# TODO - [x] watch video [Private Pilot Oral Exam](https://www.youtube.com/watch?v=kr483zBbQKw) - [x] watch [Diego Alfonso Videos](https://www.youtube.com/user/2DALFONSO) - [x] psychology of the pilots checkride parts 1 to 4 - [x] rules of the checkride parts 1 through 8A - [x] review all standards for private pilot maneuvers # 7/29/2024 - good decisions to go around when not making point - otherwise short and soft field landings good - on centerline - good job making touchdown point --- # 6/26/2024 ## Soft Field Takeoff - you want to bring the nose up approximately to a cruise climb pitch - you should always be able to see the end of the runway - good job - make sure to use minimal braking ## Soft Field Landing - nice job holding the nose wheel off until it falls down on its own ## Emergency Descent - remember to execute the memory items for engine fire in flight - roll out of bank on a potential landing option, no point in turning towards the center of lake apopka ## Power on Stall with Bank - add rudder at the same time as you're increasing pitch and adding bank - one of the reasons we are over banking is because you are delaying adding rudder - when you then add it late it is causing the airplane to bank in the direction you're adding it - this is why you need opposite aileron ## Turns Around a Point - winds 300 15 knots - good job ![[Pasted image 20240626081810.png]] ## Normal Approach and Landing - exactly on your selected landing point - great job --- # 6/23/2024 - [[EOC Oral Notes Jacob Flake]] - reviewed EOC recheck items ## Performance and Limitations - remember that a further aft CG will correspond to a higher cruise speed - this is because the elevator will not have to create as much downforce that would have to be counteracted by a higher angle of attack - [ ] review [Bold Method Aft CG](https://www.boldmethod.com/learn-to-fly/performance/how-does-cg-affect-aircraft-performance/) ## Lift Production - [ ] review [NASA Flow Turning](https://www.grc.nasa.gov/www/k-12/airplane/right2.html) - good job with bernoulli's principle, but want a more thourough definition using newtons third law ## Drag - [ ] review [Bold Method Induced Drag](https://www.boldmethod.com/learn-to-fly/aerodynamics/how-induced-drag-works-lift/) - [ ] review [Bold Method: Ground Effect](https://www.boldmethod.com/learn-to-fly/aerodynamics/ground-effect/) - [ ] review [Bold Method: Parasite Drag](https://www.boldmethod.com/learn-to-fly/aerodynamics/parasite-drag-and-your-airplane/) - drag is *technically* lowest when the airplane is not moving on the ground....... - review [Bold Method: Aerodynamics of Slow Flight](https://www.boldmethod.com/learn-to-fly/aerodynamics/the-aerodynamics-of-slow-flight/) ## Spin Recovery - good job - good note about why we bring the power to idle ## ADSB Requirements - ADSB Required both above 10,000 feet in class E airspace and 12nm from the coastline in the golf of Mexico ![[Pasted image 20240623170905.png]] ## Circulation Patterns ![[Pasted image 20240623171423.png]] - high pressure $\rightarrow$ clockwise and outward - low pressure $\rightarrow$ counterclockwise and inward ## PIREPS - practice with these examples: 1. ORL UA /OV ORL07001/TM 2010/FL005/TP BE9L/RM THERE WAS NO NOTICEABLE WIND, BUT IT DID FEEL LIKE A SLIGHT TAILWIND 2. MCO UA /OV MCO180003/TM 2007/FLDURGD/TP B739/RM MOD PRECIP SMOOTH RIDE POOR VISIBILITY DURC RWY17R ## VFR Weather Minimums - good job but continue to review ## Special VFR - good job ## Marginal VFR - good job --- # 6/16/2024 - remember to set altitude bug before departure - [ ] make sure you get the updated checklist ## Soft Field Takeoff - good job - remember that you don't always have to simulate an obstacle - bring the nose up a little bit higher up during the initial takeoff roll ## Basic Instrument Maneuvers - good job - watch your bank angle, we got a little bit past a standard rate turn ## Unusual Attitudes - in a nose low attitude $\rightarrow$ always power, then bank, then pitch - this is to avoid overloading the airplane ## Turns Around a Point ![[Pasted image 20240616120152.png]] ## S-Turns ![[Pasted image 20240616121609.png]] - remember the first turn is always to the left - give yourself plenty of time to get set up for the maneuver ## Emergency Descent - good job rolling out once we began accelerating ## Diversion - good job, but slow down a little bit, you're not in a crazy hurry ## Lost Procedures - good job - remember, you don't have to draw lines out on the sectional, you can load a cross radial - Ex: $LAL017/ORL279$ can be loaded into your flight plan on foreflight and the waypoint will show you where you are on the map ## Normal Landing - you want to get down to 65knots earlier on final, this is going to help a lot with energy management coming into the round out - touchdown good ## Short Field Landing - ==*bellisimo*== - *wonderful* - _amazing_ - superb - life changing ## Short Field Takeoff - good job - make a little bit more of a 90 degree turn when lining up to use maximum available runway ## Soft Field Landing - wait until you're in the round out to add power - if you add power too early it will increase your float - if you add power too late you will not reduce your descent rate and have a harder touchdown - second one was really great # 6/12/2024 ## Pilot Qualifications ### Flight Review - remember that you don't always have to do a flight review to maintain a current pilot certificate - any additional rating (practical test) that you pass can be counted as a flight review ### Basicmed - great job with limitations - physical exam doesn't have to be done by an AME, this can be done with a licensed physician ### Required Documents - great job ## Airworthiness Requirements ### MEL - good job about what they are - these need to be applied for through the FSDO, and are specific to an individual aircraft ### Inoperative Equipment - KOEL $\rightarrow$ kinds of operations equipment list - CEL $\rightarrow$ comprehensive equipment list - good job with how you would check but know the acronyms for both lists - bookmark these pages in foreflight for quick access - good note about marking inoperative ## Weather Information ### Atmospheric Stability - **The atmosphere's resistance to vertical motion** - weather conditions associated with stable atmospheric conditions - *poor visibility* $\rightarrow$ think about how all of the pollutants in the air are not rising --- # 6/12/2024 ## Pilot Qualifications ### Flight Review - remember that you don't always have to do a flight review to maintain a current pilot certificate - any additional rating (practical test) that you pass can be counted as a flight review ### Basicmed - great job with limitations - physical exam doesn't have to be done by an AME, this can be done with a licensed physician ### Required Documents - great job ## Airworthiness Requirements ### MEL - good job about what they are - these need to be applied for through the FSDO, and are specific to an individual aircraft ### Inoperative Equipment - KOEL $\rightarrow$ kinds of operations equipment list - CEL $\rightarrow$ comprehensive equipment list - good job with how you would check but know the acronyms for both lists - bookmark these pages in foreflight for quick access - good note about marking inoperative ## Weather Information ### Atmospheric Stability - **The atmosphere's resistance to vertical motion** - weather conditions associated with stable atmospheric conditions - *poor visibility* $\rightarrow$ think about how all of the pollutants in the air are not rising ### Crosswinds - remember that the max demonstrated crosswind varies based on the airplanes configuration - good job finding this in the POH ### Effects of Temperature - good job with standard temperatures at different altitudes - good job with saying the airplane performs better at lower temperatures - this is *not* because the cool air cools the cylinders - cool air is more dense $\rightarrow$ more air molecules for the same volume $\rightarrow$ can put more air into each cylinder $\rightarrow$ more combustion - more lift because more air molecules hitting the wing - good note about air holding more water as temperature increases ### Surface Analysis - [ ] review [[Surface Analysis Chart]] - good job finding the NOAA legends in foreflight ### Thunderstorms - good job talking about storm formation - remember that an extreme downdraft is called a microburst - don't forget about turbulence!!! ### Icing - remember that you can get icing anytime you are in visible moisture - this is not just freezing rain $\rightarrow$ could be anytime you are in IMC and below freezing temperatures - pitot heat is considered anti-icing, but can be used as de-icing equipment ### Fog - [ ] review the different types of fog ### Frost - good job --- # 6/8/2024 - make sure to be clear with your direction of flight when talking to the tower - you told them that we were going to the northeast when we were actually going to the east - this makes a big difference when we are going to have to cross through final for runway 25 - make sure to verify checklist items when performing flows - you can't just do the flow without verifying $\rightarrow$ it's do / *verify* - pre-maneuver - don't forget the pre-maneuver checklist! - good job with clearing turns ## Steep Turns - lost 120 feet of altitude - good job on heading roll in and out - bank angle consistent on 45 degrees - need to add more rudder in direction of turn ## Slow Flight - call out stall warning horn when it sounds - this doesn't mean you're doing something incorrect, it can be caused by turbulence, but you want to acknowledge it - a little bit high on airspeed, still within ACS tolerances, but want to be closer to target of 50 knots in landing