129 IFR Instrument Oral Exam and Mock Checkride - Interview with Jason Blair 

Just wanted to say that this is the best mock exam I've listened to. Great interviewer, and great guest. It was interesting, informative, and overall well done. Thanks!

You brought up a great point about PIC xc time, in fact it was the reason my checkride got pushed back. Luckily as of last Friday, I am an instrument rated pilot!

Very humble DPE FAA flight examiner. Probably the nicest out there, while still being professional. No need to scare and make people more nervous and make them forget stuff and make mistakes they wouldn’t normally make.

When your max level character goes back and faces the Final Boss again just to see if he's still got it

I need another Mock IFR Oral Exam! This is the best IFR mock exam ever!

11:15 “dive into the ground”, wouldn’t be my first choice of words to use there…lol

Really good! I have my IFR checkride in 3 weeks, and the more of these I listen to, the better. Great material, good pace.

Saw a couple comments saying this, but this is bar far the best Mock oral I’ve listened to by far. My only issue is that is was too short 😂. Thank you!

I’m 2 weeks away from my IFR checkride. This podcast was extremely useful to understand how ready I am and to polish a few remaining rough edges. Thanks to both of you!

What about a CFII oral prep?

"What do I need to do to get started with my oral portion of my check ride?" DFE: "First where is my Check for $800?" :) Very helpful information Thanks!

Great mock, great information. People here complain that the applicant was bringing additional questions up with the DPE. I thought that was extremely helpful in terms of getting a fundamental understanding for the concepts. These guys are true professionals.

@30:20 FWIW many of my school's G1000 172s don't have a vac system, they've got a GI275 backup instrument instead.

18 minutes until the first question gets asked

Just stumbled on this channel. Great material. I got a little sad when he said Custer County (KCUT), North Dakota..... The airport and Mt. Rushmore is in the better Dakota, the southern one ;) Subscribed and will be listening to a lot more!

Awesome mock checkride. Only problem is as a student I would not prompt the DPE with extra questions just because I know the answer. At times during this mock I couldn't tell who was the DPE and who was the student, because both were adding extra questions.

Logging ground instruction is something that needs a ton of emphasis in the business. Most instructors that I have met really neglect talking about it with students, so a bunch of ground time gets missed. Then there is a hassle trying to track down other related records to scavenge as many entries as possible.

On my check-ride the heading indicator was showing excess precession during my procedure turn into the first approach, so I mentioned it and showed that I was able to cross check it with compass and GPS. The DPE was like lets just cover that up along with the other vacuum instruments and make this the partial panel approach. And so I flew all three approaches and hold partial panel. Yes, I had a GTN650 but we switched it to a settings screen for several flight segments to test my use of the other NAV instruments. We were not IMC that day, I used a view limiter. (And I personally don't really consider falling back to a moving map GPS as true partial panel, although there is now less redundancy no substantial nav function has been lost.) (There were also issues with my flight plan, the tower accidentally activated it early then had to re-file it on the fly and so it lost my comment section about checkride with multi-approaches and TRACON was busy that day and the only prec approach was opposite to traffic flow. So I got some maintain heading..."stand by" followed by a long string of instructions and my missed was basically a U turn back out the way I came in. (Covered circling though.) In general time building I have had clearance limits that were a just an enroute fix prior to my filed destination. It seems more likely when the destination is a class E with rather high minimum vectoring altitudes, (hills and away from a major airport) this is because they cannot clear multiple approaches, the airport below the en-route and min vect altitude is considered a black box so a second aircraft may only be cleared to enter after positive confirmation from the first aircraft that they have landed and cleared the runway (radio or phone call as needed) or they are in radio contact and on the missed approach and have passed some known fix.(simply going missed may not be enough because they may have been doing something like a circle to land and now they need to get turned around, possibly climb over the airport, and reacquire some positive navigation all of which has a lot of uncertainty. The obstacle clearance climb slope for the missed on a circle to land starts at the missed approach point, which if you have circled to the opposite side of the protected area and don't bother to return to the MAP or circle to climb over the airport can pretty easily cost you 3-4 miles of climbing room [5500ft runway + 1.3miles on each end = 3.6miles]. The standard minimum expected performance slope is 31:1(200ft in one NM), and the minimum obstacle free plane is 40:1 then you are starting with a 620ft altitude deficit and 480ft below the absolute obstacle clearance plane. The buffer is the difference between the 40:1 and 31:1 slopes, obstacle are allowed right up within a foot of the 40:1 plane. (Such airports are also likely to have higher than standard IFR departure climb minimums, 450ft per NM is not uncommon, or a visual climb over airport departure with increased ceiling.) With all this ATC doesn't want to rely on estimated speeds for timing separation, they want a hard confirmation of fix, altitude, and positive rate or radar contact before releasing the next aircraft into the black box.

