down to get you pencil or otherwise was not paying atention".
> After that we did times compass turnes. Then we flew a partial panel
> VOR-A approach to missed. Then the guages were uncovered and we flew a
> GPS approach back to the home airport. Then we circled around and called
> up Approach to get "real" vectors to the the ILS at the home airport and
> finish it up with a circle to land to "home".
>
> I knew that I busted the holding pattern so I was bummed about that.
> Yesterday I finally got back on the DE's schedule and we went and did a
> couple of holds and came back. Done. Finally !!! I hope to fly every
> week to stay current. Thanks for all of your support. This NG is a very
> valuable tool.
>
> Jon Kraus
> PP-ASEL-IA
>
>
>
>
>
>

Jon Kraus wrote:

> I knew that I busted the holding pattern so I was bummed about that.
> Yesterday I finally got back on the DE's schedule and we went and did a
> couple of holds and came back. Done. Finally !!! I hope to fly every
> week to stay current. Thanks for all of your support. This NG is a very
> valuable tool.

Congrats!

Did you have a chance to get much experience in actual IMC during your
training? If so, go for it! If not, you might want to ease into actual
before trying anything too low in actual IMC. Maybe start with 2,000 ft
ceilings so that you can easily drop into VFR if you need to, and then work
your way down gradually over a few weeks, assuming that the weather cooperates.

After that, you'll be one of those nuts who scrambles out of bed before
breakfast and races down to the airport so that you can get in a couple of
low approaches before the morning fog burns off. Enjoy.


All the best,


David

Congratulations, Jon!!! I found myself wondering about how your retest
went, didn't expect that you would have anything but good news to report.
Glad to hear my 'suspicions' were correct!!!
Finally, ya can get a little time in to look out the windscreen again!

I go in for my procedure Monday the 17th (looks like they'll keep me
overnight to make sure 'nuthin' falls off' <GRIN>), so I'm bringing all my
study materials as well as my approach plates and enroute chart so that I
don't waste any time (my wife is smiling and rolling her eyes about my
bringing stuff to study - but I figure I have to keep my mind 'in the game',
for when I resume my training, after this minor 'adventure' is over).

I sure will be glad when my Instrument checkride is behind me. Congrats,
once again, on a job well-done!!!

--
--
=-----
Good Flights!

Cecil
PP-ASEL
Student-IASEL

Check out my personal flying adventures from my first flight to the
checkride AND the continuing adventures beyond!
Complete with pictures and text at: www.bayareapilot.com

"I fly because it releases my mind from the tyranny of petty things."
- Antoine de Saint-Exupery -

"We who fly, do so for the love of flying. We are alive in the air with
this miracle that lies in our hands and beneath our feet"
- Cecil Day Lewis -

Jon Kraus wrote:

> A few weeks ago I posted about busting my IFR checkride. Well yesterday
> I finally got it finished up. Here is a recap of what transpired in both
> checkrides. First I'll reiterate that not only was I this DE's first
> IFR student, we also had the FAA examiner with us giving him a "checkride".

I think you mean FAA inspector, not examiner.

In any case, congratulations!

666
666
666
666
666

Get going!

