# Recheck Required - [[Jacob Flake Instrument End of Course Oral#Alternate Planning|Alternate Planning]] - [[Jacob Flake Instrument End of Course Oral#Cross-Country Flight Planning|Cross Country Flight Planning]] - [[Jacob Flake Instrument End of Course Oral#Approach Procedures|Approach Procedures]] - [[Jacob Flake Instrument End of Course Oral#Weather Information|Weather Information]] # Pilot Qualifications ## Certification Requirements / Recency of Experience / Recordkeeping - [ ] review [FAR 61.65(d)](https://www.ecfr.gov/current/title-14/part-61/subpart-B#p-61.65(d)) - [ ] review [[files/redbird/Redbird LOA.pdf|Redbird LOA]] ## Privileges and Limitations - remember that the changes in rules for instrument rated commercial pilots do not apply to you because you do not have your commercial certificate (yet) ## BasicMed - good job ## Proficiency vs Currency - good job ## Personal Minimums - good job ## Unfamiliar Aircraft / Fitness for Flight - good job # Cross-Country Flight Planning - ==**always know the minimum amount of fuel required**== - ==**always plan an alternate**== - planning for "alternatives available if the planned flight cannot be completed" is always required [FAR 91.103(a)](https://www.ecfr.gov/current/title-14/part-91/section-91.103#p-91.103(a)) - make sure to complete fuel planning to verify foreflight numbers - always know what the minimum legal fuel requirement is for the flight (this would include flight to your alternate pre-planned plus minimum extra fuel) - doing a navlog on foreflight is acceptable, but you have to have a good understanding of how foreflight calculates the numbers, specifically with relation to fuel - this is where doing it by had can be more useful as - KORL -> KAGS does ==**not have**== preferred routes available ## Route Planning - make sure you can show that there are not preferred routes available for the flight (there is a good chance on your checkride you are given a scenario which has a preferred route available) - ==**stated that we do not have any preferred routes out of orlando executive**== - always include an initial approach fix into you flight plan ## Departure Procedures - be more comfortable talking about minimum climb gradient / standard departure procedure minimums - standard would assume crossing the departure end at at least 35 feet AGL, turning at 400 feet AGL, and minimum climb gradient of 200 ft/nm - [ ] review [RNAV Specifications](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap1_section_2.html) - **[RNAV](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-r.html#$RNAV) 1.** Typically [RNAV](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-r.html#$RNAV) 1 is used for [DP](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-d.html#$DP)s and [STAR](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-s.html#$STAR)s and appears on the charts. Aircraft must maintain a total system error of not more than 1 NM for 95 percent of the total flight time. - **[RNAV](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-r.html#$RNAV) 2.** Typically [RNAV](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-r.html#$RNAV) 2 is used for en route operations unless otherwise specified. T-routes and Q-routes are examples of this Nav Spec. Aircraft must maintain a total system error of not more than 2 NM for 95 percent of the total flight time. - **[RNAV](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-r.html#$RNAV) 10.** Typically [RNAV](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-r.html#$RNAV) 10 is used in oceanic operations. See paragraph [4-7-1](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap4_section_7.html#lVn6K1268sher) for specifics and explanation of the relationship between RNP 10 and [RNAV](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-r.html#$RNAV) 10 terminology. ## Alternate Planning - used KCRG as alternate airport - alternate requirements - ==**don't use the foreflight daily for alternate planning**== - plan a specific approach at your alternate airport!! good chance that you are going to have to talk about it! - ==**you want to have already gone through the alternate planning requirements (especially picking an airport / approach with nonstandard alternate requirements)**== - ==**NON-STANDARD ALTERNATE MINIMUMS ARE FOR PLANNING PURPOSES ONLY YOU DO NOT HAVE TO COMPLY WITH THE NON-STANDARD MINIMUMS IN FLIGHT YOU ONLY HAVE TO COMPLY WITH THE MINIMUMS THAT ARE PRESCRIBED ON THE APPROACH PLATE**== ## Approach Procedures - [ ] review [AIM 1-2-3: GPS substitution](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap1_section_2.html) - maltese cross indicates FAF for non-precision approach procedure (this does not have to be colocated with FAF for precision approach) - TAA is terminal arrival area (not TSA) - if you are cleared for the approach you can descend to the TAA altitude - the purpose of the