Frankly it's real world, you don't launch into IMC with no idea about where you're heading.
While I certainly can't argue with that statement, I'd prefer the DPE not reveal all the approaches to be used prior to the checkride. Maybe one or two, but to me it's important to make sure the applicant can react to and fly an unplanned approach as well. Therefore simulating a runway closure, wind shift changing runways, ATC assigning runway 17L instead of 17R, equipment outage either in the airplane or on the ground, diversions, etc.
The expected approach is NOT part of the flight plan. That said, instrument approach design is all based on a few variations of the same thing. The numbers are just different, if you've flown approaches of the various designs you should be able to fly any of 'em.Obviously, you'll have your approach that's part of the flight plan you made. But do DPE's usually tell you pre-flight what the other two will be so you can study them and have the plates sorted?
That's a good point, I had the same situation. My 3 approaches were all at KFNT: the ILS 27, the VOR 27, and the RNAV (GPS) 18, which has LPV minimums but he specifically wanted me to fly it as a non-precision approach. It is sheer luck that I didn't make the same mistake you did, since right after the partial panel VOR 27 is when I accidentally flipped my Sandel into map mode and needed a couple of minutes to figure out how to get it back into HSI mode. I was somewhat flustered and wondered if he would bust me for the mistake, but did manage to remember to NOT intercept the GS.I was told what approaches to expect during my oral. I was given an RNAV GPS approach but he told me for that one he wanted me to do the NON-precision approach. It had an LPV as well as a LNAV. I was given another ILS as the precision approach. When the time came to do that approach , due to nervousness or whatever I started to fly it as the LPV (the plane I was using had WAAS) and at some point when the DPE realized what I was doing he shouted (yes shouted ) "What the hell are you doing?" I told him the LPV... He said "I told you back on the ground I want you to do the non-precision approach!" He didn't bust me, he let me do it again. Good lesson for me! During all my practices I had never done the LNAV approach at this particular airport since it had the LPV. I had done LNAV approaches at other airports. So watch out for that too.
All RNAV GPS approaches are non-precision. I assume he meant he wanted you to fly it without vertical guidance. Note, I don't know how you'd force that to happen. None of the WAAS GPSs I know let you shut it off. As long as you don't bust a non-LPV stepdown or MDA, flying the vertical guideance wouldn't be illadvised.I was told what approaches to expect during my oral. I was given an RNAV GPS approach but he told me for that one he wanted me to do the NON-precision approach.
Only from a technical legal standpoint. As the experts have said here repeatedly, for all intents and purposes, an LPV approach with a 200 foot DH is a Cat I precision approach.All RNAV GPS approaches are non-precision.
Well, you can force it if you want by switching off WAAS. You can do that in the 480, as I'm sure you know; I'm not sure about the 430W/530W. But all my DPE wanted me to do was to ignore the vertical guidance and observe the LNAV minimums. Beats me why, maybe to see if I knew that the LNAV MDA would be the applicable minimum if I didn't have vertical guidance. Anyway I know for 100% sure that I'd be flying the GS if it was for real. Inside the non-precision FAF, I'm pretty sure you aren't required to double check stepdown altitudes if flying the LPV... similar to on an ILS.I assume he meant he wanted you to fly it without vertical guidance. Note, I don't know how you'd force that to happen. None of the WAAS GPSs I know let you shut it off. As long as you don't bust a non-LPV stepdown or MDA, flying the vertical guideance wouldn't be illadvised.
Well, you can force it if you want by switching off WAAS. You can do that in the 480, as I'm sure you know; I'm not sure about the 430W/530W.