"Jon Kraus" > wrote in message
...
> A few weeks ago I posted about busting my IFR checkride. Well yesterday
> I finally got it finished up. Here is a recap of what transpired in both
> checkrides. First I'll reiterate that not only was I this DE's first
> IFR student, we also had the FAA examiner with us giving him a
"checkride".
>
> The oral portion portion lasted almost 3 hours and I was pretty wiped
> after that. We discussed everything under the sun:
> Lots on weather and how to obtain all the info needed. I didn't realize
> that DUAT and FSS are the only "official" places to get this info.
> Lost COMM procedures
> Emergency procedures
> DP's and STARS
> Terminal Procedures for all types of approaches
> Aircraft systems - COMM, VOR, audio panel, autopilot, GPS, pitot static,
> electrical, vacuum
> Systems maintenence - VOR checks, Pitot static, ELT, Altimiter checks,
ect.
> Many scenarios on how to fly different approaches
> Alternate airports - when to file, weather at alternate ect.
> Fuel minimums
> aero medical issues - hypoxia, medications ect.
> much more that has slipped my mind.
>
> We broke for lunch and when we came back the weather was bad so we
> rescheduled for the next day.
>
> As planned we started the flight portion. This included:
> Accepting a clearance to an already discussed airport.
> Took off and entered controlled airspace at an assigned heading.
> Intercepted and airway and was cleared to hold at an intercection. This
> is the point where I screwed up. I got ouside of protected airspace and
> failed that portion. I decided to continue with the reset of the test.
> This consisted of steep turns to the left and right. Unusual attitude
> recorvery was next. This was very interesting because the DE he had me
> get into the unusual attiutude. He did this by having me close my eyes
> adn put my chin against my chest. He then had me maintain straight and
> level flight. Then a turn to the left. Then back to the right. Then back
> to the left again. OK open your eyes. I have managed to get the aircraft
> into a diving spiral to the left. The airspeed indicator was nearing
> the end of the yellow and I've never seen the Vertical Speed buried
> down. I recovered OK but I must say I was a little bit shaken up. The
> DE commented that "well maybe I did let it go a little far but I wanted
> to demonstrate what could happen to you if you were alone in IMC and you
> bent down to get you pencil or otherwise was not paying atention".
> After that we did times compass turnes. Then we flew a partial panel
> VOR-A approach to missed. Then the guages were uncovered and we flew a
> GPS approach back to the home airport. Then we circled around and called
> up Approach to get "real" vectors to the the ILS at the home airport and
> finish it up with a circle to land to "home".
>
> I knew that I busted the holding pattern so I was bummed about that.
> Yesterday I finally got back on the DE's schedule and we went and did a
> couple of holds and came back. Done. Finally !!! I hope to fly every
> week to stay current. Thanks for all of your support. This NG is a very
> valuable tool.
>
> Jon Kraus
> PP-ASEL-IA
>
>
>
>
>
>

On 5/11/04 8:07 AM, in article , "Jon
Kraus" > wrote:

>
> I knew that I busted the holding pattern so I was bummed about that.
> Yesterday I finally got back on the DE's schedule and we went and did a
> couple of holds and came back. Done. Finally !!! I hope to fly every
> week to stay current. Thanks for all of your support. This NG is a very
> valuable tool.
>
> Jon Kraus
> PP-ASEL-IA
>
>
Congratulations Jon! Fly safe now, y'heah?
--
Jeff 'The Wizard of Draws' Bucchino
Cartoons with a Touch of Magic�
www.wizardofdraws.com
www.cartoonclipart.com

Jon Kraus wrote:

> couple of holds and came back. Done. Finally !!! I hope to fly every
> week to stay current. Thanks for all of your support. This NG is a very
> valuable tool.

May the G-d of clouds be with you :-))

Congrats on your passing!

Allen

Congrats!!!!!!!!!!

Bob Barker N8749S

"Jon Kraus" > wrote in message
...
> A few weeks ago I posted about busting my IFR checkride. Well yesterday
> I finally got it finished up. Here is a recap of what transpired in both
>

Excuse me?


