Flight Training

• 1) The regulations related to flight planning

• 2) Special features of Aeronautical Charts
• 3) How to identify different types of airspace on a chart
• 4) The rules regarding different types of airspace
• 5) Different ways to identify terrain elevation on a chart
• 6) Where to find the ground control frequency (it's not where you might expect)
• 7) Important information you should gather from the Airport Facility Directory before each flight
• 8) How to use online resources, including the DUATs flight planner to make flight planning easier
• 9) How to perform a quick and easy Weight & Balance calculation
• 10) How to perform a quick and easy Takeoff and Landing distance Calculation
• 11) Why obtaining a standard weather briefing can keep you out of trouble, even on a clear day
• 12) Exactly what to say when requesting a weather briefing
• 13) How to convert local time to Zulu time
• 14) The significance of various Vspeeds and which ones are the most important to remember
• 15) A 4-step process for initiating radio communication with ATC
• 16) The best way to respond to instructions from ATC (used by professional pilots)
• 17) Radio communication procedures at class D airports
• 18) What "Roger" really means
• 19) The meaning of various ATC runway instructions
• 20) How to request flight following while still on the ground
• 21) How to request flight following while in the air
• 22) Radio communication procedures for class C airspace
• 23) How to request a class B clearance and how not to request a class B clearance (in-flight example provided by another pilot)
• 24) How to handle traffic advisories from ATC and what to do when you can't see the traffic
• 25) How to handle vectors and altitude restrictions from ATC
• 26) How to arrange a class C transition while still on the ground
• 27) How to properly communicate at a non-towered airport and why you are expected to repeat the name of the airport twice in each call. Plus a great example of how not to communicate at a non-towered airport (provided by another pilot during the flight)
• 28) The proper way to enter the traffic pattern at a non-towered airport
• 29) The purpose and function of each instrument and control in the cockpit
• 30) Items you might be neglecting on your preflight inspection
• 31) How to use the checklist in the most effective way
• 32) The most important thing to check immediately after starting the engine
• 33) Important instruments to check during taxi
• 34) A 3-step process for smooth transitions from climb or descent to straight and level flight
• 35) The best way to set the mixture control for various phases of flight
• 36) A trick to quickly determine if the trim is set correctly
• 37) A 3-step process that leads to consistently smooth landings

Ground School

1. Stability and CG location.
2. Load factor
3. Vg diagrams
4. categories and G-limits
5. Drag curves
6. L/D effects
7. best glide
8. power required vs. power.
9. Available
10. back side of power curve.
11. Trim tabs
12. balance tabs and counterweights.
13. Flap types and considerations.
14. Vortex generators,
15. stall strips,
16. slats & slots,
17. winglets.
18. Dihedral.
19. Washout.
20. Adverse yaw and aileron design factors.
21. Left turning tendency.
22. Multiengine aerodynamics – Vmc, Vyse, drag demonstrations, 

Training Sechedule

Flying


Day 1 – Engine Failure on Takeoff (Runway Remaining)
Day 2 – Engine Failure on Takeoff (No Runway Remaining)
Day 3 – Inflight Engine Failure
Day 4 – Soft Field Landings
Day 5 – Problems During Runup
Day 6 – Lost Comm Procedures
Day 7 – Required Preflight Action
Day 8 – Power On Stalls
Day 9 – Power Off Stalls
Day 10 – Aircraft CG
Day 11 – Pitot Static Problems
Day 12 – Towered Radio Communications (Departure)
Day 13 – Towered Radio Communications (Arrival)
Day 14 – Hypoxia
Day 15 – Spatial Disorientation
Day 16 – Why We Sump The Fuel
Day 17 – Class E Airspace
Day 18 – Hazards When Flying at Night
Day 19 – Emergencies Flying at Night
Day 20 – Supplemental Oxygen
Day 21 – LAHSO
Day 22 – Engine Fire on Start
Day 23 – Uncontrolled Airport Radio Communications
Day 24 – Runway Signs & Markings
Day 25 – When You Need A Mode C Transponder
Day 26 – Finding NOTAMS and TFRs
Day 27 – Who Has The Right of Way?
Day 28 – VOR Navigation
Day 29 – Required Aircraft Documents
Day 30 – What I Would Do If I Had To Ditch
Day 31 – A Good Pilot Is Always Learning

Aircraft Performance

1. What effect does high density altitude as compare to low density altitude have on propeller efficiency and why?
1. Efficiency is reduced because the propeller exerts less force at high density altitude that at low density altitude
2. What is density altitude?
1. Pressure altitude corrected for nonstandard temperature           
3. if the outside air temperature (OTA) at a given altitude is warmer that standard, the density altitude is?
1. Higher that pressure altitude
4. Which combination of atmospheric conditions will reduce the aircraft takeoff and climb performance?
1. High temperature, high relative humidity, high density altitude
5. What effect does high density altitude have on aircraft performance?
1. Reduce climb performance
6. Refer to figure 8 what is the effect of a temperature increase of 25 to 50 deg F on the density altitude of the pressure altitude remains the same at 5000 feet?
1. 1650 foot increase  (at 25 = 3750 at 50 is 5500)
7. Refer to figure 8 determine the pressure altitude with an indicated altitude of 1380 feet MSL with an altimeter setting of 28.22 at standard temperature?
1. 2991 feet MSL
8. Refer to figure 8 determine the density altitude of the conditions?

