IFR Checkride WX Questions

So my IR checkride is approaching, and the thing I'm the most sketchy
on I think is the weather charts. I'm fine with TAF, METAR, and other
textual, but I guess it's because I can't find all the exact same
graphics on DUATS/DUAT that they use on the FAA exam (prognostic
charts, etc). Even DUAT/DUATS show things slightly differently. How
much is this going to be asked about on the checkride? Should I know
every possible symbol for all those charts, or is getting a general
idea and then calling 800-WX-BRIEF good enough?

Know how to interpret the material from on-line sources.
The key is, can you draw a crude picture of the weather
[verbally or with a pencil] and then apply that to the FAR
as to whether the weather, currently and forecast, will
allow the operation.

You are not becoming a weather briefer or a professional
chart maker.



"kevmor" wrote in message
oups.com...
| So my IR checkride is approaching, and the thing I'm the
most sketchy
| on I think is the weather charts. I'm fine with TAF,
METAR, and other
| textual, but I guess it's because I can't find all the
exact same
| graphics on DUATS/DUAT that they use on the FAA exam
(prognostic
| charts, etc). Even DUAT/DUATS show things slightly
differently. How
| much is this going to be asked about on the checkride?
Should I know
| every possible symbol for all those charts, or is getting
a general
| idea and then calling 800-WX-BRIEF good enough?
|

"Jim Macklin" wrote:
Know how to interpret the material from on-line sources.
The key is, can you draw a crude picture of the weather
[verbally or with a pencil] and then apply that to the FAR
as to whether the weather, currently and forecast, will
allow the operation.

When I was doing my training (early 90's), I found studying the chart
material very difficult, for two reasons. First, the charts they showed
you in the study guides were badly reproduced, sometimes to the point of
being almost unreadable. More importantly, I never saw those charts in
real life. The days of walking into your local FSS were already gone, and
the days of universal internet access wasn't here yet. As a result,
weather for me was whatever you got on DUATs and/or by calling
1-800-WX-BRIEF, and the charts in the test prep book were completely alien.

Today, it's different. Almost any airport or FBO has computer access to
weather charts (in full color, on a high-resolution screen), as does every
pilot from their home or office (not to mention things like The Weather
Channel on TV).

I usually go to http://www.weatherunderground.com/Aviation_Maps/. I
couldn't tell you the official names of the various charts. I assume one
of them is a "prog chart", but I couldn't tell you which, nor could I tell
you how many hours in advance a prog chart is good for, or exactly what
combination of data is on a prog chart. But, I can go to that web page and
instantly see where the lows and fronts are, how they're going to move,
what the icing situation is, what the winds are like, where there's going
to be VFR weather so I know where to be thinking about alternates, etc,
etc. That's what's really important.

I also don't have all the little symbols memorized. If I'm not sure of
something, I just click on the "Learn More About Aviation Weather Maps"
link and get to the key.

I second whoever it was that suggested you bring your FAR/AIM to the
checkride. But, make sure you're already familiar with it. For many
things, the examiner will be happy with an answer like, "I don't remember
the exact details, but I know where to find it", as long as you come up
quickly find the correct section in the book. If you give him a blank
stare and start wandering aimlessly through the book, that won't work.

On Fri, 02 Feb 2007 07:55:21 -0500, Roy Smith wrote:

"Jim Macklin" wrote:
Know how to interpret the material from on-line sources.
The key is, can you draw a crude picture of the weather
[verbally or with a pencil] and then apply that to the FAR
as to whether the weather, currently and forecast, will
allow the operation.

When I was doing my training (early 90's), I found studying the chart
material very difficult, for two reasons. First, the charts they showed
you in the study guides were badly reproduced, sometimes to the point of

When I took the written (on computer) they used low res *EGA*
monitors. I could not read the charts as presented or even the text
identifiers on those screens. Those were the only questions I missed.

Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

On 02/02/07 19:15, Roger wrote:
On Fri, 02 Feb 2007 07:55:21 -0500, Roy Smith wrote:

"Jim Macklin" wrote:
Know how to interpret the material from on-line sources.
The key is, can you draw a crude picture of the weather
[verbally or with a pencil] and then apply that to the FAR
as to whether the weather, currently and forecast, will
allow the operation.

When I was doing my training (early 90's), I found studying the chart
material very difficult, for two reasons. First, the charts they showed
you in the study guides were badly reproduced, sometimes to the point of

When I took the written (on computer) they used low res *EGA*
monitors. I could not read the charts as presented or even the text
identifiers on those screens. Those were the only questions I missed.

I took my tests on computer as well, but was provided with the associated
booklet which contained all the graphics. This was in 2004/5.


Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com



--
Mark Hansen, PP-ASEL, Instrument Airplane
Cal Aggie Flying Farmers
Sacramento, CA

On Feb 1, 10:37 pm, "Jim Macklin"
wrote:
Know how to interpret the material from on-line sources.
The key is, can you draw a crude picture of the weather
[verbally or with a pencil] and then apply that to the FAR
as to whether the weather, currently and forecast, will
allow the operation.

Partly, but every DE I've ever worked with required the applicant to
show up with the classic charts and exhibit knowledge of the symbols
(i.e. carry a secret decoder ring). Once rated, few pilots every use
these old style charts.

-Robert, CFII

On Feb 2, 9:36 am, "Robert M. Gary" wrote:
On Feb 1, 10:37 pm, "Jim Macklin"

Once rated, few pilots every use
these old style charts.

-Robert, CFII


The few, the proud, the...

I use the weather depiction and radar summary, among numerous other
weather products, every day.

They are fantastic!

http://aviationweather.gov/std_brief/

ak.

Most of the DEs I know have their own collection of old
charts that they "know" and that do show some weather. Most
students today will have a full text and graphics print of
the on-line briefing in all formats.




"Robert M. Gary" wrote in message
oups.com...
| On Feb 1, 10:37 pm, "Jim Macklin"
| wrote:
| Know how to interpret the material from on-line sources.
| The key is, can you draw a crude picture of the weather
| [verbally or with a pencil] and then apply that to the
FAR
| as to whether the weather, currently and forecast, will
| allow the operation.
|
| Partly, but every DE I've ever worked with required the
applicant to
| show up with the classic charts and exhibit knowledge of
the symbols
| (i.e. carry a secret decoder ring). Once rated, few pilots
every use
| these old style charts.
|
| -Robert, CFII
|

On 2 Feb 2007 09:36:48 -0800, "Robert M. Gary"
wrote:

On Feb 1, 10:37 pm, "Jim Macklin"
wrote:
Know how to interpret the material from on-line sources.
The key is, can you draw a crude picture of the weather
[verbally or with a pencil] and then apply that to the FAR
as to whether the weather, currently and forecast, will
allow the operation.

Partly, but every DE I've ever worked with required the applicant to
show up with the classic charts and exhibit knowledge of the symbols
(i.e. carry a secret decoder ring). Once rated, few pilots every use
these old style charts.

They didn't even have me look at weather charts or even the old style
codes and this was a few years back. Of course the weather was so bad
it bout beat the snot out of me flying up there to take the test. I
told him I almost canceled, but decided to head up and see "how it
went". He asked me about the forecast and if it was deteriorating,
getting better or as forecast. I also had everything he asked for, in
a note book and _in_order_. After he asked for the second document and
I just flipped a page, he said, "let me see that". Looked through it,
asked me a few questions on weather, flight planning, aircraft
performance, and a few other things I've now forgotten and he sent me
out to preflight the Deb.

It's been a while, but "as I recall" the whole oral part of the exam
was on the order of a half hour, give or take a bit. Thing is, being
*thoroughly* organized at least made it look like I knew what I was
doing. :-)) He told me later that he usually expects to take at least
twice as long on that part and it was rare to have any one come in
with the *stuff* in a binder, let alone organized.