configuration - lost 120 feet of altitude - coordination good straight and level but need more right rudder in right - passed through rollout heading by about 30 degrees ## Power off Stall - bring it all the way to a full stall - call out stall warning horn and stall ## Power on Stall (right bank) - almost busted the bravo - pay close attention to where the bravo shelf is during all maneuvers - think about what you're going to be doing in the maneuver and whether or not airspace will be a problem going into it - $1^{st}$ try - not enough right rudder - this is going to take a ton of rudder because you're already using a lot during a normal power on stall plus you need the extra for the right bank - $2^{nd}$ try - --- # 6/3/2024 ## ACS Tolerances - slow flight airspeed is +10/-0 knots - keep this in mind, this is one of the reasons that we normally stay a few knots above target airspeed ## Maintenance Logs / Airworthiness - *Take your time* going through the maintenance logs --- # 5/25/2024 ## Airspace - ADIZ $\rightarrow$ air defense identification zone - crossing through it requires a DVFR flight plan - need a radio operator and radio station license - warning area - start 3nm outside of the united states - you won't find them inside the country - contain activity that may be hazardous to non-participating aircraft - Victor Airways - 8 miles wide total - 4 miles on each side - review VFR weather minimums ## Navlog Cross Country Planning - good job - be more methodical about how you pick your minimum amount of fuel you feel comfortable with - it doesn't have to be any specfic method, but it should show that you have thought about it more than just something that makes you feel comfortable given the conditions ## Weather Information - review what it means for an airport to go "MVFR" or "IFR" and what conditions are specific to those terms - review all types of fog ## Systems ### Pitot Static - pitot tube - airspeed indicator #### Airspeed Indicator - indicated airspeed is calculated as follows: - indicated airspeed = ram pressure - static pressure --- # 5/11/2024 - discord ground preparation for practical exam (mock oral) - you can use LiveATC to get current METARs which will be more reliable than foreflight ## Aeromedical Factors ### Hypoxia - stagnant hypoxia: typically this is going to come from higher G maneuvers like aerobatics ### Motion Sickness - good note about not giving someone a vomit bag immediately because that could make someone feel more sick ### Fatigue - good job differentiating between acute and chronic fatigue ### Sinus Issues - good note about attempting to equalize ear pressure - good note about potentially stopping the descent and coming back slower ### Dissolved Nitrogen - remember that if the dive requires a decompression stop you need to wait 24 hours - good job finding the regulation though ## Night Preparation - good note about using red light and avoiding bright lights - good job with night illusions - you can find more information about those in the PHAK ### Logging Night Time - good job understanding civil twilight is when we can log night time - good job talking about night currency ## Aerodynamics ### Lift Production 1. an airfoil is flowing the a fluid (air in this case) 2. the shape of the airfoil and the angle at which it is hitting the air is causing it to accelerate it downwards 3. an acceleration of a mass is what is known as a force (Force = mass $\times$ acceleration) 4. for every force there is an equal and opposite force (Newton's Third Law) 5. because the airfoil is exerting a force on the air (accelerating it downwards) the equal and opposite force on exerted on the wing is what is known as lift - [ ] continue to review [NASA Flow Turning](https://www.grc.nasa.gov/www/k-12/airplane/right2.html) ### Four Forces - good note about them being equal in a constant airspeed climb ### Spins - remember that it is only about a difference in angle of attack - there are many different things that could cause a difference in angle of attack, therefore it isn't a complete explanation to say that a spin is caused by being uncoordinated (while this could be one thing that leads to a spin, it is not the whole picture of why this happens) ## Systems ### Electrical System - good job --- # 5/10/2024 ## Aerodynamics - [ ] review [NASA Flow Turning](https://www.grc.nasa.gov/www/k-12/airplane/right2.html) - try to avoid talking about pressure specifically when discussing lift production ## Stalls - good description ## Drag - [ ] review [Bold Method: Drag Types](https://www.boldmethod.com/blog/lists/2018/07/how-the-5-types-of-drag-affect-your-airplane/) - good job noting the differences generally between induced drag and parasite drag, but make sure that you are able to name examples for each type of parasite drag and what exactly is causing induced drag ## Spins - good job realizing that