# Recheck Required (Flight) - recommend an autopilot coupled non-precision approach for recheck with hold in lieu of procedure turn - [ ] non-precision approach (proceeded direct on published portion) - [ ] autopilot coupled approach - [ ] approach preparation (getting weather) - [ ] takeoff with full forward trim # To Review - [ ] [Bold Method: Can You Depart IFR From An Airport With No SID And No ODP?](https://www.boldmethod.com/learn-to-fly/navigation/diverse-departure-assessment-no-sid-no-odp/) - [ ] [Bold Method: How Thunderstorms Form](https://www.boldmethod.com/learn-to-fly/weather/how-thunderstorms-form-instability-lapse-rate/) - [ ] save [METAR Decode Key](https://www.weather.gov/media/wrh/mesowest/metar_decode_key.pdf) to foreflight - [ ] [Bold Method: Magnetic Compass Errors](https://www.boldmethod.com/blog/learn-to-fly/aircraft-systems/how-your-magnetic-compass-works/) - [ ] review Terminal Arrival Area vs MSA - [ ] Airworthiness requirements - we do not have a MEL - review utilizing the KOEL / CEL - requirements to fly with inoperative equipment - make sure that you practice with the MX logs for the plane you are in on the check ride - you can look for ELT inspection generally with the annual inspection as this is required every 12 months # Oral ## Pilot Qualifications - satisfactory - good job ## Weather Information - the tendency for a cold front to produce thunderstorms would have to do with the atmospheric stability of the air mass it is overtaking - *==stated that temperature inversion required for a thunderstorm to form==* - thinking about requirements for a thunderstorm to form: 1. lifting action 2. moisture 3. *==unstable lapse rate==* > [!info] Temperature Inversion (PHAK) > As air rises and expands in the atmosphere, the temperature decreases. There is an atmospheric anomaly that can occur; however, that changes this typical pattern of atmospheric behavior. When the temperature of the air rises with altitude, a temperature inversion exists. Inversion layers are commonly shallow layers of smooth, stable air close to the ground. The temperature of the air increases with altitude to a certain point, which is the top of the inversion. The air at the top of the layer acts as a lid, keeping weather and pollutants trapped below. If the relative humidity of the air is high, it can contribute to the formation of clouds, fog, haze, or smoke resulting in diminished visibility in the inversion layer. > > Surface-based temperature inversions occur on clear, cool nights when the air close to the ground is cooled by the lowering temperature of the ground. The air within a few hundred feet of the surface becomes cooler than the air above it. Frontal inversions occur when warm air spreads over a layer of cooler air, or cooler air is forced under a layer of warmer air. > [!info] Atmospheric Stability (PHAK) > The stability of the atmosphere depends on its ability to resist vertical motion. A stable atmosphere makes vertical movement difficult, and small vertical disturbances dampen out and disappear. In an unstable atmosphere, small vertical air movements tend to become larger, resulting in turbulent airflow and convective activity. Instability can lead to significant turbulence, extensive vertical clouds, and severe weather. > > Rising air expands and cools due to the decrease in air pressure as altitude increases. The opposite is true of descending air; as atmospheric pressure increases, the temperature of descending air increases as it is compressed. Adiabatic heating and adiabatic cooling are terms used to describe this temperature change. > > The adiabatic process takes place in all upward and downward moving air. When air rises into an area of lower pressure, it expands to a larger volume. As the molecules of air expand, the temperature of the air lowers. As a result, when a parcel of air rises, pressure decreases, volume increases, and temperature decreases. When air descends, the opposite is true. The rate at which temperature decreases with an increase in altitude is referred to as its lapse rate. As air ascends through the atmosphere, the average rate of temperature change is 2 °C (3.5 °F) per 1,000 feet. > > Since water vapor is lighter than air, moisture decreases air density, causing it to rise. Conversely, as moisture decreases, air becomes denser and tends to sink. Since moist air cools at a slower rate, it is generally less stable than dry air since the moist air must rise higher before its temperature cools to that of the surrounding air. The dry adiabatic lapse rate (unsaturated air) is 3 °C (5.4 °F) per 1,000 feet. The moist adiabatic lapse rate varies from 1.1 °C to 2.8 °C (2 °F to 5 °F) per 1,000 feet. > > The combination of moisture and temperature determine the stability of the air and the resulting weather. Cool, dry air is very stable and resists vertical movement, which leads to good and generally clear weather. The greatest instability occurs when the air is moist and warm, as it is in the tropical regions in the summer. Typically, thunderstorms appear on a