The PTS for the Commercial Pilot-Airplane certificate include a number of maneuvers unique to this pilot certificate:
VFR
Pre-Flight ATC/Ground Communication Taxi (Wind Correction) Run up - Checks Take off Roll Take off 4 Fundamentals Straight and level, turns, climbs and descents
Normal Take off Normal Landing Slow Flight Power on Stall Power off Stall Steep Turns Short field takeoff (obstacles) Short field takeoff landing https://www.youtube.com/watch?v=g-kS8q-vgc8 Soft field takeoff Soft field takeoff landing Regtangular Turn S-Turn Spin Turn about a point Hood Work - VOR Tracking Diversion to alternate airport Cross Country] Unusual Attitude Emergencies - Engine Failures Emergency Decends Simulated Engine Failure Unusual Attitude Forward slip to Landing Touch and Go
** It's OK to discontinue flight if weather is bad .. Winds heavy gusts.. etc
V Speed (Velocity speed)
Vr - Rotate Vx - best Angle of Climb Vy - best Rate of Climb V glide - Best Glide speed Vso - Stall dirty Vs -Stall Clean Vs1 Vfe - Flaps extended Vno - max structrual crusing Vne - never exceed Va - maneuver speed
White Arc 40 -85 knots Vso to Vfe (Flaps operating Range) Green Arc 48 - 129 knots Vs1 to Vno Yellow Arc 129 - 163 KIAS Vno to Vne Red Line Vne - 163 KIAS Max speed
Best Glide - 65 Knots
Fuel Calculation Wind Speed
6 Pack
Commercial maneuvers Chandelles Lazy Eights Eights on Pylons Steep Spirals Power-off 180-degree Accuracy Approach and Landings.
Instrument Rating Rectangular Courses. Turns Around a Point. Spin S-Turns
Approaches
RNP Approach LNAV LNAV/VNAV, LPAV RNAV (GPS) Approach DME Localizer Approach ILS Approach VOR Approach
GPS Acronyms at a Glance
GPS must be WAAS enable to fly LPV (more precision) Minimums and Visibility
LNAV/VNAV = Lateral and Vertical Navigation (DA Decision Altitude
LNAV MDA = Lateral Navigation, Only Lateral Guidance, not Vertical Guidance, Mimimum Decent Altitude (MDA) higher minimims
Circuling
https://www.youtube.com/watch?v=Shp4Dy_1ERY
Clearances Filing an IFR flight plan Obtaining a clearance at a towered airport Obtaining a clearance at a non-towered airport Obtaining a clearance airborne after departure Departing VFR on an IFR clearance Picking up a filed clearance en-route Obtaining a “Pop-up” IFR clearance
Departures Departing an airport without IFR procedures Flying a diverse departure Flying a textual ODP Flying a graphical ODP Getting vectors after takeoff Using a Visual Climb Over the Airport (VCOA) Flying a SID Departing IFR for a climb to VFR-on-Top
En Route Navigating enroute Picking a safe cruise altitude Surviving an unexpected hold Employing a VFR-on-Top clearance Requesting a block altitude
Arrivals Planning and execute a descent Executing a descent with VNAV Flying a STAR Choosing an approach Selecting the appropriate minimums Setting up for the approach
Approaches Flying a visual approach Flying a charted visual approach Using a contact approach Getting vectors to final Flying a course reversal Navigating an arc or RF leg Using a Terminal Arrival Area (TAA) Following a glidepath/glideslope Descending with advisory vertical guidance Descending without vertical guidance Deciding to continue or miss Using a Visual Descent Point Landing straight in Circling to land Executing a published missed approach Executing a missed approach from a circle Executing an alternate missed approach Executing a “missed” from below DA/MDA
Unusual Cases Returning to the departure airport (or a nearby airport) Flying a dead reckoning segment Using a Cruise Clearance Using a Through Clearance Requesting an approach at one airport to land at another Using a “Fly Visual” segment Flying practice approaches under VFR Flying an ASR/PAR approach
Post Flight Canceling IFR in flight Canceling IFR on the ground
Getting an instrument rating requires a long cross-country with three different approaches. The meaning of “three different approaches” has become a moving target.
Aeronautical experience requirements for the coveted instrument rating include a dual cross country flight. On February 28, 2022, the FAA Chief Counsel rescinded two earlier interpretations regarding the required content of that flight. But the rescission doesn’t end the story or the questions. As of this writing, there is an important question outstanding. We will discuss some thoughts about what we think is likely, but we need to await final word from the FAA.