reducing power is to reduce angle of attack - avoid talking about how that will slow you down, this is a side effect of that, but not the main purpose ## Electrical System - review both the PHAK and the POH fore more information about the electrical system ## Fuel System - [ ] review this! ## Pitot Static System # 4/26/2024 ## Cross Country Flight Planning - remember that for hire operations cannot go outside of gliding distance to the shore unless they have the equipment required by 91.205 - this wouldn't apply to one of your flights (solo) but it is never a good idea to fly outside of gliding distance to the shore in a single engine airplane - this is why we have a minimum altitude to cross over lake apopka ## Lift Production - don't use pressure as your main example of why lift is produced - [ ] review the NASA article about flow turning ## Aeromedical Factors - [ ] review [[Hypoxia]] - [ ] review [[Types of Hypoxia]] ## Runway Incursion Avoidance - "loss of separation of aircraft intending to takeoff and land with another aircraft/vehicle" ## Principles of Flight - the four forces are always equal in unaccelerated flight - this means that in a Vy climb the forces are equal because the airplane is not accelerating ## Performance and Limitations - pressure altitude can be calculated using the formula - (29.92 - altimeter setting) * 1000 + indicated altitude - remember to first read all of the notes for all performance calculations - need to increase takeoff ground roll for a grass runway ## Electrical System - main and standby battery are 24 volts each - the electrical system is 28 volts total - the reason that you see 28 volts when the engine is on is because the alternator is powering the system to 28 volts which allows it to power all items and charge the batteries - when the alternator is running, it is powering the electrical system - therefore, the main purpose of the main battery is to start the engine - alternator - 60 ampere output - the rectifier converts the AC power generated by the alternator to DC power - the alternator requires battery power to run because that is what powers the electromagnet that is inside - the reason for using an electromagnet is it is more powerful than a permanent magnet and the voltage can be modified --- # 4/22/2024 ## Human Factors - good job ## Systems - [ ] review all systems areas listed in the ACS - [ ] review from POH - [ ] review from PHAK ### Primary Flight Controls - controls - ailerons - elevator - rudder - ailerons - the 172S has *differential frise type ailerons* - the differential ailerons help with *adverse yaw* - when one aileron is deflected up 20 degrees the other is deflected down 15 degrees - the frise also aids with *adverse yaw* - it generates additional drag on the upward deflected aileron ### Ignition System - [ ] review [[Ignition System]] - [ ] impulse coupling video ### Pitot Static System - [ ] review [[Pitot Static Instruments]] ### Electrical System - [ ] review [UND Electrical System](https://mediafiles.aero.und.edu/aero.und.edu/aviation/trainers/c172s-electrical-system/) - main battery is 24 volts ## Aerodynamics - adverse yaw - the tendency for the airplane in a turn to yaw towards the outside of the turn because of the additional induced drag from the downward facing aileron ### Left Turning Tendencies - [ ] review these --- # 4/19/2024 - [ ] review autopilot limitations again - need to know these before using the autopilot in flight - remember that you can always use multiple sources of navigation - use multiple sources of navigation - zoom the MFD out when loading flight plan to verify that it is programmed correctly - you can always zoom it back in ## Autopilot - the autopilot will always do exactly what it it was programmed to do. This means that if you program it to fly into the ground or into another airplane it will do that - only use the autopilot disconnect button on the yoke to disconnect so that you don't risk accidentally reengaging it - only use FLC for climbs and use VS for descents - VS can be dangerous in a climb because it will always command a specific climb rate, regardless of airspeed - when the autopilot finally disconnects if the airspeed gets too low, you can cause a stall with a high nose up trim - if it's not doing what you expect or want it to do, TURN IT OFF - fly the airplane first, don't program the autopilot while it's flying the airplane ## VOR Navigation - good job - remember you can access the bearing pointers: - PFD Opt $\Rightarrow$ Bearing 1 / Bearing 2 - always verify that the bearing pointer is on the navaid you are intending to use - the bearing pointer will indicate the required course to fly to the navaid - this means that the radial you are on can be identified by looking at the tail of the arrow or finding the reciprocal of the indicated bearing course --- # 4/9/2024 - [ ] review IM SAFE checklist - remember that the AIM is not regulatory like the FAR is - you should still follow the guidance, but it is technically not required - not following the guidance could be considered "careless or reckless operations" ## Weather Information - remember that a temperature inversion is considered stable - cold fronts typically move faster than a warm front - warm front: 10 to 25 mph - cold front: 25 to 30 mph - squall line - good note about them being included in convective SIGMET - good note about directions of winds surrounding fronts ### Occluded Front - typically when a faster moving cold front moves in front of a slower warm front ahead - ![[Screenshot 2024-04-09 at 15.09.19.png]] ## Night Operations - [ ] review night illusions (from [AFH Chapter 11](https://www.faa.gov/sites/faa.gov/files/regulations_policies/handbooks_manuals/aviation/airplane_handbook/12_afh_ch11.pdf)) - False Horizon - Flying at night under clear skies with ground lights below can result in situations where it is difficult to distinguish the ground lights from the stars. A dark scene spread with ground lights and stars, and certain geometric patterns of ground lights can provide inaccurate visual information, making it difficult to align the aircraft correctly with the actual horizon. An aurora borealis display at night or a visible sloping cloud formation can also affect a pilot's sense of the horizon. A similar problem is encountered during certain daylight operations over large bodies of water. Various atmospheric and water conditions can create a visual scene without a discernible horizon. - Autokinesis - In the dark, a stationary light will appear to move about when stared at for many seconds. The disoriented pilot could lose control of the aircraft in attempting to align it with the false movements of this light. - Featureless Terrain Illusion - A black-hole approach occurs when the landing is made from over water or non-lighted terrain where the runway lights are the only source of light. Without peripheral visual cues to help, orientation is difficult. The runway can seem out of position (down-sloping or up-sloping) and in the worst case, results in landing short of the runway. If an electronic glide slope or visual approach slope indicator (VASI) is available, it should be used. If navigation aids (NAVAIDs) are unavailable, the flight instruments assist in maintaining orientation and a normal approach. Anytime position in relation to the runway or altitude is in doubt, the pilot should execute a go around. - Bright runway and approach lighting systems, especially where few lights illuminate the surrounding terrain, may create the illusion of being lower or having less distance to the runway. In this situation, the tendency is to fly a higher approach. Also, flying over terrain with only a few lights makes the runway recede or appear farther away. With this situation, the tendency is to fly a lower-than normal approach. If the runway has a city in the distance on higher terrain, the tendency is to fly a lower-than-normal approach. A good review of the airfield layout and boundaries before initiating any approach helps maintain a safe approach angle. - Ground Lighting Illusions - Lights along a straight path, such as a road or lights on moving trains, can be mistaken for runway and approach lights. Bright runway and approach lighting systems, especially where few lights illuminate the surrounding terrain, may create the illusion of less distance to the runway. The pilot who does not recognize this illusion will often fly a higher approach. - Illusions created by runway lights result in a variety of problems. Bright lights or bold colors advance the runway, making it appear closer. Night landings are further complicated by the difficulty of judging distance and the possibility of confusing approach and runway lights. For example, when a double row of approach lights joins the boundary lights of the runway, there can be confusion as to where the approach lights terminate and runway lights begin. Under certain conditions, approach lights can make the aircraft seem higher in a turn to final, than when its wings are level. - [ ] review [PHAK Chapter 13: Night Operations](https://www.faa.gov/sites/faa.gov/files/Night_Ops_Ch13.pdf) - night fuel requirements - good job ## Aeromedical Factors ### OTC medication - there isn't a list of approved medications - you can determine if you can legally fly while using medications using the FAA guidance - [ ] review [FAA: OTC medication](https://www.faa.gov/sites/faa.gov/files/licenses_certificates/medical_certification/medications/OTCMedicationsforPilots.pdf) ### Hypoxia - supplemental oxygen requirements - review [[Supplemental Oxygen Requirements]] - above 12,500 ft - for the periods over 30 minutes - flight crew have to use supplemental oxygen - above 14,000 ft - flight crew has to use for