daily basis in these regions due to the instability of the surrounding air. > [!info] Thunderstorm Formation (PHAK) > For a thunderstorm to form, the air must have sufficient water vapor, an unstable lapse rate, and an initial lifting action to start the storm process. Some storms occur at random in unstable air, last for only an hour or two, and produce only moderate wind gusts and rainfall. These are known as air mass thunderstorms and are generally a result of surface heating. Steady-state thunderstorms are associated with weather systems. Fronts, converging winds, and troughs aloft force upward motion spawning these storms that often form into squall lines. In the mature stage, updrafts become stronger and last much longer than in air mass storms, hence the name steady state. - [ ] save a METAR decode key in your foreflight drive to aid in looking up unknown symbols quickly - the two categories of pireps are UA and UUA, routine and urgent - stated that the main ones are icing and precipitation - icing - satisfactory - I would not say that you can always get icing in a thunderstorm - [ ] review [[Known Icing Conditions.pdf]] ## Cross-Country Flight Planning - good job showing that alternate meets requirements and talking about different airport where you were not able to plan to because it was not authorized - I would always cross check ForeFlight calculations (performance / fuel burn) with the POH so that you can show it is accurate - if you don't do this you should be able to explain the performance profile - navigational facilities - satisfactory - preferred routes - satisfactory - primary and alternate airports - enroute charts - MOCA would guarantee Navaid reception within 22nm - make sure that you know the names of each altitude (OROCA / MOCA / MEA) - stated MTR was VFR route - chart supplement - satisfactory - NOTAMs - satisfactory - time / climb / descent / course / distance / heading / true airspeed / groundspeed - you should verify these values with your own calculations if you would like to use a ForeFlight Navlog - alternate planning - good job ### Instrument Procedures (TPP) - KGSP ILS RWY 22 - satisfactory - star on plate would indicate part time ## Aircraft Systems Related to Instrument Flight Rules (IFR) Operations - satisfactory ## Aircraft Flight Instruments and Navigation Equipment ### Pitot Static Instruments - satisfactory ### Gyroscopic / Vacuum instrument system - satisfactory - the pendulous veins are not just for leveling if you go outside of the bank / pitch limit ### PFD - satisfactory ### Magnetic Compass - acceleration / deceleration errors are on a easterly or westerly heading, not heading north or south - otherwise satisfactory ### RNAV / GPS / WAAS / RAIM - satisfactory ### VOR / DME - satisfactory ## Instrument Flight Deck Check ### Purpose and how to detect errors - satisfactory ### IFR Airworthiness, aircraft inspection requirements and required equipment - I would review this ### Flying with Inoperative Equipment - review this --- # Flight Portion - utilize new checklist (available in google drive) - **==took off with trim in full forward position, commented about the challenge of having to pull back on elevator==** - **==be very clear with flight deck check==** ## Intercepting and Tracking - satisfactory - intercepted 310 radial from ORL VORTAC ## Recovery From Unusual Flight Attitudes - satisfactory ## X04 RNAV B (partial panel) - stated would expect to join approach at JAXIN, but then loaded vectors when loading approach - ==**did not get weather for approach**== - delayed setting MDA cruise power setting when leveling off causing loss of airspeed - **==did not report going partial panel (this is a required report (and should declare emergency))==** - use normal bank angles for VFR when circling (there is no need for standard rate turns) ## X04 RNAV A (autopilot coupled) (unsatisfactory) - attempted to self-vector at KLEE but was not able to, so did another approach at X04 - instructed to hold at MODIN as published, used OBS (remember you do not have to do this because the hold is already loaded into the FMS) - selected parallel entry for hold (correct), but used less than 45 degree intercept angle - simulated loss of communications during holding procedure - when proceeding inbound on the approach, used heading mode and flew parallel to approach course - **==engaged autopilot in heading mode with heading bug 180 degrees off (held flight controls)==** - in this case you should immediately disconnect autopilot and reprogram - ==**proceeded direct to JUZTIN before crossing MODIN (unsatisfactory)**== - you cannot use direct function to follow approach course as you are not on a published portion of the approach, you can either remove the holding pattern manually or activate leg between MODIN and JUZTIN - conflated autopilot with FMS (review) -> this is not due to nav mode being enabled or not, always keep in mind that the autopilot does not change anything on the FMS ## KORL ILS 7 - demonstrated removing holding pattern or activating leg from ESRAQ to DNMOR