Three Different Approaches
The requirements for the instrument rating for airplane, helicopter, and powered-lift in 14 CFR § 61.65 include a cross-country training flight. The length of the flight varies for the three ratings (250 NM for airplane and powered lift; 100 NM for helicopters), but each requires an instrument approach at each airport and “Three different kinds of approaches with the use of navigation systems.”
Seems straightforward. However, in March 2008, the FAA Chief Counsel responded to an inquiry from Danny Glaser. Mr. Glaser asked whether an Airport Surveillance Radar (ASR) or Precision Approach Radar (PAR) could be used. The answer was no. The Chief Counsel saw ASR and PAR as radar tracking systems used by controllers to give instructions to pilots, not as “navigation systems” used by aircraft crew.
Although this completely answered Mr. Glaser’s question, the interpretation went much further. The author of the Glaser letter added that the three approaches may not simply be “three different kinds of approaches” (the regulatory language) which use some type of navigation systems. Instead, said the Chief Counsel, the approaches “must use three different kinds of navigation systems” (emphasis in the interpretation). The applicant, the Glaser letter went on to say, must choose three different approaches from a short list:
Non-directional beacon (NDB)
Localizer-type directional aid (LDA)
Very high frequency omni-range station (VOR)
Global Positioning System (GPS)
Simplified Direction Facility (SDF)
Instrument landing system localizer (LOC)
Intended or not, Glaser led to a very restrictive reading of the cross-country requirement. Many saw it as requiring three different instrument approaches, each of them using a completely different navigation system. An “instrument landing system localizer” is a single “kind of navigation system.” So, flying the full DME arc to track the localizer back course on the final approach course with step-down altitudes to the 600-foot AGL MDA on the LOC BC RWY 17 at College Station, Texas, is arguably the same as receiving vectors to intercept the final approach course and glideslope for the precision ILS RWY 35 at Sugar Land to its 200 and ¾ decision height because they are both localizer-based. Since they do not use different kinds of navigation systems, they cannot be used as two of the three approaches to satisfy the cross-country requirement.
Flight Standards apparently had its own questions about this and requested a clarification. In 2012, the Chief Counsel issued the Pratt letter in an attempt to clarify Glaser. The Pratt letter did nothing to help the situation. It said that the list of specific systems mentioned in Glaser, NDB, LDA, VOR, GPS, SDF, and LOC, “was not intended to exclude navigation systems that might be approved in the future.” What those might be, we still don’t know.
Most importantly, it did not address the problem Glaser created. The closest it came was passing the ball to Flight Standards, saying that branch “is in the best position to issue policy and guidance as to what constitutes the different kinds of approaches allowed.” But Pratt did not disown the controlling interpretation that there must be three different kinds of navigation systems used, restricting what Flight Standards might do. It’s no surprise Flight Standards didn’t run with the ball they were tossed.
Future Navigation Systems
I doubt the writer of Pratt intended to be ironic. When the NAS was filled with VORs, NDBs, SDFs, and other types of ground-based navaids, the restrictiveness of Glaser might not have been a big deal. As of March 2022, there remained almost 1500 VOR approaches but they are becoming less and less common. The number decreases almost every cycle due to a combination of VOR decommissioning through the Minimum Operational Network initiative, the separate program decommissioning “redundant” VOR and NDB approaches, and unrepaired failures.
In comparison, there are only 250 NDB approaches left (many on the chopping block). Even that number is illusory since most modern aircraft lack ADF capability; when someone upgrades their panels, it is often the first thing to go. The others? Well there are 31 LDA approaches, and a single SDF approach, the KMOR SDF RWY 5 in Morriston, Tennessee.
Sadly, with the diminishing number of options, the problem has not been merely academic. The reactions to Glaser restrictiveness have ranged widely. Some see Glaser as answering only the PAR/ASR question and ignore the “different kinds of navigation systems” language as an offhand remark not to be taken seriously.
Others look at the obvious differences between flying ILS and LOC approaches and see the glideslope as a “navigation system” distinction not mentioned in the interpretation. But at the opposite extreme, pilot examiners have been known to reject applicants who did an ILS at one airport and a LOC at another, pointing to the most restrictive interpretation.
Then There’s Carty
As previously mentioned, the 2012 Pratt memorandum passed the ball to Flight Standards to set policy on the acceptability of approaches to meet the requirement. Early in 2021, as the result of a member inquiry, AOPA asked Flight Standards what if anything had been done since then. In May 2021, Flight Standards once again asked the Chief Counsel’s office for reconsideration of Glaser and Pratt. Flight Standards said it “is concerned that the interpretations create requirements that go beyond the language” of the regulation.