-          altimeter setting 29.25

-          Runway temperature + 81 deg F

-          Airport elevation 5,250 feet MSL

 Pressure altitude  29.2 = 673 , 29.3 = 579  .1 = (673-579=94) .05 =94/2 =47 so   29.25=673 +47=626,  Therefore pressure altitude =  5,250 + 626 =8579

From graft go to pressure altitude of 8579 and temperature of  81 deg F at the intersection move across to the density altitude and it will be 8500

9. Refer to figure 8 determine the pressure altitude at an airport that is 3563 feet pressure altitude with an altimeter setting of 29.96
1. 3527    (29.92=0, 30.00= -73, .08= -73, .04=-73/2= -36.5 so 29.26 =-36.5 therefore the actual pressure altitude = 3563 feet -36.5 = 3526.5

Flight Navigation Log

1. Draw a straight line from Bedford KBED to Stamford (SFM) on Sectional Chart with your Cessna Flight Computer straight edge
1. Pick Checkpoint (FIX) about 8 to 10 miles (make sure you used the Sectional Chart rule and not Terminal Area/WAC
2. Determine altitude to fly based on
1. Obscuration
2. Airspace
3. VFR Course Altitude 

                                                              i.      0-179 deg  odd thousand plus 500

                                                            ii.      180 – 360 deg even thousand plus 500

4. Winds – Turbulence, Winds, temp aloft
5. Other airspace you don’t want to fly in (Boston Class Bravo)
2. This is an example to determine altitude based on obscuration

                       Sectional Chart            Max Height {Sectional Chart Quadrant}

BED                            1600’

LWM                          1100’

Exeter                          800’

SFM                            1300’

4. With the flight computer measure the “True Course” and fill in the Course router on the Navigation log. In this case its (024 degree)
5. Use your airport facility directory (AF/D) and the Sectional Chart to determine:
1. Airport Elevation  
2. Traffic Pattern Altitude (Elevation + 1000’)  SFM = 1300’
3. Airport Runways (draw it on Airport Diagram section on Nav log)
4. The frequencies of:

                                                              i.      ATIS

                                                            ii.      Control Tower

                                                          iii.      Ground Control

                                                          iv.      Common Traffic advisory Frequency CTAF

                                                            v.      Unicom

                                                          vi.      FSS

                                                        vii.      Departure/Arrival

5. Use the  / to indicate TOC top of climb
5. From ATIS (fill in BED wind direction, Velocity and Temperature on the Flight Nav Log
6. From 1-800-WB-Brief (Winds aloft, Temperature) fill in Winds direction and velocity on flight Nav log
1. Rule  - for every 1000’ climb the temperature will drop by 2 degrees C

                                                              i.      So,  if you will be flying at 3,500’ and your temperature at Hanscom ground is +2 degrees,  then the temperatue at 3,500’ will be:  (3,500/1000) * 2 = 7 degree drop or (+2 -7= -5 degrees C)

8. From Skyhawk 172 S Information Manual page 5-19 Cruise performance
1. Since -5 deg C is current temperature at cruising altitude, and standard temperature is 15deg C, then -5 deg C will be “10degrees below standard temperature.  So you will have to use the 20 degrees below standard section.

                                                              i.      Because you are at 3,500’ you will round it up to 4,000’ this roundup will give you 2400RPM, %BHP=65, KTAS=100, GPH=9.1  (information form pg 5-19 section 5 of performance)

                                                            ii.      Fill in GPH 9. and 110 KTS 1 on Nav log

2. From the fuel and distance to climb at 2550 lbs look at 4000 (pressure altitude Feet)

                                                              i.      Climb = 73KIAS, Rate of climb = 600’/sec, time = 6, fuel use = 1.5 gals, distance = 8

                                                            ii.      Fill in 73KIAS on Climb True Air Speed (TAS) on Nav logs

1.      Fuel use = 1.5 Gal + Note 1 “add 1.4 gals to start, taxi and take off allowance.”  This will give you 1.5 + 1.4 = 2.9 Gallons. Put 2.9 gal under fuel on the same line on the Nav logs.

