IFR check ride revenge

[tireman]

I gave up the business 35 years ago at age 25 with 1700 hours mostly instructing and pipeline inspections, multi IFR, Instructors and 1/2 of my ATR exams completed. Just didn't see any future in it. No regrets. Never looked back but for all those 35 years 2 things have been bugging me. I didn't complete my ATR so now that I'm retiring I'm going to finish it up! I've been studying but boy...do things ever change in 35 years!!! Second thing that's been bugging me is the one flight test I missed. My second IFR examination. Back course localizer with a NDB bearing for the final approach fix in a strong crosswind. I sure hope those things are gone!!!

[single_swine_herder]

Best wishes on picking up the reins of the horse once again after 35 years. Yes, lots and lots has changed, but a whole lot is the same .... like crosswind landings.

One note however, term "ATR" got lots of traction as a slang item to incorrectly describe the Airline Transport Pilot Licence .... "ATPL."

So have at it and enjoy the learning process, and hanging around airplane people again. So go get your ATPL and bask in the glory of having completed a long time goal.

SSH

[HiFlyChick]

I always said that doing an NDB approach is like starting a fire by rubbing two sticks together - it's painful and inefficient and just generally a pain to try and do - but BOY, what a feeling of accomplishment when it works!

NDB approaches got so mush easier when even non-TSOed GPS came along - at least you could nail the heading to get the inbound track right off...

Thankfully, you do not necessarily have to do one anymore, but I think that it could still strictly speaking be the examiner's prerogative if there's an ADF in the aircraft. So whatever you do, make sure that either there isn't one or it's u/s....

[Big Pistons Forever]

I always said that doing an NDB approach is like starting a fire by rubbing two sticks together - it's painful and inefficient and just generally a pain to try and do - but BOY, what a feeling of accomplishment when it works!
...

May I please steal what is hands down the best description of an NDB approach I have ever seen.

[co-joe]

To my knowledge, back course approaches are a thing of the past. If anyone can find one in the CAP I'm up for being corrected.

[tireman]

No localizer backcourses and ndb's are not so common anymore either. Things are looking up. Now what's all this fuss about gps. I'm not going to the trouble of learning some new fangled technology if it's going to Disappear as well in the next 30 years.

[Schooner69A]

Several years ago, I was down in the States doing simulator somewhere - Oklahoma City, maybe. The second or third trip, the instructor said: "This trip, we'll do some NDB approaches." Then he looked at me and said: "You do a lot of them in Canada, don't you?" I agreed.

As we headed into the sim, the crew who had just got down were being debriefed in the next room... The white board was covered with tracks and arrows and headings and back bearings and question marks and circles... I guess the NDBs had not gone too well... (;>0)

J

[Schooner69A]

Must be some old timers hear who miss the Radio Range and Aural Null Let Downs?

Anybody?

(;>0)

[Cat Driver]

For sure they did not require much in the way of equipment in the airplane.

How far into the twilight zone did you wander before you decided to get closer to the airway centre line?

Remember when we had to know morse code when taking instrument check rides?

[Schooner69A]

Although we did radio range on the Harvard, I don't remember doing it on the T-33. Never did anymore after that. I suppose if I'd gone transports and stayed in Canada, I'd have done a zillion.

We actually had to learn, send, and receive morse while on the Harvard course. I was never much good at it.

[photofly]

Thankfully, you do not necessarily have to do one anymore, but I think that it could still strictly speaking be the examiner's prerogative if there's an ADF in the aircraft. So whatever you do, make sure that either there isn't one or it's u/s....

On the flight test, at least one of the two approaches has to be a GPSS based, one must be an approach with vertical guidance (so either ILS or LPV if you have WAAS) and one must be a non-precision approach. You can just squeeze an NDB approach in there if the other is LPV. I think there's a bit more flexibility if you do a biennial instrument proficiency check.

[AuxBatOn]

To my knowledge, back course approaches are a thing of the past. If anyone can find one in the CAP I'm up for being corrected.

There is one in Cold Lake on Runway 13L.

[Steamchicken]

Had to do a BC into a Kingston last summer. Still a few out there.

[valleyboy]

Damn -- we see it everyday and I guess I'm no better but the reliance on technology and automation is eating away at us. NDB approached at one time were a daily event and a non-event and accurate enough to get you on the ground at any of the "published" standard GPS minima of today. Fixed card to RMI, what a jump. In the Arctic of bygone days the primary approach/nav aid was wx radar. Then came GPS and the era of PFM was ushered in. The next big step, no more hands and feet required, possibly just a warm body for appearance. Time marches on.

[photofly]

How is a GPS approach "relying on technology" more than a LOC/BC!!!??

[B208]

To my knowledge, back course approaches are a thing of the past. If anyone can find one in the CAP I'm up for being corrected.

There is one in Cold Lake on Runway 13L.

Well, if we want to practice bleeding we know where to go.

[CCR]

Make sure you study up on the RNP Short Gate as well....j/k, but things have changed! Good luck!