This time, in a February 28, 2022 memorandum to Robert C. Carty, the Acting Executive Director of Flight Standards, the Chief Counsel’s office rescinded both Glaser and Pratt. The memorandum includes a legal-style analysis that looks at regulatory definitions and the treatment of different tasks in the Instrument ACS, but the bottom line is that the regulation requires “three different kinds of approaches,” not “three different kinds of navigation systems.” In a full reversal of Glaser and Pratt, the Carty memo also says that PAR and ASR are indeed “navigation systems” and nothing regulatory prevents their use to meet the IFR cross-country requirement.
The Rest of the Story
An important question remains. What approaches do qualify as three different types? Carty leaves the answer to Flight Standards. The full and complete abandonment of the Glaser and Pratt analysis leaves Flight Standards able to make policy to fit the realities of today’s environment and to adjust for tomorrow’s without the straight jacket of legal limitations.
As of this writing, Flight Standards has not acted officially. However, they have not been idle. Personnel at Flight Standards’ General Aviation & Commercial Division Training and Certification Group (AFS 810) have received and responded to several questions about which approaches count. A draft revision to Chapter 5 of the Flight Standards Information Management System (Order 8900.1 also known as FSIMS), has been written and is in the queue for approval.
Order 8900.1 guides aviation safety inspectors in performing their jobs. Chapter 5 deals with Airman Certification. While nothing is final until the proverbial (or virtual) ink is dry, informal responses to inquiries suggest Flight Standards is well aware of the rise of Performance Based Navigation and the reduced use of ground based navaids, and is prepared to take a reasonable and practical approach.
If I were to write my own ending, it would differentiate approaches based on the navigations sources used and whether the approach is flown with or without official vertical guidance. An ILS or LPV DA with a TERPS-vetted glidepath is official; “+V” advisory guidance to a VNAV or VOR MDA is not. So an ILS would be different from a localizer-only approach. PAR approaches (precision) would be treated as a different kind of approach from ASR (non-precision).
Perhaps vectors to the final approach course would be treated as different from a full approach using a course reversal or Terminal Arrival Area. In the best ending of all, RNAV approaches to LNAV, LP, and LPV minima would be different from each other, solving the potential problem of aircraft whose owners upgraded to GPS-only units like Garmin’s GPS 175 and GNX375 and choose to have no VOR or localizer receiver.
GyroScopic Instrument (Vacuum) Rigidity in space (Ai) Attitude Indicator (Artificial Horizon) (Hi) Heading Indicator (Directional Gyro - DG)
GyroScopic Instrument (Electrical) (TC) Turn Coordinator (Slip Indicator, "Needle and Ball," Turn and Bank,
Engine Instruments: Chronometer/OAT/Voltmeter - LCD Display left of ASI,Fuel Flow and EGT - dual analog display left of turn co-ordinator,Fuel Quantity Indicators - Not Shown, left of previous,Suction Pressure and Ammeter - not shown, below Fuel Flow & EGT,Oil Temperature and Pressure - not shown, left of previous.Below: Mageto Selector - key switch left of Master SwitchMaster Switch - red double switch. Controls entire electrical system.Fuel Pump, Lights, and Pitot Heat - toggle switches between Master and Avionics.Avionics Switch - White Double Switch. Controls incidental electronics.Right of 6-pack:ILS/LPV/VOR1 Indicator - cross-shaped indicator right of altimeter.VOR2 Indicator - Backup VOR Indicator, or used to determine airway intersection under IFR.PA Control and OMI beacons - top panel of radio system. Controls the volume of passenger mics and outdated marker beacon technology.GPS - Self Explanatory, large screen.Primary/Secondary Radios - self explatory. Below the GPS.Transponder - below both radios, used to determine location of ATC Radar.Centre Pedestal:Interior Lights - the 2 twist knobs left of the Throttle. Used for night flying.Alternate Static Source - Red know between and below throttle and mixture. Used in case of static source blockage/failure.Fuel Shutoff Valve - Self Explanatory, just above fuel selector.Cabin Air/Heat - pull knobs below co-pilot yoke. Environment control.
Pressure Altitude - Standard Datum Plane (29.92" Hg) - if Kelsi meter is adjuster to 29.29"HG you reading is hight about standard datum plane
Density Altitude - Pressure Altitude Corrected for non-standard temperature - The 4 H's - Hight, Hot, Heavy (Weight), Humid - Aircraft performance could suffer - Density Altitude is Pressure Altitude and Temperature this is how aircraft performance is calculated
True: Actual height above sea level. Indicated: What’s read on the instrument. Absolute: Height above ground level (agl). Pressure: What’s read on the instrument with the pressure set to standard (29.92 inches). Density: Pressure altitude corrected for nonstandard temperature (what the aircraft thinks the altitude is).
