# 3/24/2025 ## Weather - [ ] review [AIM 7-1-7: categorical outlooks](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap7_section_1.html#$paragraph7-1-7) 1. **LIFR (Low IFR).** Ceiling less than 500 feet and/or visibility less than 1 mile. 2. **IFR.** Ceiling 500 to less than 1,000 feet and/or visibility 1 to less than 3 miles. 3. **MVFR (Marginal VFR).** Ceiling 1,000 to 3,000 feet and/or visibility 3 to 5 miles inclusive. 4. **VFR.** Ceiling greater than 3,000 feet and visibility greater than 5 miles; includes sky clear. - [ ] review center weather advisories - these are intended to be relevant especially to pilots in flight to warn them of adverse conditions which can then be reported on another report (AIRMET / SIGMET / ETC) - [ ] review [NOTAM Types](https://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/systemops/fs/alaskan/alaska/fai/notam/ntm_overview) ## Systems - [ ] review ![[Electrical System]] # 3/17/2025 - required inspections - annual - ==**A&P IA has to do the annual inspection**== - VOR inspection - 100 hour - altimeter / pitot static - transponder - ELT - 1 hour of usage - 50% of batteries useful life - ==**12 months**== --- # 3/11/2025 - registration becomes invalid - 30FTDUC - 30 - Thirty Days After Death - F - Foreign Registry (change to another country for aircraft registration) - T - Transfer of Ownership (If you sell your airplane) - D - Destroyed (If the aircraft is destroyed) - U - United States citizenship revoked - C - Cancelled - required inspections - ELT - 12 months - 50% of useful life - ==**1 hour of cumulative use**== - review weather product release times # 2/17/2025 ## Steep Turns - altitude and headings good - added about 100 RPM more than required which caused us to gain about 15-20 knots throughout the maneuver ## Power off Stall - good job ## Power on Stall - # 2/10/2025 - review [BasicMed Requirements](https://www.faa.gov/licenses_certificates/airmen_certification/basic_med) - review NTSB 830 requirements # 1/21/2025 - review ![[Hyperventilation]] - # 12/9/2024 - reviewed planned navlog - [ ] review IM SAFE checklist - [ ] review PAVE checklist - [ ] review 5 P's # 12/7/2024 - study for the progress recheck!!! specifically- - special use airspace - ADSB requirements - required preflight action - [ ] make navlog to airport more than 100 nm away and we will fly the start of it with a diversion - you have free time now not being in school so lets try to finish up your private!! # 11/30/2024 - Flight practicing diversions in the airplane and other maneuvers - [ ] review [AOPA Flight Following](https://www.aopa.org/news-and-media/all-news/2023/august/flight-training-magazine/technique-flight-following) ## Diversion - great job - work on explaining and talking through what you are doing just to make sure that it is clear to the evaluator - good job maintaining altitude and heading ## Steep Turns - great job ## Slow Flight - great job --- # 11/25/2024 - [[Ahmed Phase 7 Progress Check Notes]] --- # 11/2/2024 - reviewed weather notes from last ground session - good job - reviewed airspace - good job - don't forget that you can look up things on the VFR chart legend when necessary if you see a symbol you are not familiar with - international flight - radio station license - radio operators permit - be on a DVFR flight plan # 10/30/2024 ## Airspace - [ ] review [My Airspace Notes](https://onedrive.live.com/view.aspx?resid=F78EC3D6477548D9!36057&authkey=!AHDqXvF7ECgv8TY) ## Thunderstorms ### Thunderstorm Formation 2. Moisture 3. Unstable lapse rate 4. Lifting Action ### Thunderstorm Stages 5. Cumulus 6. Mature 7. Dissipating ## Atmospheric Stability - [ ] review [[Atmospheric Stability]] - remember that we are talking about the atmosphere's *==RESISTANCE TO VERTICAL MOTION==* - this happens when the lapse rate is higher than standard ## Weather Briefings - [ ] review [Weather Briefing Form](http://inetefb.com/Forms/wxbrief.pdf) ## AIRMETs - [ ] review [AIRMET Types](https://www.weather.gov/source/zhu/ZHU_Training_Page/Weather_Keys/AIRMETs/AIRMET.htm) ## SIGMETs / Convective SIGMETs - [ ] review [SIGMET / Convective SIGMET / AIRMET (8MA)](https://fly8ma.com/topic/airmets-and-sigmets/) ## Standard Atmospheric Conditions - remember that the pressure decreases by approximately 1 inch of mercury per 1000 feet ## Fog - [ ] review [Bold Method: Fog Types](https://www.boldmethod.com/blog/lists/2024/06/these-six-types-of-fog/) ## Icing ### Requirements for Ice Formation 8. Visible Moisture 9. Temperature at or below freezing ### Risks of Icing 10. reduced lift (changes shape of wing) 11. increased drag (from changing shape of airframe and changing shape of wing) 12. increased weight (weight of all the water) 13. decreased thrust (from ice build up on the propeller) <div class="iframe-container"><iframe width="560" height="315" src="https://www.youtube.com/embed/7rryvSQhK7k?si=juypghRG37G-AnMk" title="YouTube video player" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen></iframe></div> <div class='iframe-container'><iframe width="560" height="315" src="https://www.youtube.com/embed/0JkLR_xgayM?si=23tPe4sVJ7YvnS4A" title="YouTube video player" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen></iframe></div> --- # 10/28/2024 - preparation for phase 7 progress check ## Weather Briefings - can get standard, outlook, or abbreviated briefing from 1800WXBRIEF - [ ] review [[Surface Analysis Chart]] - [ ] review [[OneNote Weather Notes]] ## Performance - [ ] review [[Cross Country Flight Planning Checklist]] ## Airspace - [ ] review [Bold Method Special Use Airspace](https://www.boldmethod.com/blog/lists/2018/03/dont-fly-into-these-12-areas-without-permission/) - [ ] review [AIM Special Use Airspace](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap3_section_4.html) --- # 10/16/2024 - long dual cross country - KORL KOBE KGIF KORL - remember to think about not just whether or not you can climb above obstacles but whether or not you can do that while maintaining clearance from airspace - good job navigating to each checkpoint - remember that when you can see your point and you can tell that your calculated heading will not take you straight to the point, you can always adjust your heading to fly straight to it - wind forecasts are often incorrect meaning that you will have to make adjustments throughout the flight - don't forget about checklists!!! - all of them!! - descent and approach briefing especially # 9/18/2024 - practiced diversion to KNEW from Lake Salvador - always *aviate, navigate, communicate* - if it takes you longer to get done with the checklist that is fine as long as you keep the airplane under control and fly properly - you can always circle in your position if you need more time to complete the checklist - don't forget about descent and before landing checklist - # 9/14/2024 - unable to complete flight to ocala due to low cloud layers along route - reviewed diversion procedures and lost procedures - [ ] continue to review diversion and lost procedures at home so that you feel confortable with it - [ ] read and review the weather chapter in the PHAK so that you feel more comfortable with making weather decisions # 9/11/2024 - simulated cross country flight to Ocala in the ground trainer - don't forget about checklists!! - continue to study the local terrain and airspace so that you feel comfortable departing from here without using GPS - make sure that your TOD checkpoint is a real checkpoint so that you can identify it properly in the air - you noticed how difficult it is to identify a checkpoint when you are flying right on top of it, so you can make yourself a gate that will allow you to fly in between two points # 9/9/2024 - scenario 1: going cross country ground - good job - continue to practice with making different nav logs so that you get more comfortable with it --- # 8/28/2024 - remember the rule for estimating aiming point to touchdown point distance on short field landing - $5 \times$ groundspeed on final approach - if our final approach airspeed is 61 knots and there is an approximate 10 knot headwind on the runway you could calculate $5 \times (61 - 10) = 5 \times 51 = 255$ - you can use the centerline markers to determine the distance that you are trying to measure - the beginning of one centerline marker to the beginning of the next is $200$ feet # 8/21/2024 - endorsed logbook for solo flight - limitations: 7 knot crosswind component, 10 miles visibility, 3,000 foot ceiling - introduced cross country flight planning - [ ] finish through phase 7 of the cessna ground school before we meet on satuday so that if the weather is bad we can begin going through those items # 8/19/2024 - good job on pre-solo progress check!!!! # 8/17/2024 - practiced short and soft field landing techniques in ground trainer - good job with both procedures - great decisions to go around - remember to pick a decision point on a soft field where you will go around if not on the ground yet # 8/14/2024 - landing practice in preparation for progress check - pay close attention to heading and ground track when extending the downwind # 8/13/2024 - don't forget passenger and PIC briefings - [ ] update checklist to latest version - don't forget "engine instruments normal" and "airspeed alive and climbing" callouts - remember to complete climb flow and checklist whenever entering a climb ## Slow Flight (Clean) - good job without having the PFD - if you hear the stall warning horn at anytime, pitch the nose down slightly to recover ## Power off Stall - NEVER BEGIN RETRACTING THE FLAPS UNTIL YOU HAVE ESTABLISHED A CLIMB - remember, the goal is to recover from the stall (reduce angle of attack) and then climb - there is no safe reason to bring up the flaps that early - otherwise the procedure was good ## Power on Stall - great job - just bug heading ## BAI - bug headings and altitudes you are turning to --- # 8/10/2024 - additional ground review for pre-solo progress check ground - great job on V-speeds ## Brakes - good job ## Electrical System - good job ## Drag - induced - good job - parasite - good job - review interference drag and form drag --- # 8/3/2024 - review for pre solo ground portion progress check ## Obtaining Weather - make sure you are able to quickly convert local to zulu time and vice versa - this is important so that you can accurately interpret weather reports ### TAF - practice reading different TAFs - ![[Pasted image 20240803104944.png]] - in this TAF "0312/0418" indicates that the forecast is for august 3rd at 1200z to august 4th at 1800z - [ ] make sure to save the [key to aerodrome forecast](https://www.weather.gov/media/okx/Aviation/TAF_Card.pdf) in your foreflight so you can access it when you need it in case there are symbols you don't recognize - remember that you want to still be able to read most TAFs without assistance, however: you should know the more common ### METAR - good job reading METAR ### Marginal VFR **1. LIFR (Low IFR).