the entire time - above 15,000 ft - passengers have to be *provided* supplemental oxygen but do not have to use it - remember that you can use the E6B to calculate pressure altitude #### Types of Hypoxia - [ ] review [[Types of Hypoxia]] - you don't have to become a doctor with your level of knowledge on this, but definitely should be able to give an example related to aviation for each one ## Hyperventilation - [ ] review [AIM 8-1-3: Hyperventilation](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap8_section_1.html#:~:text=Hyperventilation%20in%20Flight&text=As%20hyperventilation%20%E2%80%9Cblows%20off%E2%80%9D%20excessive,them%20with%20even%20greater%20hyperventilation.) ## Motion Sickness - for passengers - you want passengers to look outside - specifically focus on a point outside - this will help make the sensations of motion make more sense to the body ### Monoxide Poisoning - definitely consider this an emergency - remember that the majority of carbon monoxide related accidents are fatal - you will not be able to diagnose yourself once the symptoms set in ### Stress - divide stress into acute and chronic - [ ] review [PHAK Chapter 17 stress](https://www.faa.gov/sites/faa.gov/files/regulations_policies/handbooks_manuals/aviation/phak/19_phak_ch17.pdf#page=12) ### Fatigue - [ ] review this from the PHAK ### Dissolved Nitrogen in the Bloodstream - information can be found in the AIM, chapter 8-1-2(d) ## Lift Generation - [ ] review [NASA flow turning](https://www.grc.nasa.gov/www/k-12/airplane/right2.html) - [ ] review Newton's Laws - every force has an equal and opposite force - due to the shape of the wing and angle of attack, air is deflected downwards - a **FORCE** is exerted on the air, pushing it downwards by the winds - the equal and opposite force that is exerted on the wings is **LIFT** - good note about wingtip vortices causing induced drag - ground effect creates a perceived increase in performance because wingtip vortices are disturbed near the ground ### Reason for Increasing Power in Steep Turns - you need to increase angle of attack because your vertical component of lift is decreased as bank angle in increased - to produce the same amount of vertical lift AOA must be increased - the increase in AOA creates an increase in induced drag production - this results in airspeed decreasing unless additional power is added ## Left Turning Tendencies - [ ] review P-Factor - instead of saying the right side is taking a bigger "bite" you can say the right side or downward facing propeller blade has a higher angle of attack - this will create a right turning tendency when descending or at low angles of attack - spiraling slipstream - good job --- # 4/2/2024 - start your rotation at about 45 knots so that we actually lift off at about 55 knots - zoom out the MFD for departure so that you have extra situational awareness - good decision to circle when you were behind on getting the ATIS - talk a little bit slower on the radio, especially when initially calling the tower - good job noticing the incorrect frequency and verifying it to fix - good job paying attention to the ATIS noticing that the runway was closed at KORL # 4/1/2024 - don't forget about approach briefing - we almost flew into the bravo if I hadn't have intervened we would have - be very careful, even on short flights, about paying attention to airspace around you ## BAI - good job, you maintained good control of the airplane - recovery from unusual atitudes was good - remember that you are not trying to initially descend or climb back to your altitude but first want to just bring the nose back to level so that you can fully recover before beginning a climb / descent / turn # 3/27/2024 - **BUG YOUR HEADING** - you might as well have some more situational awareness when doing maneuvers - it doesn't mean you have to stare inside, but it can be nice to have a quick judge of how you're doing on your heading - don't forget to check autopilot ## Power off Stall - pay more attention to your coordination throughout the recovery - we turned about 10 degrees to the left - this is because of the left turning tendencies when adding power and increasing angle of attack ## Power on Stall - good job with coordination and recovery - just remember you add power at 55, not 65 ## Steep Turns - amazing job - great improvement with holding a steady bank angle, you've totally gotten rid of the jerkiness ## Slow Flight - good job ## Simulated Engine Failure - don't say verify with the checklist, *actually* verify with the checklist ## Turns Around a Point - great job ![[Pasted image 20240327150925.png]] --- # 3/26/2024 ## To Review - [ ] AOPA Video on CFIT <div class=iframe-container> <iframe width="560" height="315" src="https://www.youtube.com/embed/BXr3xr4rj98?si=TpRCMo2Gn9kDKUwn" 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> ## Notes from