Altimeter Error
- Calibrated at 15Deg C (59 Def F) - Higher than 15C = Higher than you think - Lower than 15C = Lower than you think - AIM 7-3-1 (Table Temp vs Hight Above Airport In Feet)
- High to Low .. Look out below (from a airport with higher barometric pressure to an airport with lower barometric pressure, look out below meaning the airport hight is lower that altimeter indicated if the Altimeter is not adjusted to the lower barometric pressure)
- From low to high - High in the Sky
If your true Altitude might stay the same, the absolute altitude may change with the turaine
you can subtract the True Altitude from Ground Elevation
VOR operates from 108.0 to 117.95 just above the frequency range of an FM radio.
Tune in the Frequency of Grand Canyon VOR 1119.0MHz on nav Radio Listen to morse code and validate it turn obs knob until yuo have FROM Flag, and then center the needle. Report to Instructor "we are on the RADIAL 310 FROM Grand Canyon VOR"
Correct with Bracketing eg 20 deg to left or right and when intercept then decrease turn by 1/2 of 20 deg or 10 deg
Receiver operates in enroute, Terminal and approach modes and full deflection of needle changes in each mode.
Beyond 30 miles Enroute Mode 10 nautical miles (full deflection is 5Nautical Miles Within 30 miles of departure /or arrival it works in Terminal Mode 10 nautical miles (full deflection is 5Nautical Miles Approach Mode - 5 nautical miles.
Draw a straight line from VOR on 310 RADIAL on Sectional Chart Check your DME say 25 Nautical Miles from Grand Canyon VOR Draw a 25 Nautical Mile Circle BOOM you are there!!
Instructor: Fly us from present position to Peach Spring VOR
Student: Tune in to the Peach Spring VOR 112.0MHz
Turn the OBS knob until you have a TO Flag indication
Center the Needle
Turn the aircraft to the Heading 190 as shown on VOR
Ignore Winds for a Second
If you are flying FORM the station or away from the VOR, you are flying on a RADIAL (radials radiates from the station)
If you are flying TO the station or towards the VOR, you are flying a Course TO the Station, or Inbound Radian, (the CDI is a COURSE Deviation Indicator) on a Bearing
Radial From VOR
Fly TO VOR
Wind Correction - Angle
F - Find Frequency (from Sectional etc) E - Enter Frequency (On NAV) A - Activate (Make Frequency active on NAV radio) V - Verify - (Verify Morse Code) S - Select VOR (fly to VOR)
What is a VOR?
VOR = Very High Frequency Omnidirectional Range Station (VOR)
Oriented to Magnetic North
What are the Components of VOR
Radio Navigation Aid - Antenna, Receiver, VOR Indicator
Principle of Operation of VOR
1. Ground Station Send out directional signal 360 deg 30 times every second
2. A second reference signal is send out everytime the the rotating signal passes 360 degrees
3. Aircraft VOR compairs the 2 signals and uses the difference of the 2 signal to calculate the Bearing or Radial the aircraft is FROM the VOR station
4. The VOR reciever and use the signal to indicate the bearing TO the station.
VOR help determine your bearing TO or FROM a Station but not do not give you any indication on which DIRECTION your aircrat is Pointing.
VOR Indicator in the aircaft has 4 parts :
1. Course Index (N E S W)
2. OBS Knob
3. Course Deviation Indication Needle
4. TO/FROM Indicator
The spinner Tail = TO; Center = VOR; Head = From
If you want to fly TO the station
Turn the OBS Knob until you have a TO indication and the Course Deviation Indication Needle is Centered.
Turn your aircraft unit it is pointing to the same direction show by the VOR Course Index.
As long as the Heading Indicatior and the Course Index agree AND you keep the Needle center, you will fly right to the VOR station.
When you pass the station, the TO flag will flip to FROM
How to Read VOR to know where the aircraft is located.
Example 1
Given Info on VOR
1. Course Deviation Needle is deflected to Right
- Aircraft is on the Left (shaded in Yellow)
2. TO Flag is showing
- Aircraft is on the TAIL side of the Radial
This means the aircraft is on the botton left quadrant
3. Course Index is 21 =210 deg
We need to turn the diagram so that it aligns with the 210 as it is indicated with the Course Index
Rotate to match Course Index 210 deg
- which means the aircraft is somewhere EAST of VOR
Example 2
Given Info on VOR
1. Course Deviation Needle is Center
- Aircraft is on the RADIAL however which side? (shaded in Yellow)
2. FROM Flag is showing
- Aircraft is on the Radial Side HEAD side of the Radial
This means the aircraft is on the TOP half of the Radial
3. Course Index is 21 =210 deg
We need to turn the diagram so that it aligns with the 210 as it is indicated with the Course Index
Have to Rotate the Radial so that it matches the Course Index of 210 deg
- Which means the airplane is in the South-SouthWest of the VOR
Bearing is my position in relationship to something else. It does not care what heading you are flying. It is the course you need to fly to the station. It is the course to the VOR Station.