TAA is to reduce ATC workload and not clog up the radios $\rightarrow$ important to understand because you will be responsible for your own descent > [!info] Terminal Arrival Area (AIM) > The TAA provides a transition from the en route structure to the terminal environment with little required pilot/air traffic control interface for aircraft equipped with Area Navigation ([RNAV](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-r.html#$RNAV)) systems. A TAA provides minimum altitudes with standard obstacle clearance when operating within the TAA boundaries. TAAs are primarily used on [RNAV](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-r.html#$RNAV) approaches but may be used on an [ILS](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-i.html#$ILS) approach when [RNAV](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-r.html#$RNAV) is the sole means for navigation to the [IF](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-i.html#$IF); however, they are not normally used in areas of heavy concentration of air traffic. > > The basic design of the [RNAV](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-r.html#$RNAV) procedure underlying the TAA is normally the “T” design (also called the “Basic T”). The “T” design incorporates two [IAF](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-i.html#$IAF)s plus a dual purpose [IF](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-i.html#$IF)/[IAF](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-i.html#$IAF) that functions as both an intermediate fix and an initial approach fix. The T configuration continues from the [IF](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-i.html#$IF)/[IAF](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-i.html#$IAF) to the final approach fix ([FAF](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-f.html#$FAF)) and then to the missed approach point ([MAP](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-m.html#$MAP)). The two base leg [IAF](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-i.html#$IAF)s are typically aligned in a straight-line perpendicular to the intermediate course connecting at the [IF](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-i.html#$IF)/[IAF](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-i.html#$IAF). A Hold-in-Lieu-of Procedure Turn (HILPT) is anchored at the [IF](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-i.html#$IF)/[IAF](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-i.html#$IAF) and depicted on U.S. Government publications using the “hold-in-lieu -of-[PT](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-p.html#$PT)” holding pattern symbol. When the HILPT is necessary for course alignment and/or descent, the dual purpose [IF](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-i.html#$IF)/[IAF](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-i.html#$IAF) serves as an [IAF](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-i.html#$IAF) during the entry into the pattern. Following entry into the HILPT pattern and when flying a route or sector labeled “No[PT](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-p.html#$PT)," the dual-purpose fix serves as an [IF](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-i.html#$IF), marking the beginning of the Intermediate Segment. See [FIG 5-4-2](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap5_section_4.html#Jk8sv262atcp) and [FIG 5-4-3](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap5_section_4.html#zk8sv8catcp) for the Basic “T” TAA configuration. - review what is meant by "RNP APCH" ## Chart Symbology - review how to read minimum crossing altitudes - unable to determine minimum crossing altitude at "HILLE" # Weather Information - TAF forecast area is 5sm - you cannot use the MCO taf for ORL - do not use the ForeFlight daily forecast for alternate planning requirements (use the ceiling and visibility tool from aviationweather.gov or TAF (if available)) ## AIRMETs - stated IFR airmet was Tango - the reasoning for why you want to know S / T / Z airmet types is if ATC announces that there is an active airmet somewhere near you or along your route - [ ] review [AIM 7-1-6](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap7_section_1.html#$paragraph7-1-6) - airmets are released every 6 hours starting at 0245z - stated mountain obscuration airmet on the clouds forecast was mountain obstacle airmet - stated it was a Tango airmet for mountain wave turbulence ## SIGMETs - stated that convective SIGMETs are valid for 6 and non-convective are valid for 4 hours - from AIM 7-1-6: "Are unscheduled products that are valid for 4 hours; except [SIGMET](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-s.html#$SIGMET)s associated with tropical cyclones and volcanic ash clouds are valid for 6 hours. Unscheduled updates and corrections are issued