"Bill Gamelson" > wrote in message
m...
> 666
> 666
> 666
> 666
> 666
>
> Get going!
>
> "Jon Kraus" > wrote in message
> ...
> > A few weeks ago I posted about busting my IFR checkride. Well yesterday
> > I finally got it finished up. Here is a recap of what transpired in both
> > checkrides. First I'll reiterate that not only was I this DE's first
> > IFR student, we also had the FAA examiner with us giving him a
> "checkride".
> >
> > The oral portion portion lasted almost 3 hours and I was pretty wiped
> > after that. We discussed everything under the sun:
> > Lots on weather and how to obtain all the info needed. I didn't realize
> > that DUAT and FSS are the only "official" places to get this info.
> > Lost COMM procedures
> > Emergency procedures
> > DP's and STARS
> > Terminal Procedures for all types of approaches
> > Aircraft systems - COMM, VOR, audio panel, autopilot, GPS, pitot static,
> > electrical, vacuum
> > Systems maintenence - VOR checks, Pitot static, ELT, Altimiter checks,
> ect.
> > Many scenarios on how to fly different approaches
> > Alternate airports - when to file, weather at alternate ect.
> > Fuel minimums
> > aero medical issues - hypoxia, medications ect.
> > much more that has slipped my mind.
> >
> > We broke for lunch and when we came back the weather was bad so we
> > rescheduled for the next day.
> >
> > As planned we started the flight portion. This included:
> > Accepting a clearance to an already discussed airport.
> > Took off and entered controlled airspace at an assigned heading.
> > Intercepted and airway and was cleared to hold at an intercection. This
> > is the point where I screwed up. I got ouside of protected airspace and
> > failed that portion. I decided to continue with the reset of the test.
> > This consisted of steep turns to the left and right. Unusual attitude
> > recorvery was next. This was very interesting because the DE he had me
> > get into the unusual attiutude. He did this by having me close my eyes
> > adn put my chin against my chest. He then had me maintain straight and
> > level flight. Then a turn to the left. Then back to the right. Then back
> > to the left again. OK open your eyes. I have managed to get the aircraft
> > into a diving spiral to the left. The airspeed indicator was nearing
> > the end of the yellow and I've never seen the Vertical Speed buried
> > down. I recovered OK but I must say I was a little bit shaken up. The
> > DE commented that "well maybe I did let it go a little far but I wanted
> > to demonstrate what could happen to you if you were alone in IMC and you
> > bent down to get you pencil or otherwise was not paying atention".
> > After that we did times compass turnes. Then we flew a partial panel
> > VOR-A approach to missed. Then the guages were uncovered and we flew a
> > GPS approach back to the home airport. Then we circled around and called
> > up Approach to get "real" vectors to the the ILS at the home airport and
> > finish it up with a circle to land to "home".
> >
> > I knew that I busted the holding pattern so I was bummed about that.
> > Yesterday I finally got back on the DE's schedule and we went and did a
> > couple of holds and came back. Done. Finally !!! I hope to fly every
> > week to stay current. Thanks for all of your support. This NG is a very
> > valuable tool.
> >
> > Jon Kraus
> > PP-ASEL-IA
> >
> >
> >
> >
> >
> >
>
>

>>Excuse me?

You don't know what 666 means in reference to IFR?

No, tell us...

"Bill Gamelson" > wrote in message
. com...
> >>Excuse me?
>
> You don't know what 666 means in reference to IFR?
>
>

"Bill Gamelson" > wrote in message
. com...
> >>Excuse me?
>
> You don't know what 666 means in reference to IFR?
>
>
Yes-- I don't know. Please explain.

I don't know either... Hell by looking at the subject I can't even spell
IFR :-)

Jon Kraus
PP-ASEL-IA

Bill Gamelson wrote:

>>>Excuse me?
>>>
>>>
>
>You don't know what 666 means in reference to IFR?
>
>
>
>

> You don't know what 666 means in reference to IFR?
>
>
>>Yes-- I don't know. Please explain.

One you have your IFR ticket, you must get 6 hours of instrument time and 6
instrument approaches in 6 months to stay IFR current. Otherwise you will
need an Instrument Comp Check. Thus, 666 is an easy way to remember that.

In article >,
"Bill Gamelson" > wrote:

> > You don't know what 666 means in reference to IFR?
> >
> >
> >>Yes-- I don't know. Please explain.
>
> One you have your IFR ticket, you must get 6 hours of instrument time and 6
> instrument approaches in 6 months to stay IFR current. Otherwise you will
> need an Instrument Comp Check. Thus, 666 is an easy way to remember that.