When the Course Deviation Needle touches the outer ring of circle, you stop the turn and straighten out the aircraft at 300 deg.
VOR ONLY give BEARING TO or FROM a STATION.
They DO NOT have ANYTHING to do with HEADING!
VOR VHF (Very High Frequency) Omni-Directional Range => NAVAID RADIO in Aircraft.
Tune VOR frequency on Navaid Radio
Switch to Active = Listen to
VOR ONLY give BEARING TO or FROM a STATION.
They DO NOT have ANYTHING to do with HEADING!
VOR VHF (Very High Frequency) Omni-Directional Range => NAVAID RADIO in Aircraft.
Responsible to Pre-Flight, use checklist to start,
Knowledgably about taxi, Proper break checks, crosswind taxi
Understand airport diagram, where you are taxing from to runway
Airport Signs and Marking
Normal and Crosswind takeoffs Abort Takeoff
Fly to the Practice Area
Slow flight, Power off Stall, Power on Stall, steep Turns,
under the hood - demonstrate the 4 Fundamentals of flight
Unusual attitude recovery
Simulate Engine out - 5 steps of recovery - pitch for best glide airspeed, find landing spot, try to restart, simulating calling for help (squawk 7700 mayday), land aircraft
perform turn around a point, S Turns
Find your way back to the airport
Airport traffic pattern altitude
Normal and crosswind landings
Go around
Engine simulate outage
ATC Communications
clearing turns, appropriate Altitude, Techniques, recovery for each maneuvers you ask to perform
Start maneuver above 3,000' Complete maneuver no lower that 1,500'
Ground maneuver, Enter tailwind Altitude 600' and 1'000'
Pre-solo Written Exam
Name: Date:
Airplane Make/Model:
Answer the following questions in the space provided, using the FARs, AIM,
AFD, and POH. If you reference one of these sources for an answer, be sure to
note it for your future reference.
What type of engine does the aircraft have? _____________________
What is the engine horsepower? ________________________________
How many gallons of useful fuel does the aircraft hold? _________
What type of oil should be used in this engine? _______________________
What type of coolant is in the aircraft?__________________________
Please define in your own words and list the speed for each of the following in
1: Take a deep breath. Your examiner is a human too, and they also had to go through a Checkride just like you! You'll find after your Checkride that it wasn't nearly as bad or intimidating as you thought it would be. I promise, very few people were more nervous than I was for my Checkride, so you're not alone in feeling that way. If I can do it, you can too!
2: Don't dig a hole. You may have heard this one before, but if the DPE asks you a question, try not to show off your knowledge by answering more than he/she asked. If you try to show off, they may dig deeper into a part of your knowledge that you may not be as confident in, plus you're just wasting time!
3: Get there early. You should get to your Checkride at least a few hours early to get the room set up with all your books and materials out, and payment ready for the DPE. and to preflight the airplane to make sure it's airworthy. Also, check the weather for the day of the Checkride and COMMUNICATE with your DPE! I made this mistake and it got me in a pickle.
4: Study the ACS. Aviation is one of the only career fields where we know EXACTLY what the test is going to be before we take it. We literally have a document that tells us everything the examiner will/should ask, so why don't we use it more? Use it like a checklist and go through your weak areas to study them. But, adding onto that, not only do we know what the test is going to be, but we ALSO can use any FAA publication we want to! USE THIS! If you don't know the answer to a question, don't guess, LOOK IT UP!
5: Trust your endorsement! As CFI, we have to endorse our students for the check ride they take, and putting our name on that endorsement is a big deal for us as well! We wouldn't endorse you without having full trust in your abilities, so be confident and trust your CFI has done their job.
Private Pilot Certificate Checkride Checklist
This is a checklist to make sure you have everything you need for your Private Pilot Checkride. Make sure to have all the items complete prior to meeting with your examiner.