Most of it was done as casual conversation, but I knew what he was
after with each question. If I didn't know the answer I was able to
tell him right where it was and could find it in the FARs or AIM.
When it came to the requirements to be able to drop below DH on an ILS
I proudly rattled them right off only to be greeted by a blank stare
as if he were waiting for something. Then he said, there's one more.
I went through them three times but always came up short. Finally I
looked at him, held out my hand and asked if "I could use the book".
:-))

The conversation seems casual, but make a mistake and you can expect
more questions on the same subject. Miss another one or two on the
same subject and you may spend quite a while covering that particular
segment and you WILL know (and remember) the answer afterwards, or the
test will be over.


-Robert, CFII
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

I would agree on that, organization. When I was training at
Spartan [Tulsa] for my CFI ratings, the "word" was that the
FSDO was very tough on CFII applicants.
I showed up with my own, name embossed Jep bag with a full
set of IFR charts and the J-AID. After a few questions,
maybe an hour or so, we went flying.
But students who showed up with the school supplied charts
were being grilled half a day or even longer, because the
inspectors wanted to know that the student really knew the
material.

It did not hurt that I usually began an answer to a question
with, "That's FAR 91.85, paragraph 2, ..."



"Roger" wrote in message
...
| On 2 Feb 2007 09:36:48 -0800, "Robert M. Gary"

| wrote:
|
| On Feb 1, 10:37 pm, "Jim Macklin"
| wrote:
| Know how to interpret the material from on-line
sources.
| The key is, can you draw a crude picture of the weather
| [verbally or with a pencil] and then apply that to the
FAR
| as to whether the weather, currently and forecast, will
| allow the operation.
|
| Partly, but every DE I've ever worked with required the
applicant to
| show up with the classic charts and exhibit knowledge of
the symbols
| (i.e. carry a secret decoder ring). Once rated, few
pilots every use
| these old style charts.
|
| They didn't even have me look at weather charts or even
the old style
| codes and this was a few years back. Of course the
weather was so bad
| it bout beat the snot out of me flying up there to take
the test. I
| told him I almost canceled, but decided to head up and see
"how it
| went". He asked me about the forecast and if it was
deteriorating,
| getting better or as forecast. I also had everything he
asked for, in
| a note book and _in_order_. After he asked for the second
document and
| I just flipped a page, he said, "let me see that". Looked
through it,
| asked me a few questions on weather, flight planning,
aircraft
| performance, and a few other things I've now forgotten and
he sent me
| out to preflight the Deb.
|
| It's been a while, but "as I recall" the whole oral part
of the exam
| was on the order of a half hour, give or take a bit.
Thing is, being
| *thoroughly* organized at least made it look like I knew
what I was
| doing. :-)) He told me later that he usually expects to
take at least
| twice as long on that part and it was rare to have any one
come in
| with the *stuff* in a binder, let alone organized.
|
| Most of it was done as casual conversation, but I knew
what he was
| after with each question. If I didn't know the answer I
was able to
| tell him right where it was and could find it in the FARs
or AIM.
| When it came to the requirements to be able to drop below
DH on an ILS
| I proudly rattled them right off only to be greeted by a
blank stare
| as if he were waiting for something. Then he said,
there's one more.
| I went through them three times but always came up short.
Finally I
| looked at him, held out my hand and asked if "I could use
the book".
| :-))
|
| The conversation seems casual, but make a mistake and you
can expect
| more questions on the same subject. Miss another one or
two on the
| same subject and you may spend quite a while covering that
particular
| segment and you WILL know (and remember) the answer
afterwards, or the
| test will be over.
|
|
| -Robert, CFII
| Roger Halstead (K8RI & ARRL life member)
| (N833R, S# CD-2 Worlds oldest Debonair)
| www.rogerhalstead.com