9. Calculate the True Course, TC, True Heading, TH, Magnetic Heading MH
1. Fill in TC =024 = Course Route you have measured directly with your Flight computer on the sectionals chart.
2. From the Flight Computer 

                                                              i.      Set wind direction = 230 degrees under “True Index”

                                                            ii.      Mark wind speed = 11Kts up from center hole

                                                          iii.      Rotate True course = 024 under “True Index”

                                                          iv.      Move slide to put wind dot over TAS (True Air speed) that will give you 4 deg so its left = - 4 degrees

1.      Now you have 024 degrees True Course – 4 degrees wind correction = 020 degrees.

2.      Record 020 on True Heading

                                                            v.      Look at the isotonic line; you will see 16 deg W and 15 deg W.

1.      since you are closer to 16deg W, fill in all the TH with + 16

2.      So  W you are adding  => 20deg + 16deg  = 36 deg

3.      On climbing out, you will have to turn to 36 degrees for your Magnetic Heading flight to SFM.

4.      Record 036 deg on the nav log on MH.

5.      Since deviation is +/- is about the same, record compass heading CH with 036 degrees also.

10. Calculate TC, TH, MH, CH for Cruse at 3500’
1. 024 follow step on compute to calculate the WCA (Wind Correction Angle)

                                                              i.      024 deg – 21 deg = 03 deg

                                                            ii.      03 + 16 =  019 degrees

                                                          iii.      Follow down the chart with

1.      019 for MH and CH. And -21 for WAC

2.      + 16 for VAR

3.      114 for GS (Ground Speed) 

Checklist for VFR Cross Country Flying

a. Flight Plan

1. Decide on checkpoints. First one is "Top Of Climb" (TOC)
2. Fill out distances, true courses, radio frequencies, etc.
3. Check in Airport Facilities Directory for airport information
4. Look in AOPA directory (Flight Guide, Jepp Guide) and contact a destination FBO
5. Get weather briefing including winds aloft
6. Do altitudes and wind correction angles
7. File flight plan with FSS (1-800-WX-BRIEF)

b. Ground Operations

1. Preflight
2. Startup
3. ATIS
4. Taxi clearance, Taxi
5. Run-up
6. Before-takeoff checklist
7. Tower: clearance for takeoff, or CTAF call
8. Note time off

c. Flight

1. Takeoff. Turn on course
2. Note Time
3. Climb checklist
4. Out of controlled airspace: call FSS to open flight plan
5. Request flight following (if desired)
6. Top of climb: cruise checklist

d. Each Checkpoint:

1. Turn to new heading
2. Note time
3. Tune in navigation radios
4. Climb or descend?
5. Write timings on flight log

e. Approaching Arrival Airport

1. Get ATIS or weather information at arrival airport
2. Set altimeter
3. Descend
4. Airport in sight: cancel Flight Following
5. Airport in sight: close flight plan with FSS
6. Contact tower or make CTAF call
7. Plan and execute appropriate entry into traffic pattern
8. Pre-landing checklist

f. Ground Operations

1. Off runway: after-landing checklist
2. Permission to taxi or CTAF call
3. Shut-down checklist
4. Close flight plan with FSS (if not done during flight)

Departing Class C and B Airports

1. ATIS
2. Clearance Delivery (CRAFT – Clearance, Route, Altitude, Frequency of departure control, Transponder)
3. Ground Control
4. Tower Control

Arriving Class C and B Airports

1. ATIS
2. Approach Control Tower Control
3. Ground Control

1. On the sectional chart, look up the ATIS frequency and get the ATIS.
2. Get the approach frequency from the sectional or A/FD. Also look up the tower frequency and have that jotted down or, better, ready to go on standby or the second radio.
3. Contact approach.

Example:

Pilot: "Manchester approach, Cessna 123abc 15 miles west, landing with Hotel."

4. Approach control will give you a squawk code and radar identifies you. They may also give you vectors to fly. Follow their instructions.
5. Keep listening attentively, because one approach controller could hand you off to another:

Example:

ATC: "Cessna 123abc, contact Manchester approach on 119.45."

Pilot: "Going to 121.45, Cessna 123abc."

6. At some point, usually after you've been given a sequence, approach control will hand you off to the tower.

Example:

ATC: "Cessna 6049G, contact Manchester Tower."

Pilot: "Changing to tower frequency, Cessna 6049G"

Pilot: "Manchester Tower, Cessna 123abc on final for runway 32."

7. Tower will give you sequencing, landing clearances, etc., as usual.

8. After you land and turn off the runway, you will be told to contact ground control.

ATP KLN 94 GPS Introduction