IACRA Complete (Your CFI should do this 8710 form)
Personal Documents | Money (Prove you are eligible to get private pilot license) ☐ Identification | Photo/Signature ID ☐ Student Pilot Certificate ☐ Current Medical Certificate ☐ Completed IACRA 8710 From ☐ Original Airman Knowledge Test Report | NOT A COPY ☐ Pilot logbook w/ appropriate instructor endorsements &Training Hours when you did cross-country ☐ DPE Designate Pilot Examiner ’s Fee
Equipment Don’t expect the examiner to have some of these items. Come prepared and ready to go! Some examiners let you use digital devices, like ForeFlight. ☐ View Limiting Device (foggles) ☐ Headphones ☐ Kneeboard ☐ Fuel Sump Tester ☐ Current Aeronautical Sectional Charts | Printed or Digital ☐ Flight Computer E6B and Plotter ☐ Flight Plan Form and Flight Logs | Printed or Digital Complete XC ☐ Completed weight and balance chart with envelope plotting, Performance calculations ☐ Chart Supplements, US Current Airport Diagrams, and Appropriate Publications | Printed or Digital ☐ Pencil and Paper ☐ Supplemental Materials | It’s Open Book ☐ PTS Standards ☐ FAR/AIM ☐ POH ☐ Charged iPads and iPhone
Aircraft Documents (Prove your Airplane is airworthy (cfi/) Have these times available to prove your aircraft is airworthy. Take time prior to the test to review all documents and the locations of information you need to provide. ☐ Airworthiness Certificate ☐ Registration Certificate ☐ Operating Limitations ☐ Maintenance Records ☐ Logbook Record of Airworthiness Inspections and AD Compliances ☐ Pilot’s Operating Handbook or Approved Aircraft Flight Manual
Your Checkride Binder (good to have sections) ☐ Application -Photo ID /Airman Knowledge Test ☐ Complete XC Navigation Log (NAV LOG) ☐ Weather - Full flight service weather briefing for route of flight/Nodam ☐ Maintenance - AVIATE ARROW AD etc ☐ Performance calculations -speed/oil/fuel octain ☐ Weight & Balance templates and copy of envelope DP weight within CG limits / below maximum take of weight ☐ Printed out airport taxi diagrams ☐ My lil info sheets about airports ☐ Emergency airport info ☐ Quick reference facts about the piper ☐ AD’s ☐ Charts and Diagrams - Sectional
IAMSAFE Bottle to throttle 8 hours .04% blood alc
I - A- Aircraft M - S - A -Alcohol F - Fatigue E- Eating (water protein, potassium)
Share expense of flight
Weight and Balance Questions Must be within Center of Gravity CG limits / Below maximum take of weight Trade Weight for Fuel Range/Fuel Burn/ Within Normal Category of Weight and Balance Envelope Fuel - Over gross weight Center of Gravity if you move Center of Gravity aft - aircraft become less stable, Flight Characteristics - because there is Less down force on the Tail.... It is the down force on the tail makes the aircraft stable in flight and easer to over control the aircraft, harder to recover from stalls
Weather Printout ☐ winds/temps aloft ☐ prog charts, surface analysis charts, etc. ☐ TAFS and METARs for the day
Blank copies of: ☐ All performance charts ☐ Required for climb and descent ☐ List of alternates and plans ☐ NOTAMs and TFRs
-Maintenance records for Piper
Know Your Airplane (Make Flash Card) V Speeds Vr Rotation Speed 60Knots, Vfe Flap Extension Speed 102Knots, Va Manuaver speed Vx Vy Flash Max Gross weight Empty weight How to Calculate Weight & Balance What type of Engine you have What kind of Airplane you have Your Cessna 172 The Mike or November model? Why type of hydraulic Fluid and color What type of fuel it uses 100LL Low Lead color tinted blue Category (utility, aerobatic, normal) Load Factor Power Settings
ATC Gun Signal Green on Ground Red on Ground
Sectional Chart - Airspace, Charts How cloud bravo different from Charles how cloud clearance different from Charley and Delta Arrival or Departure procedure Obstruction Airport Facility Directory RP* = L* - Part time lighting Things along route TFRs etc
Flight Plan Navigating - Radio Waves, GPS, VOR Pilotage Power Settings Fuel Burn - 75% Power, Lean, RPM Time to Destination Forecast - What the winds/Temps will be doing?