as necessary." ## Convective SIGMETs - valid for "up to 2 hours" - [ ] review [AIM 7-1-6](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap7_section_1.html#$paragraph7-1-6) ## Surface Analysis Chart - stated dashed line was trough and said it was "basically a dry line" - stated stationary front was an occluded front - stated frontolysis was frontogenesis - also stated that it was a combination of a trough and a cold front ## Weather Theory - asked about the dangers between a cold and a warm front - stated cold front - mainly due to gusts and turbulence at lower altitudes - stated thunderstorms could form because of temperature inversions - ==**remember that (generally speaking) warm fronts can pose more danger to instrument pilots as they can lead to widespread IFR (or low IFR) conditions, as well as the potential for embedded thunderstorms**== - the thunderstorms often associated with cold fronts can generally more easily be identified visibly > [!info] Atmospheric Stability (Aviation Weather Handbook) > Atmospheric stability is the property of the ambient air that either enhances or suppresses vertical motion of air parcels and determines which type of clouds and precipitation a pilot will encounter. > > Absolute stability (see Figure 13-1) is the state of a column of air in the atmosphere when its lapse rate of temperature is less than the moist adiabatic lapse rate. This includes both isothermal and inversion temperature profiles. An air parcel lifted upward would be colder (denser) than the surrounding environmental air and would tend to sink back to its level of origin > > ![[Screenshot 2025-05-05 at 10.34.00 AM.png]] - METAR - *KSTL 111151Z 00000KT 8SM -TSRA FEW065 SCT080CB OVC100 13/09 A2985 RMK AO2 LTG DSNT S AND SW TSB40 SLP103 OCNL LTGICCA S-SW TS S-SW MOV E P0001 60001 70001 T01330089 10139 20106 53018* - stated DSNT was "during descent" - [ ] [[Fog Types#Advection Fog|Advection Fog]] ### Thunderstorms - embedded thunderstorms are not "more intense thunderstorms" - ==**embedded thunderstorms are thunderstorms which are obscurred visually, meaning that they are much more difficult to adequately avoid because you cannot see them**== - this is why they can be so dangerous. if you are in visual conditions you can easily identify thunderstorms, but if you are in IMC you cannot see the danger other then utilizing on board radar (which we *do not have*) - in florida, converging sea breezes can often cause thunderstorms due to the meeting of those breezes forces air upwards # NOTAMs - [ ] make sure to save the NOTAM contractions sheet [NOTAM Contractions](https://www.notams.faa.gov/downloads/contractions.pdf) # Systems ## Icing - the reason that we do not use flaps during an approach with icing as a concern is because it could cause an elevator stall - during tail stall you pull back on the elevator because that will reduce the angle of attack of the elevator - [ ] review [[Icing]] # Flight Instrument and Navigation Equipment ## Pitot Static Instruments - stated that the airspeed indicator would not be affected by static port being blocked - ==**standby airspeed indicator**== - stated that it works by gears and linkages - [ ] review [Bold Method: Airspeed Indicator](https://www.boldmethod.com/learn-to-fly/aircraft-systems/how-does-an-airspeed-indicator-work/) ## Gyroscopic Instruments - good job - remember that pendulous veins are there to maintain upright orientation of the attitude indicator not to spin it ## Magnetic Compass - good job ## VORs - good job ## GPS - RAIM is receiver autonomous integrity monitoring - RAIM *does not* improve GPS accuracy $\rightarrow$ it notices faults (and can exclude faulty signals) - WAAS is wide area augmentation system ## RNAV - does not stand for "radio navigation", but "area navigation" - review when GPS substitution is allowable ([AIM 1-2-3](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap1_section_2.html)) - "_Pilots may not substitute for the NAVAID (for example, a VOR or [NDB](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-n.html#$NDB)) providing lateral guidance for the final approach segment. This restriction does not refer to instrument approach procedures with “or [GPS](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-g.html#$GPS)” in the title when using [GPS](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-g.html#$GPS) or [WAAS](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-w.html#$WAAS). These allowances do not apply to procedures that are identified as not authorized (NA) without exception by a [NOTAM](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-n.html#$NOTAM), as other conditions may still exist and result in a procedure not being available. For example, these allowances do not apply to a procedure associated with an expired or unsatisfactory flight inspection, or is based upon a recently decommissioned NAVAID._"