Progress Check - [x] pilotage/dead reckoning good - [x] diversion good - [x] 3500ft cruising altitude for rising terrain (2300ft elevation) very questionable - [x] Be sure to use INFLIGHT groundspeed E6B function (average) rather than instantaneous groundspeed from “heading and groundspeed” (preflight planning) function - [x] when assessing cruise performance data, you must interpolate BOTH RPM and fuel flow equally, or round them conservatively (round RPM to lower value, round fuel flow to higher value) to avoid excessively lean engine operation - [x] VOR orientation procedure (cross-radial positioning) generally correct, except using true course plotter on ForeFlight rather than compass rose on VFR sectional (variation was 15 degrees on our route!) - [x] Initially entered straight-in or right traffic at non-towered airport; questions here will focus on safety practices/procedures of traffic patterns at non-towered airports. Check out Study Subjects discord thread on this subject! ## Notes from Ground - discussed pattern entries at non-towered airports - discussed altitude selection - talked about impulsive actions in flight that could be hazardous - remember, there is almost *never* a time where you need to rush to do things in an airplane - it always comes back to **aviate, navigate, communicate** --- # 3/23/2024 - practiced diversions in the Redbird - pay close attention to what your cursing altitude should be, remember a westerly course should be even thousands plus 500 - **DON'T IGNORE CHECKLISTS IN THE SIMULATOR** - remember, you perform the way that you practice - just because this isn't in the actual airplane doesn't mean you shouldn't treat it as such, it is very important because if you get used to skipping those things you won't do them in real life - a teardrop entry is a 270 degree descending turn after passing midfield # 3/19/2024 - review for recheck ## Tasks - [x] isobar lines - [x] airmets - [x] sigmets - [x] convective sigmets - [x] thunderstorm formation - [x] stable air masses - [x] unstable air masses - [x] fronts - [x] cold front - [x] warm front - [x] occluded front - [x] stationary front - [x] weather associated with fronts ## Notes - remember that unstable conditions tend to be associated with good visibility - good job with validity times for AIR/SIG/convective sigmets # 3/18/2024 - continued ground review for items missed on progress check ## Weather Information - KNOW THE DIFFERENCE BETWEEN WHAT IS CONSIDERED A STABLE AIR MASS AND AN UNSTABLE AIR MASS - [ ] review ALL of the weather notes that I sent you - [x] isobar lines - [ ] airmets - [ ] sigmets - [ ] convective sigmets - [ ] thunderstorm formation - [ ] stable air masses - [ ] fronts - [ ] cold front - [ ] warm front - [ ] occluded front - [ ] stationary front - [ ] weather associated with fronts --- # 3/16/2024 - continued review for progress check recheck ## Weather Information - occluded front is when a faster moving cold front overtakes another slower cold front ahead of it - a stationary front is when two fronts meet and push up against one another - ATIS vs AWOS - review this - Class E weather minimums above 10,000 ft are DIFFERENT - 5sm 1,000 above and below, 1sm horizontal ## Notes - **IF YOU ARE LOST AND DON'T KNOW WHICH FREQUENCY TO USE, USE 121.5** - [ ] lookup and review all specific weather conditions that would cause AIRMETs/SIGMETs/Convective SIGMETs to be issued - good job with diversion in the redbird - *remember to take everything slowly, there is no need to rush especially if you don't have an immediate emergency* - better to take long and be prepared than to quickly rush into airspace or terrain or weather you don't want to be in ## Maggie Notes - [x] ATIS vs AWOS difference? - [x] Teardrop entry into nontowered pattern- review- we do not cut straight across into the downwind. - [x] Requirements for departing an airport diverted to- make a full stop- endorsement, flight plan, etc- email is ok. Instructor does not have to fly the route with you. - [x] Progressive taxi option - [x] Class E vs Class G wx mins & representation on chart - [x] Flight Service vs Flight Following - [x] Class B endorsement for solo student- ATC doesn’t know you don’t have an endorsement, it’s up to you to recognize when you’ve been given a clearance you’re not allowed to comply with. - [x] Lost procedures- calling a CTAF won’t help. Know how to find Approach or Departure control frequencies for nearby airports - [x] Add 15 min to ETE when filing- had discrepancies on fuel management table & time he could not explain how he got - [x] What determines if a cold front brings TS or not? - [x] Danger of flying towards a warm front? - [x] Isobars- what they tell us, what they are - [x] METAR RMK- SLP & actual T/D decoding - [x] Min wx for VFR vs IFR- ceiling requirement (stated 1,500) - [x] AIRMETs issued for what types of wx? - [x] How