You still need the 6 approaches in 6 months, but the 6 hours was
eliminated several years ago.

"Bill Gamelson" > wrote in message
. com...
> > You don't know what 666 means in reference to IFR?
> >
> >
> >>Yes-- I don't know. Please explain.
>
> One you have your IFR ticket, you must get 6 hours of instrument time and
6
> instrument approaches in 6 months to stay IFR current. Otherwise you will
> need an Instrument Comp Check. Thus, 666 is an easy way to remember that.

Except the first 6 doesn't mean 6 hours of instrument time any more. It
looks to me like a graphical description of a hold with a direct entry; then
it'd be more accurate :-)

-- David Brooks

>>You still need the 6 approaches in 6 months, but the 6 hours was
>>eliminated several years ago.

Fair enough. Shows I need to go through the full course again. I'll just
buy the King tapes. I haven't flown in a long time.

Why don't you just pick up a recent copy of the AIM for ten bucks? It's
probably more affordable for you on that warehouse salary.

"Bill Gamelson" > wrote in message
. com...
> >>You still need the 6 approaches in 6 months, but the 6 hours was
> >>eliminated several years ago.
>
> Fair enough. Shows I need to go through the full course again. I'll just
> buy the King tapes. I haven't flown in a long time.
>
>
>

"Bill Gamelson" > wrote in message
. com...
> > You don't know what 666 means in reference to IFR?
> >
> >
> >>Yes-- I don't know. Please explain.
>
> One you have your IFR ticket, you must get 6 hours of instrument time and
6
> instrument approaches in 6 months to stay IFR current. Otherwise you will
> need an Instrument Comp Check. Thus, 666 is an easy way to remember that.
>
>
>

No wonder I hadn't heard it-- it's no longer true.

What I learned was Six approaches, Holding, Intercepting, and Tracking, and
you have to do all that sh*t within the last six months.

Cheers,
John Clonts
Temple, Texas
N7NZ

Bill Gamelson wrote:
>>You don't know what 666 means in reference to IFR?
>>
>>
>>
>>>Yes-- I don't know. Please explain.
>
>
> One you have your IFR ticket, you must get 6 hours of instrument time and 6
> instrument approaches in 6 months to stay IFR current. Otherwise you will
> need an Instrument Comp Check. Thus, 666 is an easy way to remember that.
>
>
>
You need to get current on your IFR currency requirements! :-)

Matt

>>Why don't you just pick up a recent copy of the AIM for ten bucks? It's
>>probably more affordable for you on that warehouse salary.

I'd rather get the King course and go through the whole kit and caboodle
again.

I like his humor, and I'm sure there's been many more changes than would be
expressed in the AIM.

>>You need to get current on your IFR currency requirements! :-)

Yes. Last time I flew IFR was in about 1993. Lots of changes since then.

>>What I learned was Six approaches, Holding, Intercepting, and Tracking,
and
>>you have to do all that sh*t within the last six months.

Yes, that makes it a sliding six months. I guess they dropped the six hour
rule, so it's six approaches in six months, but holding patterns?
Intercepting and tracking would come naturally with approaches, but are
holding patterns required now for proficiency? Those Air France pilots
would be lost! Lost I tell ya!! Those autopilots aren't set up to do
holds. LOL!!

"Bill Gamelson" > wrote in message
om...
> >>Why don't you just pick up a recent copy of the AIM for ten bucks?
It's
> >>probably more affordable for you on that warehouse salary.
>
> I'd rather get the King course and go through the whole kit and caboodle
> again.
>
> I like his humor, and I'm sure there's been many more changes than would
be
> expressed in the AIM.
>
>

You must be the only one who likes his humor. Why don't you spend some time
with an instructor in a simulator and doing ground school. the courses are
only geared to passing the knowledge test.

The FARs and AIM come out every year - you cannot go wrong buying it and
reading it.