** Ceiling less than 500 feet and/or visibility less than 1 mile. **2. IFR.** Ceiling 500 to less than 1,000 feet and/or visibility 1 to less than 3 miles. **3. MVFR (Marginal VFR).** Ceiling 1,000 to 3,000 feet and/or visibility 3 to 5 miles inclusive. **4. VFR.** Ceiling greater than 3,000 feet and visibility greater than 5 miles; includes sky clear. - AIM 7-1-7 ### PIREPs - [ ] review and practice reading different PIREPs ## Systems ### Brakes - remember that the hydraulic fluid is red - remember that the force used to slow the airplane down is friction ### Electrical System #### Electrical Busses - the MFD will not be powered when running off of the standby battery because it is not on the essential bus #### Alternator Alternators generate electric current based on the principle of magnetic induction. An electromagnet (rotor) spins inside multiple windings of a conductor (stator) which generates an alternating current inside of the conductor from the varying north-south lines of magnetic force. Below is a general depiction of the conecpt:  Alternating Current Generation Inside of Alternator ##### Alternating Current to Direct Current The alternating current generated, however, needs to be converted to direct current for use in the system. This is accomplished by using a series of diodes (rectifiers) that allow current to flow in one direction but not the other. A simple description of a rectifier is shown below: Here it is important to have an understanding of diodes. A diode is an electronic component that conducts current primarily in one direction, meaning that it has (ideally) zero resistance in one direction, and (ideally) infinite resistance in the other. Their primary purpose, in our case, is to assist in converting AC to DC. ##### Alternator Control Unit The alternator control unit is what allows the alternator to output a consistent voltage. Without it, the voltage ouput would be directly related to engine rpm. Instead, a voltage regulator controls the strength of the rotor electromagnet, which in turn provides the correct voltage ouput. The voltage regulator compares the output voltage from the alternator with a reference voltage and adjusts the current supplied to the rotor (in our case it attempts to maintain 28.5 volts). In the case of overvoltage, the alternator control unit will automatically open the ALT FIELD circuit breaker, which removes the alternator field current and therefore stops all electrical output. A HIGH VOLTS annunciator indiciates that this system has failed and the pilot should turn the alternator off by switching the ALT MASTER to off. ##### Alternator Relay The alternator relay is what closes the circuit between the alternator and the electrical system. The ALT MASTER switch is what energizes the relay. A different power source (battery or external power) is required to energize the relay. ## V Speeds - [ ] review all of these!!!!!! - every single one should be memorized --- # 8/5/2024 - preparation for pre solo ground portion progress check ## V Speeds - good job - just remember cruise climb is 85 not 84 (but you are very close) ## Certificates and Documents ### Airworthiness Certificate - this one does not expire as long as the airplane is kept in a airworthy state ### Registration - good note about expiration ### Placards - good note ### Required Pilot Documents - remember that you need your endorsements with you in logbook - don't forget about government issued valid photo id!! ## Aerodynamics - Stalls - you want to think about airflow separation when thinking about a stall and why the amount of lift that is produced decreases - think about airflow separation from the wing due to the high angle of attack $\rightarrow$ this is what causes the turbulent airflow on the top of the wing - [ ] review [aerodynamics of stalls](https://www.youtube.com/watch?v=AzSZIVEQAnQ) ### Spins - you want to think about this as one wing being more stalled than the other wing - this is due to there being a difference in angle of attack between the two wings - yaw can cause this difference in angle of attack, but it is not the only thing that could cause it - recovery - great note about reducing power to reduce angle of attack ## Drag - parasite drag - form drag $\rightarrow$ want to know the name of this - want to be able to explain each of these quickly - remember that this is essentially all types of drag that are not related to the production of lift - induced drag - most of this will be generated by wingtip vorticies - this is the reason that we experience an increase in performance in "ground effect" because the wingtip vortices are destroyed near the ground and we have less overall drag - [ ] review [Bold Method: Induced Drag](https://www.boldmethod.com/learn-to-fly/aerodynamics/how-induced-drag-works-lift/) - good note about induced drag decreasing as airspeed increases due to the requirement for a lower angle of attack to maintain level flight - the "region of reversed command" or "back side of the power curve" is where as the airplane slows down, more power is required due to the increase in induced drag as the airplane slows down - [ ] review [Bold Method: Aerodynamics of Slow