Compass errors are not dependent on moderate bank angle(below a standard rate turn), as such you WILL get full size errors during taxi. Compass error is caused by acceleration, not angular change, it is the lateral acceleration of turning that causes error and for the same reason as linear acceleration. Earth's magnetic field "dips" as you get relatively close to the magnetic poles, the angle of the magnetic flux angles down into the pole.(Which is actually something like 1000miles below the crust so the dip is not concentrated at the surface location of the "pole".) This dip in the flux angle will make an unrestrained magnet tilt north end down to match the angle of the flux. Because of this compasses designed for the northern hemisphere do not have the fulcrum at the center of mass, they shift the mass slightly to the south end of the magnet to counter the dip and prevent tilt. It is this mass imbalance that causes the acceleration errors; the south end of the bar is simply heavier than the north end. When accelerating N-S the applied force vector(point of the fulcrum) travels through the center of mass, when accelerating E-W the force vector from the fulcrum is offset to the side of the center of mass. Draw a picture using a bar magnet, it will make more sense. Part of the confusion with this is caused by the persistent contamination of introductory physics with the erronious use of centrifugal force, if turning forces were correctly taught as centripetal force and by extension lateral acceleration it would make both more advanced issues and the net effects of rotation/turning much more intuitive for the student. People get confused because they are attempting to make sense of a complete fiction, even if you give the usual frame of reference allowance the common notion centrifugal force is still exactly backwards to the concept of force. (Yes, the FAA still has the term in their tests, doesn't make it right.)

A non-rated student may only log PIC time if flying solo (after getting solo endorsement) and after they pass their checkride and become certificated. The confusion is can a non-instrument rated pilot flying cross-country with a CFI training for an instrument rating log PIC time? The answer is yes, if in VFR conditions but may not log instrument time for that flight since the student is not instrument rated.

With the question about the magnetometer, if it fails, you cannot fly IFR. You are missing your directional gyro, which is the last item in the GRABCARD IFR required equipment.

Good video make sure to play it in 1.25 you can easily follow it at this speed

I have seen a lot of convincing arguments that say NOT to hold at "a fix from which an approach begins and commence descent or descent and approach as close as possible to the estimated time of arrival." For one, if your flight planning is good, this shouldn't be a factor. Next, your clearance limit is the airport; it's not any points along the way (unless you're in an unusual situation). Furthermore, ATC will need to clear the airspace around you, as you cannot communicate/you're emergency. This could cause chaos in the ATC system. Fourth, FAR 91.3(b) (safety of flight) could well argue that continuing the flight to a safe landing was the best decision. Fifth (as mentioned), how many people know the exact ETA? Sixth, does ATC know your ETA, or are they going to have to calculate it based on their cards...and so on, and so forth...

The examiner which gave me the instrument checkride was my instrument instructor. Favors? Hell NO! Dec 12, 1982.

Thank you so much for these videos

Did anyone else get their IFR rating before GPS? I did my checkride in a 152 with no AP. You kids have it good!

Wow!... There goes my hopes of flying... You need a huge hard drive for all this...

Good talk thru for a check ride !

I'm about to do a checkride with this guy

Loved it! thank you.

So far a lot of taking and hadn’t said a word

This is great stuff!

Great podcast. Thanks guys.

So wind is gusting to 25 from 360? Why would we land on 18L?

0:00:02 funny because… CFR 14 61.65 (e) : “Except in paragraph (g)…” (e)(1) : Requires 50 hours CC time as PIC, 10 of which must be in an airplane. (g) : When applying for a Private with Instrument rating… (g)(1) : 45 hour of CC may be credited preforming duty’s as PIC WITH a certified Instructor. So it’s not that you can’t use CC time with an Instructor, but you must have been serving as PIC?

Too bad we couldn't see you or any supporting videos to reinforce the information. Most people are better at visual learning.

Fantastic video, thank you.

My middle name has been spelled wrong on my pilot certificate for 5 checkrides now and it hasn't been an issue yet lol

What a great talk between you two. Very detailed and informative. I have a question. I did all my IFR training and hours 30 years ago. Besides getting getting current and taking the written will these hours still be valid? Thanks again for this lesson.