>>You must be the only one who likes his humor. Why don't you spend some
time
>>with an instructor in a simulator and doing ground school. the courses
are
>>only geared to passing the knowledge test.

I already have my IFR ticket. The knowledge is what I'm after. All I
really need is a refresher course, but I'd rather just go through the entire
home study course so I don't miss anything. The sim time is not needed as
when I can afford to fly again I'll get an instrument comp check and that
will no doubt take awhile longer than usual. Maybe between 5 and 6 hours of
hood time will get me back in the hack again.

>>The FARs and AIM come out every year - you cannot go wrong buying it and
>>reading it.

That is without question as the FAR/AIM is required to fly PIC. It's one of
the thing I gotta have anyway.

>>
but I'd rather just go through the entire
home study course so I don't miss anything.
<<

There is no way you are not going to "miss anything". You can fly for years
and keep learning... isn't that also "stuff you missed"

Jose


--
(for Email, make the obvious changes in my address)

Hi Jon

I already congratulated you once but my post didn't show up.
So - Congratulations again. I'll be looking to you for some tips in the
near future :)

Tony



--

Tony Roberts
PP-ASEL
VFR OTT
Night
Almost Instrument :)
Cessna 172H C-GICE

Bill Gamelson wrote:

>>>You need to get current on your IFR currency requirements! :-)
>
>
> Yes. Last time I flew IFR was in about 1993. Lots of changes since then.
>
>
>
Yes, I last flew a little over 4 years ago, but still pre-9/11. I just
joined a flying club and hope to get back into the cockpit next week.


Matt

Bill Gamelson wrote:

>>>What I learned was Six approaches, Holding, Intercepting, and Tracking,
>
> and
>
>>>you have to do all that sh*t within the last six months.
>
>
> Yes, that makes it a sliding six months. I guess they dropped the six hour
> rule, so it's six approaches in six months, but holding patterns?
> Intercepting and tracking would come naturally with approaches, but are
> holding patterns required now for proficiency? Those Air France pilots
> would be lost! Lost I tell ya!! Those autopilots aren't set up to do
> holds. LOL!!

Holds have been required for proficiency as they are in the PTS. If you
can't fly what's in the PTS and what you could do when you got your
certificate, then you aren't proficient by definition.


Matt

Bill Gamelson wrote:

<liberal snippage throughout>

> I already have my IFR ticket. The knowledge is what I'm after. All I

The knowledge you need to fly is not the same as the knowledge you need to pass
the test. The King courses are geared to passing the test. You don't need to
pass the test.

> really need is a refresher course, but I'd rather just go through the entire
> home study course so I don't miss anything.

OK, but find a home study course that's not simply geared to answering the silly
knowledge test questions.

> That is without question as the FAR/AIM is required to fly PIC. It's one of
> the thing I gotta have anyway.

Knowledge of the FARs and AIM are required. There is no requirement whatsoever
that you posess a written copy.

>>There is no way you are not going to "miss anything". You can fly for
years
>>and keep learning... isn't that also "stuff you missed"

Agreed. One reason I need to buy the King instrument course is because of
the lack of quality of my ground school. I know there's a lot of things
that I missed, especially procedures on different "full approaches". Mainly
procedure turns. The proper way of doing things. I was rather dependant on
ATC vectoring me to the FAC. If they would say "Decend to 3000, cleared for
the approach" and I wasn't on an intercept heading, that's about the time I
would ask for one.

>>Knowledge of the FARs and AIM are required. There is no requirement
whatsoever
>>that you posess a written copy.

When did they change that? I was always told by my instructors that I had
to actually have a copy of the current FAR's in my possession. The AIM is
not required at all, but the catch to that is if I have an accident due to
something I overlooked that is discussed in the AIM, the NTSB can fault me
for that, but I was always told and I believe I actually read in the FAR's
that a current copy of the FAR's must be in the pilot's possession.