Flight](https://www.boldmethod.com/learn-to-fly/aerodynamics/the-aerodynamics-of-slow-flight/) ## Electrical System - good note about the alternator - good note about electrical busses ## Oil System - clean - cool - lubricates - seals ## Powerplant - Lycoming IO-360-L2A - good job ## Ignition System - [ ] review [How Magneto Works](https://www.youtube.com/watch?v=P5JWuYvf1Jk) - [ ] review [Impulse Coupling](https://www.youtube.com/watch?v=DAntiSOgh5k&t=1s) --- # 8/3/2024 - review for pre solo ground portion progress check ## Obtaining Weather - make sure you are able to quickly convert local to zulu time and vice versa - this is important so that you can accurately interpret weather reports ### TAF - practice reading different TAFs - ![[Pasted image 20240803104944.png]] - in this TAF "0312/0418" indicates that the forecast is for august 3rd at 1200z to august 4th at 1800z - [ ] make sure to save the [key to aerodrome forecast](https://www.weather.gov/media/okx/Aviation/TAF_Card.pdf) in your foreflight so you can access it when you need it in case there are symbols you don't recognize - remember that you want to still be able to read most TAFs without assistance, however: you should know the more common ### METAR - good job reading METAR ### Marginal VFR **1. LIFR (Low IFR).** Ceiling less than 500 feet and/or visibility less than 1 mile. **2. IFR.** Ceiling 500 to less than 1,000 feet and/or visibility 1 to less than 3 miles. **3. MVFR (Marginal VFR).** Ceiling 1,000 to 3,000 feet and/or visibility 3 to 5 miles inclusive. **4. VFR.** Ceiling greater than 3,000 feet and visibility greater than 5 miles; includes sky clear. - AIM 7-1-7 ### PIREPs - [ ] review and practice reading different PIREPs ## Systems ### Brakes - remember that the hydraulic fluid is red - remember that the force used to slow the airplane down is friction ### Electrical System #### Electrical Busses - the MFD will not be powered when running off of the standby battery because it is not on the essential bus - [ ] diodes in the electrical system #### Alternator Alternators generate electric current based on the principle of magnetic induction. An electromagnet (rotor) spins inside multiple windings of a conductor (stator) which generates an alternating current inside of the conductor from the varying north-south lines of magnetic force. Below is a general depiction of the conecpt:  Alternating Current Generation Inside of Alternator ##### Alternating Current to Direct Current The alternating current generated, however, needs to be converted to direct current for use in the system. This is accomplished by using a series of diodes (rectifiers) that allow current to flow in one direction but not the other. A simple description of a rectifier is shown below: Here it is important to have an understanding of diodes. A diode is an electronic component that conducts current primarily in one direction, meaning that it has (ideally) zero resistance in one direction, and (ideally) infinite resistance in the other. Their primary purpose, in our case, is to assist in converting AC to DC. ##### Alternator Control Unit The alternator control unit is what allows the alternator to output a consistent voltage. Without it, the voltage ouput would be directly related to engine rpm. Instead, a voltage regulator controls the strength of the rotor electromagnet, which in turn provides the correct voltage ouput. The voltage regulator compares the output voltage from the alternator with a reference voltage and adjusts the current supplied to the rotor (in our case it attempts to maintain 28.5 volts). In the case of overvoltage, the alternator control unit will automatically open the ALT FIELD circuit breaker, which removes the alternator field current and therefore stops all electrical output. A HIGH VOLTS annunciator indiciates that this system has failed and the pilot should turn the alternator off by switching the ALT MASTER to off. ##### Alternator Relay The alternator relay is what closes the circuit between the alternator and the electrical system. The ALT MASTER switch is what energizes the relay. A different power source (battery or external power) is required to energize the relay. ### Powerplant - Lycoming IO-360-L2A - $360$ in$^3$ of displacement - good job with 4 stroke engine cycle - the CAM shaft has lobes on it which are used to open and close the intake and exhaust valves - this is geared to $\frac{1}{2}$ crankshaft speed ## Required Pilot Documents - you have to fly with your valid medical certificate with you in the airplane - remember you also need your logbook with endorsements ## V Speeds - [ ] review all of these!!!!!! - every single one should be memorized --- # 7/27/2024 ## Slow Flight - good job ## Emergency Procedure - make sure to memorize procedure for wing fire in flight --- # 7/20/2024 - [[Maggie Ahmed Pre Solo Ground Notes]] - [ ] review [Bold Method: Class E Airspace](https://www.boldmethod.com/learn-to-fly/airspace/class-e-airspace/) - [ ] review [8MA: VFR Sectional](https://www.youtube.com/watch?v=6ITjUfl80bs) - [ ] review [[VFR Weather Minimums]] ## Fuel Reserves - good note about 30 and 45 minutes of additional fuel burn required - you can approximate the amount of fuel you will burn using cruise performance - remember that these are just legal requirements, your personal minimums should be higher - we have our oalwn minimum fuel requirements, these