VFRClearance
Oral Exam
Flash Card Draw Aircraft systems - Fuel/Electrical/Hydraulic/Vacuum Airspace - Class A, B, C, D, E, G Weather - ATIS, METAR, Sectional Chart
Flight Chair flying - review all maneuvers/emergencies Radio Communication phrases Plan Flight Diversion Fly under the hood Stress/Anxiety - eat banana (potassium) /Chew Gum
LIST OF THINGS I BROUGHT TO THE CHECKRIDE:
-DPE fee -Current sectionals -Completed weight and balance chart with envelope plotting -The foggles -Totaled and signed logbook -Knowledge test paper report -Medical certificate -Student pilot certificate -Photo ID -IACRA 8710 form -POH -FARAIM -AROW -Kneeboard -Headphones -Chart Supplement US (Current) -Charged iPads and iPhone -E6b -Plotter/ruler -Maintenance records for Piper
IACRA Complete (Your CFI should do this 8710 form)
LogBook (Pilot) - Flights, instructions, Takeoff/Landing/Endorsements - Requirements Met (Experience met - For day, night, hood time, cross country, solo time, - All Endorsements (From Instructor solo, knowledge test, TSA Security Endorsement - Hours Add up Correctly (Add up solo time/PIC time)
Private Pilot Endorsements See AC 61-65E
Before Training Citizenship eligibility Endorsement
Solo Pre-Solo Aeronautical knowledge test corrected Student pilot certificate make/model Flight training proficiency in logbook for make/model Additional 90 day solo endorsement (if 3 above is not current)
Cross-Country Student pilot certificate for category Logbook cross-country training make/model Individual cross-country flight review Possible extra endorsements One time for take-offs/landings less than 25 nautical miles Repeated solo cross-country within 50 nautical miles Solo at night (within previous 90 days) Solo in Class B Solo to, from, or at an airport in Class B airspace Practical Test FAA written test endorsement Prepared for practical test including deficient FAA written subjects
NOTES: Complete the TSA Security Awareness Training online course and print/sign/keep the certificate of completion. Flight Training as defined by:Part 61 says, “training other than ground training by an authorized instructor”
49 CFR Part 1552: “instruction received from a flight school in an aircraft or aircraft simulator. Flight training does not include recurrent training, ground training, a demonstration flight for marketing purposes, or any military training provided by the Department of Defense, the U.S. Coast Guard, or an entity under contract with the Department of Defense or U.S. Coast Guard.”
Oxygen Requirements: if you're flying at 12,500 and above for more than 30 mins, required crew must be on oxygen. 14,000' above require crew must be on oxygen, 15,000' must be on oxygen, offer to passengers.
Hypoxia - Lack of Oxygen to vital organs
LOGBOOK (Aircraft) Required Inspections - AVIATES
Annual inspection - 12 calendar months, Inspection Authorized Mechanic (!A) Annual qualify as 100 hr inspection VOR - 30 Days check 100 Hours Inspection AD's compliant (all airworthness directive MUST be complied with Transponder 24 months ELT - 12 Calander mont, 1/2 battery, 1 hr cumulative Static-Alt Placards & Markings
The regulations require that all maintenance be appropriately documented in the aircraft’s logbooks. This applies to owner maintenance as well. Any time you perform maintenance, you must log the following:
- The type of inspection and a brief description of the extent of the inspection; - The date of the inspection and aircraft total time in service; - The signature, the certificate number, and kind of certificate held by the person approving or disapproving for return to service the aircraft, airframe, aircraft engine, propeller, appliance, component part, or portions thereof.
A typical oil change entry would be entered in the engine logbook as follows:
8/23/15 3025TT Airframe, 1222 SMOH Engine Drained oil and replaced with 7qts. 20W50 Oil. Replaced 48110 oil filter and safety wire. Collected oil sample for analysis. Engine test-run and no leaks noted. Jeffrey Simon Owner, pilot license #11223333
A Airworthiness Certificate FAR 91.203 - Valid as long as aircraft is maintained and an airworthy State - Must be visible to crew & passenger
R Registration FAR 91.203 - Registration to the Owner - Pink Copy: 90 Days Authorization for operation in US Only
R Radio License - Issued by the FCC
- Required if you are flying international
O Operating Handbook FAR 91.9 Packard
W Weight and Balance Basic Empty Weight - Basic Empty Weight FAR Part 23 FAR 91.103
1. 2 years (24 Calendar months) Bi-Annual Fly Review 2. Currency - 61.57 - 3 take off and landing in the past 90 day, Night Full stop with 6 month 6 months without flying 3. 14CFR1.1 Night Time: Civil twilight 1 hr after sunset, 1 hr before sunrise eg sunset 5PM - Civil Twilight 5:26 - 1 hr after sunset 6PM 4. Proficiency/Currency 5. If Winds 10 gusting 15 -