Of course I was also told that once you reach the DH, you cannot legally
descend below the DH unless you have at least the runway environment in
sight, but another pilot told me that is a grey area and the reason I was
told that is because the instructors want to keep me alive. He said "How
long does it take you to make a decision while you are on the glide slope?"
Yea, right. I took that with a grain of salt. If I reach the DH and I
can't see the lights, I'm going missed.

>>Holds have been required for proficiency as they are in the PTS. If you
>>can't fly what's in the PTS and what you could do when you got your
>>certificate, then you aren't proficient by definition.

Then you're talking about a comp check then and not the reqs for maintaining
IFR currency.

Bill Gamelson wrote:
>>>Holds have been required for proficiency as they are in the PTS. If you
>>>can't fly what's in the PTS and what you could do when you got your
>>>certificate, then you aren't proficient by definition.
>
>
> Then you're talking about a comp check then and not the reqs for maintaining
> IFR currency.

I was referring to the comment about proficiency, not currency. The two
are different concepts entirely.


Matt

Congrats John! ...but...what the heck is the "IRF Retest" :-)

I'm enrolled in an IFR ground school at my FBO, just stared two weeks back.
Planning on starting the flying portion in the fall.

--
Jack Allison
PP-ASEL

"When once you have tasted flight, you will forever walk the Earth
with your eyes turned skyward, for there you have been, and there
you will always long to return"
- Leonardo Da Vinci

(Remove the obvious from address to reply via e-mail)

No hours requirement anymore, so just 66.

"Bill Gamelson" > wrote in message
. com...
> > You don't know what 666 means in reference to IFR?
> >
> >
> >>Yes-- I don't know. Please explain.
>
> One you have your IFR ticket, you must get 6 hours of instrument time and
6
> instrument approaches in 6 months to stay IFR current. Otherwise you will
> need an Instrument Comp Check. Thus, 666 is an easy way to remember that.
>
>
>

66 plus holds

--
------------------------------------------------------------------
Scott F. Migaldi, K9PO
MI-150972
PP-ASEL-IA

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-----------------------------------
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www.hamwave.com


**"A long time ago being crazy meant something, nowadays everyone is
crazy" -- Charles Manson**
-------------------------------------
"Dave Lawlor" > wrote in message
...
> No hours requirement anymore, so just 66.
>
> "Bill Gamelson" > wrote in message
> . com...
> > > You don't know what 666 means in reference to IFR?
> > >
> > >
> > >>Yes-- I don't know. Please explain.
> >
> > One you have your IFR ticket, you must get 6 hours of instrument time
and
> 6
> > instrument approaches in 6 months to stay IFR current. Otherwise you
will
> > need an Instrument Comp Check. Thus, 666 is an easy way to remember
that.
> >
> >
> >
>
>

I know I mistyped "IFR"... Good luck on your training....

Jon Kraus
PP-ASEL-IA

Jack Allison wrote:

>Congrats John! ...but...what the heck is the "IRF Retest" :-)
>
>I'm enrolled in an IFR ground school at my FBO, just stared two weeks back.
>Planning on starting the flying portion in the fall.
>
>
>

Jon Kraus wrote

> I know I mistyped "IFR"... Good luck on your training....

And Jon...it really wasn't an IFR test, it was an Instrument
Practical Test. :-) I don't know why everyone uses IFR (Instrument
Flight Rules) to substitute for Instrument and in many cases
for IMC.

Bob Moore

Bob Moore wrote:

> Jon Kraus wrote
>
> > I know I mistyped "IFR"... Good luck on your training....
>
> And Jon...it really wasn't an IFR test, it was an Instrument
> Practical Test. :-) I don't know why everyone uses IFR (Instrument
> Flight Rules) to substitute for Instrument and in many cases
> for IMC.
>
> Bob Moore

Since you're picking at nits, you're wrong, too. It was the Instrument
Rating Practical Test.

The little booklet with the standards is called, "Instrument Rating
Practical Test Standards for Airplane, Helicopter, Powered Lift"