can be found in the operations manual - minimum of 1 hour of additional fuel ## VFR Weather Minimums - ==The point of having VFR weather minimums is to provide separation of traffic (both IFR and VFR) so that if one is coming out of a cloud there is adequate time to react to the other traffic== - class E airspace is 3 sm visibility - incorrect on class B minimums - remember that cloud clearance requirements are lowered because ATC provides separation of all traffic inside of class B airspace - when thinking about this, realize the purpose behind different VFR weather minimums, the reason you need greater visibility and cloud clearance above 10,000 feet is because aircraft are no longer restricted below 250 knots ## VFR Cruising Altitudes - remember that VFR Cruising altitudes are based off of magnetic course, not true course or magnetic heading ## Minimum Safe Altitudes - good job ## Right of Way Rules - good job finding the answer, but remember this is not something you can lookup quickly in the air so you should have it memorized ## $180 \degree$ Turn - good note about 121.5 declaring an emergency and turning around - remember that we will normally go to about 15 degrees of bank in IMC to fly a "standard rate turn" which is 3 degrees per second ## Failed Radio and Light Gun Signals - good job ## Collision Avoidance - remember that during a climb you can periodically lower the nose to check for traffic - cruise climb also helps you see traffic ahead of you ## Wake Turbulence Avoidance - good job about when to rotate / touchdown - worst weather conditions would be a light quartering tailwind - aircraft produce the greatest wingtip voticies when they are flying at higher angles of attack, conditions that would cause an aircract to be flying at a high angle of attack would be: 1. slow airspeed 2. heavy 3. flaps retracted - these conditions mean that aircraft taking off typically produce larger wingtip vortices than aircraft that are landing ## Wind Shear Awareness - good note about dangers of wind shear - good note about potentially increasing our airspeed to deal with potential issues with wind shear - typically, we want to increase our airspeed on final by half the gust factor - so if the wind is 5 gusting 15, we would want to increase our final approach speed from 65 to 70 because the gust factor is 10, so $65 + \frac{10}{2} = 5 + 65 = 70$ ## Recovery from Unusual Attitudes - nose low: 1. throttle idle 2. bank to zero degrees 3. pitch to zero degrees - nose high: 1. throttle full 2. nose down 3. fix bank ## Engine Failure - good job ## Required Logbook Endorsements - good job ## Airworthiness Requirements - [ ] review [172 Anti-collision light legal interpretation](https://www.faa.gov/about/office_org/headquarters_offices/agc/practice_areas/regulations/interpretations/Data/interps/2017/Letts_2017_Legal_Interpretation.pdf) - [ ] review and memorize A TOMATO FLAMES FLAPS - practice using the inoperative equipment flow chart --- # 7/13/2024 - don't forget about PIC briefing before starting engine! ## Normal Takeoff - good job - check engine instruments and airspeed a little bit earlier during the takeoff roll ## Slow Flight - preemptively add a little bit of power when turning because of the loss of vertical lift - when making a turn, don't forget to bug your heading - overall good job - did combined climbs and turns ## Spin Recovery (procedure) - good job ## Power off Stall - make sure to callout stall warning and stall - don't forget to bug your heading - good job with recovery - within ACS tolerances ## Power on Stall - good job - coordination was good, but need a little bit more right rudder just before the stall ## Emergency approach and landing - good job - make sure to verify checklist items for the engine failure in flight ## Emergency Descent - pretty good - increasing bank angle will help to pitch the nose down while also continuing to increase load factor - you can think about this as just turning the airplane to close to a 45 degree bank and just not pulling any back pressure, the nose of the airplane will pitch down on its own and accelerate at a nice pace ## Normal Landing - approach good - roundout good - touchdown still a little bit flat - want to practice this some more --- # 6/1/2024 - blocked practice verbalizing setting mixture rich when cleared for takeoff and when entering the runway and adding power - good job --- # 5/25/2024 - make sure you turn off the anunciador test, it will not turn off on its own ## Steep Turns - loss of about 100 feet during the maneuver - airspeed was pretty consistent ## Power on Stall - good job ## Simulated Engine Failure - check on the sectional for nearby airports (can use glide advisor) - check which runways are available at an airport so you can get yourself setup to land on one - (lined up on the taxiway for orlando north) - make sure to verify all emergency checklist items - good job with memory items but still need to verify --- # 5/21/2024 - let the airplane come down into the round out - don't hold it at a higher altitude - when you start the approach, set flaps 1500 and set 10 degrees of flaps - don't slowly descend without making changes - you want to make all approaches similar to one another so that you can do them consistently - good decisions to go around - don't forget about crosswind corrections on takeoff - climb at $V_Y$ (74 KIAS) until