6. What kinds document you need to fly ARROW License Identification Photo ID Medical Certificate
ARROW Airworthiness certificate Registration (temporary is pink) (every 3 years on actual certificate valid -Notify of AD) Radio license (international flights) Operation handbook Weight & balance
AVIATES - What is needed to Fly VFR Annual (12 months) IA sign off VOR Check (30 Days) 100 Hour or Progressive inspection (required if aircraft is used for hire or flight instruction for hire—91.409(b)) - Ferry Permit from FISO if 100 hr expire and take aircraft for 100hr inspection AMP sign off Altimeter (24months 91.411) and Airworthiness Directives (every 2 weeks published) Working with Machinic, look in log book Transponder (24 months 91.413) ELT (12 months - Battery replace 50% of life in use, more 1 hour ) 121.5 to listen of ELT, Maintenance logs Static inspection (24 months) Owner POC - Maintenance Log
It's a METAR Date & Time 26th 1853Zulu Winds 150deg at 04KTs Visibility 10SM Cloud CLR Clear Temperature /Due point temp -24deg duepoint-27deg M24/M27 Altimeter 29.33 Remarks RMK Automated A02 SLP932 T12391272 Sensor A02 Type of Sensor at station can distinguish between rain & snow. A01 cannot Sea Level Pressure SLP932 Temperature due point spread -23.9 and -27.2 T12391272 * When temp and due point equal - have fog/Cloud - Poor visibility
TAF (Terminal Area Forecast 5 statue miles from airport) No Temps on TAF PANC261720Z 2618/2724 36006KT p6SM SKC FM270400 35012KT P6SM FWW100 SCT200 FRM271900 36007KT P6SM VSCH BKN060
2618/2724 - 26th 1800Zulu to 27th 2400Zulu (about 30hrs for good weather) Winds North at 6knots Visibility 6SM SKC Sky Clear
FM270400 35012KT P6SM FEW100 SCT200 From 27th at 0400Zulu Winds 350degs at 12knots 35012KT Visibility 6statue miles P6SM Clouds FEW100 Few 10,000' and Scattered 20000 SCT200
FM271900 36007KT P6SM VSCH BKN060 From 27th at 1900Z Winds 360deg at 7knots 36007KT Visibility 6statue mile Shower in vicinity VSCH Clouds broken at 6000' BKN060
FM270200 14013G20KT P6SM -RA SCT015 OVC025 WS020/15040KT on 27th 0200Zulu Winds 140deg at 13Knots gusting 20Knots visibility 6statu miles Rain Shower Cloud Scattered 1500' Overcast 2500' WS02000 - Wind shift at 2000' Winds 150 at 40Knots Turbulent air expect
- Side Slip - Hold airplane position over center line when making a crosswind landing (left aileron, Right Rudder) for left crosswind
- Forward Slip - crab attitude, Use to lose altitude, increase visibility of runway - Wind 30def from left @17knots, Longitude axis is at an angle of runway, nose into wind, power at idle (Right aileron, Left rudder)
What version of slow flight do you like to see * PTS - Stall warning horn * ACS - NO stall warning horn 3 ways in your real world day how you prevent runway incursion? - Write down & read back - Taxi Diagram - Zoom in
Think out loud 5 Examiner - Checkride Question ------------------------------- 1. An AFT CG=? Is it faster or slower Cruise Speed? More stable or Less Stable Aircraft? AN AFT CG ALLOWS FOR FASTER CRUISE BUT FRAR LESS STABLE AIRCRAFT (Less Tail Down Force) AFT (move back CG, Less effective)
2. Give me 2 Reason why A pilot MUST file a Flight Plan? - Crossing over an ADIZ (International Flying) - When Weather condition requires it (IFR)
3. You're flying and a Circuit breaker Pops, How many time can you rest it & How long should you wait before you reset it? Once & Wait one minute If it not your primary flight instrument you can live without you eg NAV radio 1
4. You're on Takeoff passing through, 1,000FT and Approaching a Few birds. What should you do? If able get above them. Know that Birds have a tendency to dive when frightened
5. What is the First Instrument you look at when recovering from Spatial Disorientation ANSWER: AIRSPEED Indicator - Airspeed Indicator (too slow stall, too fast stress bring power back) NOT the Attitude Indicator (reliable up to 59 deg, 60deg and beyond it will tumble and no longer accurate)
Many saw it as requiring three different instrument approaches, each of them using a completely different navigation system. An “instrument landing system localizer” is a single “kind of navigation system.” So, flying the full DME arc to track the localizer back course on the final approach course with step-down altitudes to the 600-foot AGL MDA on the LOC BC RWY 17 at College Station, Texas, is arguably the same as receiving vectors to intercept the final approach course and glideslope for the precision ILS RWY 35 at Sugar Land to its 200 and ¾ decision height because they are both localizer-based. Since they do not use different kinds of navigation systems, they cannot be used as two of the three approaches to satisfy the cross-country requirement.
As previously mentioned, the 2012 
regulation requires “three different kinds of 