Great video!!

Great video Max, I have a question. In that PDK-MEM example, ATC wanted you to fly the LUGOH arrival and you needed to inform them that you were unable to meet the restrictions. Are you allowed to FILE that arrival knowing that you will be unable to meet some restrictions?

Great 👍 podcast. Listened 👂 all the way thru. Hopefully it will make my upcoming checkride a bit easier! #SkyBaum

DPE: So what aircraft are we flying in for this checkride? Me: Umm…. Hang glider sir…

Tell me Max doesn’t sound a lot like “Puzzle Master,” Will Shortz. “This week’s puzzle is: You have three airplanes on final and two cleared over the dog track to enter left base. Which airplane will arrive first at the alternate use runway if winds are blowing two-two-zero between six and eight knots?“

The regs don’t mention anything about an “additional 6 months to regain currency”…So..why are we tested like we do have a “grace period”?? Which is it?? 6 months to get current, or 12? The explanation in this podcast was not clear at all.

I’m just finishing my instrument, I can’t afford a new or used sr22 :)

This guy sounds like almost exactly like Seth Rogan...I was waiting for that stoner laugh the entire time.

Thanks Fellas , excellent info !

If you lost coms, instead of holding couldn’t you declare any emergency and not hold? Or maybe lost coms isn’t an emergency?

You guys say us basic GA WAAS guys can't fly RNP approaches, but there are some basic ones we can fly.

Thanks for the nice video but we need explain about the FAA writing exam for people speak second English language

54:00 Why wouldn't ATC knows the capabilities of a common aircraft in terms of speed?

Unless the regulation was change. Cross country for loging flight time for the instrument rating only was navigating fix to fix. Thus does not require a landing 50K miles away. I don't think this wording has been changed .and confirmed by letter from FAA .for the instructor who thought it was 50miles Cross country for the instrument rating.AND Accepted by the DEM.

A checkride in a rented airplane is not "for hire" and does not require a 100 hour inspection.

so many ads on the video

Would they ever do your check ride into a class B airspace? Lol 🤣😂🤣😂. Closest airport is class B.

Hey to the 2 men in the video or talk show, to many small airplanes are FLYING COFFINS. WHY TO MANY PEOPLE HAS PAID IN BLOOD AND LIFE.Them airplanes are junk. Them air cooled engine are good boat anchors and junk and make good for the scrap pile. Replace them with engine a V8 from G.M. OR FORD OR MOPAR OR JAPANESE CARS AND PICKUPS. There is people already converted them boat anchor air cooled engines that in airplanes, for a automobile engine and its working very well. There is a number of them are done and on youtube. The engines that came out of cars and pickups are alot more dependable, you don‘t crash so easy with a automobile engine because they are ALOT MORE RELIABLE THEN THEM FLYING BOAT SMALL AIRPLANE ENGINES THAT HELPS MAKE IT THE FLYING COFFIN. THAT PEOPLE HAS PAID IN BLOOD AND LIFE FOR A LONG TIME. THAT TECHNOLOGY IN THEM FLYING COFFIN AIR PLANES GO BACK TO THE LATE 1920s and early 1930s. NO MAJOR CHANGES SINCE THEN. STILL MAKING GOOD JUNK THAT SHOULD BE IN THE SCRAP PILE. THEY KEEP BUILDING THEM FLYING COFFINS BECAUSE NOBODY WANTS TO CHANGE. AND ITS THE SAME THING YOU TALK ABOUT ALL THE GAGES ON THE DASH HOW HARD DO YOU WANT TO MAKE IT TO UNDERSTAND WHAT A GAGE DOES AND WHAT IT IS FOR. LISTEN TO BOTH OF YOU 2 GUYS I THINK IT B.S. BECAUSE YOU HAVEN‘T LEARNED ANYTHING IN LIFE AND THAT IS; “KEEP IT SIMPLE STUPID"

Mister test man and instructor in the video, your ideas DOES NOT stand up well in the U.K AND EUROPE. THERE SYSTEM IS VERY CONFUSING VS.THE U.S.A. if you thing so ASK MATT GUTHMILLER ABOUT IT, HE WENT OVER WITH HIS BUDDIES AND A CESSNA AND DIDN‘T COME BACK WITH THE CESSNA. ALSO MATT MADE VIDEO‘S OF THE TRIP AND THEY ARE POSTED ON RU-vid MOST OF THEM