reaching 1,000 ft AGL - climbing at a higher speed will reduce climb performance and increase risk if we have an engine failure - practice with radio communications more so that you feel comfortable reading back longer clearances (you need to be able to confidently do this to solo) - don't fly over or near untowered airports at pattern altitude - always write down the ATIS (not just when you're on the ground) - give a courtesy call to the tower before giving all information - this doesn't block the radios if they're trying to do something - also gives the controller a second to get ready for all the information you're about to given them - do the approach briefing once you know where you are going - this is normally once the tower controller gives you instructions on how to enter the pattern --- # 5/11/2024 ## Slow Flight (Landing Config) - don't forget to bug heading so you have an extra reference - if you're descending, go ahead and start adding power to correct, don't wait until we've already descended - bug the heading you're going to turn to so that it is easier to maintain ## Power off Stall (landing config) - don't add power if we get below 65 knots: either correct by pitching the nose down or elect to restart the maneuver - don't worry so much about quickly bringing the flaps up, the goal is to climb ## Engine Failure - circle abeam your touchdown point with the goal of exiting in the downwind at about 1,000 feet - this gives you the option of doing something you're familiar with instead of just trying to judge whether or not you can make it on sight picture alone ## Power on Stall - good job - don't forget to bug heading ## Landings (KLEE) - don't leave power in once we have made our aiming point - this will cause us to float far down the runway with the excess energy - sideloading on landing - don't forget to set sideslip - **ADD CROSSWIND CORRECTIONS AFTER TOUCHDOWN AND DURING TAKEOFF** - touchdown attitude a little bit low - don't flare more aggressively, try to continue what you're already doing in the beginning of the flare - the flight controls become less effective as airspeed decreases, so you need to continue to pull back on the yoke to have the same effect as you would at a higher airspeed ## Steep Turns - good job ## Landing (KORL) - sideloading landing gear - round out too early --- # 4/20/2024 - don't forget about departure briefing $\rightarrow$ make sure you're going through every item on checklist - good job with cruise and climb checklists - don't forget about nose up trim on short final - you will need to push forward elevator as you're approaching --- # 4/15/2024 - don't forget to strap your bags in the back seat - **DON'T FORGET ABOUT CROSSWIND CORRECTIONS AFTER TOUCHDOWN!!** - try to come in on time - change the zoom on the MFD before takeoff to maintain situational awareness - don't forget to add nose up trim on short final - touchdown was a little bit nose low so continue to add back pressure on the elevator until attaining touchdown attitude # 4/13/2024 - don't forget to strap bags in in the back seat - *add crosswind corrections on takeoff* - even if it's not a strong crosswind it will still help and it will also get you into the habit of always doing it, meaning you won't forget when it is a strong crosswind - zoom the MFD in and out as necessary to maintain situational awareness ## Steep Turns - remember to decrease power before rolling into the maneuver so we can slow to $V_A$ before entering - roll in a little bit faster - this will help you transition because you're not having to constantly change the amount of pressure you're using on the controls ## Slow Flight (clean) - **LOOK OUTSIDE!!** - when recovering, bring the nose down slowly, you can't go straight to a level pitch attitude because otherwise you will descend ## BAI - good job ## Landings - set sideslip earlier - nice touchdown attitude - **DON'T FORGET ABOUT CROSSWIND CORRECTIONS AFTER TOUCHDOWN** --- # 4/6/2024 - always read back takeoff / landing clearances including the runway number - might seem obvious but can help avoid a runway incursion - also much more important at airports with parallel runways - remember that the fuel flow will lag so when leaning, you want to give it a second to adjust before making a bunch of big adjustments - clear the area you are going to turn into when doing clearing turns - for two 90 degree turns turn in the direction of the initial turn - for a 180 degree turn turn in the opposite direction of the initial turn - for all maneuvers, always bug your heading ## Steep Turns - remember to bring power back to 2200 RPM before entering so you can slow to $V_A$ - good job holding altitude - good job with rolling out on the correct heading ## Slow Flight (Landing Config) - remember to add power 5 Knots above target airspeed - you still got the correct airspeed just took a little bit longer - good job marinating speed and altitude - good job with turns - good job with climbs / descents - when starting a climb or descent, you can note which RPM is working for straight and level flight and take note of it so when you come out of the climb / descent you can just return to that approximate ## Simulated Engine Failure - good job with memory items - always verify checklist items - good job with circling in downwind for point - **USE FLAPS** - if you had put the flaps in we would have been able to perfectly make our intended landing point ## Power off Stall - just like in slow flight, change your pitch to reach the desired speed of 65 knots - focus on getting a climb rate during recovery instead of bringing the flaps up quickly - think about this happening in real life, it is much more important to climb vs configuring the airplane ## Power on Stall - good job ## Landings (KLEE) - don't forget about adding nose up trim on final - you also want to do this consistently so you know how it is meant to feel during the round out ## Emergency Descent - increase the bank angle more, this will help to decrease the pitch quicker and therefore your airspeed will increase at a faster rate --- # 3/30/2024 - *ALWAYS* write down and brief taxi clearance - don't forget to close window before increasing power during the run up - don't forget about crosswind corrections during taxi!! - returned to ramp because of carbon monoxide detector going off --- # 3/2/2024 - good job determining our location using VORs - remember that in foreflight you can enter a cross radial like this: $ORL085/MLB325$ - just enter that directly into the flight plan window on ForeFlight - remember to *always* set the course you're intending to fly into the course selector when flying on a VOR radial - this is regardless to the radial you're on - when using the lost procedures, always center the CDI with a from indication so that the course selected matches the radial that you are on - you don't want a to indication because then you'll have to add or subtract 180 to get your indication - [ ] continue to review the lost procedures and triangulate your position using cross radials # 2/20/2024 ## Plan Lesson - [x] practice takeoffs and landings - [x] want to see good decision making around when to go around - [x] want to see good consistent radio calls ## Notes - work on adding the sideslip a little bit earlier - don't let your airspeed get too low on short final - remember, if you see yourself getting too low, that means you need to add power - you can't just increase pitch, this will actually cause your glide path to get steeper ## Prog Check Scheduling - weekends anytime - Thursday before 5:00pm - Tuesday 2:30 to 5:00pm --- # 2/10/2024 ## Taxi / Takeoff - *don't* forget about the departure briefing - make sure to bug your altitude before departure - good job with climb and cruise checklists ## Steep Turns - *always* big your entry heading for reference as well as picking a reference point ## Power Off Stall ($20 \degree$ Right Bank) - don't forget about clearing turns and position report - remember that we want to establish a stabilized descent at 65 KIAS and descend for 100 feet before entering the maneuver ## Simulated Engine Failure - make sure to verify checklist items before declaring an emergency - if you're concerned about making it to your point **NEVER** add flaps - this will *always* increase your descent rate ## Landing - if you *ever* bounce on landing, immediately go around - this is not something that you want to continue - you can risk coming back down very hard and damaging the airplane --- # 2/5/2024 ## Plan for Lesson - [x] go through all items on the getting ready for solo flight lesson (flight portion) - [x] want to see good radio communications throughout - [ ] checklist should be verified for all phases of the flight including pre-maneuver ## Review - [ ] [Quizlet: VFR Weather Minimums](https://quizlet.com/866796223/vfr-weather-minimums-flash-cards/?i=4eajr&x=1jqt) ## Taxi / Engine Start - don't forget to check the autopilot before beginning taxi - make sure to set altitude bug ## Pattern Work - try to make turns a little bit more consistent so that we make a rectangle instead of longer shallow bank turns ![[IMG_0077.jpeg]] ## Steep Turns - complete pre-maneuver checklist before entering maneuver - don't forget to bring RPMs to 2200 before entering maneuver ## Slow Flight - good job - pay close attention to your heading ## Systems and Equipment Malfunctions - low volts annunciator - good job going through checklist ## Checklist Usage - want to see more consistent checklist usage *especially* during descent (and make sure to get approach briefing done) - always write down the current weather --- # 2/2/2024 ## Fuel Reserve Requirements ![[VFR Fuel Reserve Requirements]] ## Pitot Static System - [ ] review [[Pitot Static Instruments]] - [ ] --- # 1/22/2024 ## Plan - [x] mock pre-solo progress check oral ## Fuel Reserve Requirements - great job getting school and legal requirements ## VFR Weather Minimums - review [Quizlet: VFR Weather Minimums](https://quizlet.com/866796223/vfr-weather-minimums-flash-cards/?i=4eajr&x=1jqt) - good job finding the information - [ ] THESE SHOULD BE MEMORIZED!!! ## VFR Cruising Altitudes - cruising altitudes are based on your magnetic course (*NOT* magnetic heading) - magnetic course 0 - 179 - odd thousands + 500 feet (3,500, 4,500, etc) - magnetic course 180 - 359 - even thousands + 500 feet (3,500, 4,500, etc) ## Airspace - good job - class E airspace - extends up to 18,000 ft - will normally start at 1,200 ft AGL except in shaded regions where it begins at 700 ft AGL - class G airspace - [ ] review [Bold Method: Class G Airspace](https://www.boldmethod.com/learn-to-fly/airspace/class-g-airspace-rules-explained/) ## Minimum Safe Altitudes - [ ] review [FAR 91.119: Minimum Safe Altitudes](https://www.ecfr.gov/current/title-14/chapter-I/subchapter-F/part-91/subpart-B/subject-group-ECFRe4c59b5f5506932/section-91.119) - remember that congested areas don't just include the yellow areas on the sectional, but also any area with a large amount of people or structures - the yellow areas are a good indication, however ## Radio Procedures and Equipment Requirements - [ ] review [AIM 3-2: Controlled Airspace](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap3_section_2.html) - this will go over equipment and radio communication requirements ## Right of Way Rules - when overtaking another aircraft always pass on the right - good note about the aircraft being overtaken having the right of way - [ ] review [FAR 91.113: Right of Way Rules](https://www.ecfr.gov/current/title-14/chapter-I/subchapter-F/part-91/subpart-B/subject-group-ECFRe4c59b5f5506932/section-91.113) ## Instrument Flight - remember the "hub and spoke" model where you always return to the hub or the "attitude indicator" ## Required Endorsements - good job ## Emergency Communication and ATC Resources - good job with emergency frequencies - squawk codes - *7500*: Hijacking - *7600*: Radio Failure - *7700*: General Emergency ## Wake Turbulence Avoidance - good job with examples - remember that the worst conditions for wake turbulence occur in a *light quartering tailwind* - [ ] review [AC 90-23G: Aircraft Wake Turbulence](https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_90-23G.pdf) ## Wind Shear - good job - a *headwind switching to a tailwind* is most dangerous because it would cause a large decrease in airspeed ## V-speeds - $V_X$: 62 KIAS - $V_{NE}$: 163 KIAS - $V_{S0}$: 40 KIAS - this will be the stall speed with flaps out - these can be found in the POH as well as the end of the checklist ### Maneuvering Speed - [ ] review [Bold Method: Maneuvering Speed](https://www.boldmethod.com/learn-to-fly/aerodynamics/va-designed-maneuvering-speed-how-it-protects-your-aircraft/) - it increases with weight because flight at the same airspeed with an increase in weight will need a higher angle of attack - it protects the airplane because load factors would cause the airplane to stall before and structural damage occurs ## Recovery From Unusual Attitudes - primary instrument would be the airspeed indicator, then the attitude indicator - for a nose low attitude 1. reduce power 2. correct bank 3. increase pitch to level - for a nose high attitude 1. increase power 2. correct for pitch and bank ## Performance Calculations - [ ] practice performance questions and verify them with my [Takeoff Performance Calculator](https://cfi.fyi/calculators/takeoffdistance) ## Inoperative Equipment - flap position indicator is required - [ ] review [FAR 91.205: Required Equipment](https://www.ecfr.gov/current/title-14/chapter-I/subchapter-F/part-91/subpart-C/section-91.205) ## Systems ### Electrical System - the alternator needs electricity to function to power the electromagnet - without the electromagnet being powered, the alternator cannot generate electricity - the standby battery will engage when the main battery reaches 20 volts - this can be found on page 3-17 of the POH - [ ] review [UND Electrical System Diagram](https://mediafiles.aero.und.edu/aero.und.edu/aviation/trainers/c172s-electrical-system/) ### Fuel System - the reservoir tank can hold excess fuel that is returned through the return line --- # 1/20/2024 - *always* write down the ATIS so that you can quickly reference it - don't forget about checklists when entering a climb / leveling off / during all other phase changes or before a maneuver ## Steep Turns - remember to reduce power before entering into the maneuver to slow below $V_a$ - this will also help you maintain your airspeed throughout the maneuver ## Power-off Stall - good job - don't push the nose down quite as aggressively, you only need to do it enough to reduce AOA but not to go into a steep descent ## Simulated Engine Failure - *always* verify the items on the engine failure in flight checklist - even when you have them memorized ## Slow Flight (clean) - good job - just remember that you never want to go below your target airspeed - if you notice that you're going below or notice a trend of decreasing airspeed, correct with pitch ## Power on Stall - work on maintaining coordination so that we do not get a wing drop --- # 1/13/2024 - make sure to brief taxi route when you get it from the ground controller - make sure to always verify the pre-maneuver checklist before going into a maneuver ## Slow Flight - be more gradual increasing pitch during the entrance, otherwise you will climb ## Power off Stall - good job ## Power on Stall - good job - add a little bit more right rudder when entering the stall - do this preemptively ## Steep Turns - good job ## Engine Failure (simulated) - make sure to verify items on engine failure in flight checklist if you have the altitude available - you had a good landing option in front of you that would have worked, make sure that you spend the time necessary to evaluate different landing options, especially when you have sufficient altitude - you don't want to have to change your landing spot ## Landing Practice - don't forget about adding trim when setting 10 degrees of flaps and on short final - DON'T OVERSPEED THE FLAPS!!!!!! --- https://andrehebra.github.io/student-notes/Students/Ahmed/Notes.html