often TAF issued? Stated once a day - [x] Standard temp at altitude- must know to be able to understand performance effects - [x] Keep in mind to look up the floor of special use airspace for operating into airports seemingly “in” it # 3/15/2024 - reviewed items mentioned in phsae 7 progress check in preparation for the recheck - diversion in areas of high mangetic variation - make sure to verify pattern altitude - follow *everything* included in the diversion checklist and you shouldn't have a problem # 3/12/2024 - good luck tomorrow on the progress check - continue to chair fly and practice with lost procedures and diversion procedures - make sure to come in ready with the nav log prepared and ready to talk all about it ## Flight - really great job with aircraft control - landings were awesome - landing without the landing light was great - remember that you can be a little bit more aggressive with the braking when using progressive braking, the slower you get the more you can depress the brakes because there is more weight down on the wheels # 3/11/2024 - reviewed ground items on "flying at night" lesson - reviewed navlog planning for phase 7 progress check - [x] phase 7 progress check scheduled - [x] plan to fly flight portion of "flying at night lesson" on 3/12 (8-10pm) - [x] review [Bold Method Night Flying Hazards](https://www.boldmethod.com/blog/lists/2024/01/eight-things-you-need-to-consider-on-your-next-night-flight/) - [x] review [Airplane Flying Handbook: Night Operations](https://www.faa.gov/sites/faa.gov/files/regulations_policies/handbooks_manuals/aviation/airplane_handbook/12_afh_ch11.pdf) ![[Screenshot 2024-03-11 at 13.18.55.png]] ## Cross Country Flight Planning Review - **ALWAYS READ THE NOTES ON PERFORMANCE CHARTS!!** - remember to use the full navlog checklist to make sure that you're getting everything in there that you need - # 3/8/2024 ## Steep Turns - airspeeds were consistent - you lost about 150 feet of altitude during the maneuver - try to be a little bit more consistent with bank angle - the bank was within ACS standards but you were oscillating between about 40 to 45 degrees ## Slow Flight - **DON'T FORGET TO BUG YOUR HEADING!!** - airspeeds were consistent - altitudes were consistent - watch out for small deviations in in your heading which could be mainly caused by coordination problems if you're maintaining wings level ## Power off Stalls - *Never* use the ailerons when close to the critical angle of attack - if one wing drops the first priority is decreasing pitch to recover from the stall not using the ailerons to correct for the bank - second attempt was much better ## BAI - good job ## Unusual Attitude Recovery - good job - remember that the main priority is to go back to level safely, you can worry about climbing up or descending down to your starting altitude after you're recovered ## Simulated Engine Failure - **VERIFY MEMORY ITEMS ON CHECKLIST** - **VERIFY MEMORY ITEMS ON CHECKLIST** - **VERIFY MEMORY ITEMS ON CHECKLIST** - **VERIFY MEMORY ITEMS ON CHECKLIST** - **VERIFY MEMORY ITEMS ON CHECKLIST** - **VERIFY MEMORY ITEMS ON CHECKLIST** - **VERIFY MEMORY ITEMS ON CHECKLIST** - **VERIFY MEMORY ITEMS ON CHECKLIST** - **VERIFY MEMORY ITEMS ON CHECKLIST** - WE HAD PLENTY OF TIME TO DECLARE AN EMERGENCY!!!!! ## Descent and Approach - remember to do the approach briefing after getting instructions from the tower because you might brief the wrong thing --- # 3/5/2024 ## Pilot Qualifications - you need to carry with you a current government issued photo id card - you do not need to carry your logbook with you as a private pilot exercising your privileges of a private pilot ### Aircraft Documents - cockpit reference guide for the g1000 is required - the airworthiness certificate does have to be displayed "at the cabin or cockpit entrance so that it is legible to passengers or crew" [FAR 91.203](https://www.ecfr.gov/current/title-14/part-91/section-91.203#p-91.203(b)) - placards do need to always be visible to the pilot - [ ] look further into whether or not the pilot can replace these ### Currency - civil twilight is defined as the time when the sun passes above or below 6 degrees in relation to the horizon - you use this time when determining when you can log night flying time [FAR 1.1 Night](https://www.ecfr.gov/current/title-14/part-1/section-1.1#p-1.1(Night)) - you can only log night landings for currency 1 hour after sunset to 1 hour before sunrise - general definitions for *ALL* terms used in 14 CFR can be found in [FAR 1.1: General Definitions](https://www.ecfr.gov/current/title-14/section-1.1) - good note about flight review - [ ] review [FAR 61.56](https://www.ecfr.gov/current/title-14/section-61.56) to see all of the items that can be used in substitution to a flight review > Except as provided in [paragraphs (d)](https://www.ecfr.gov/current/title-14/section-61.56#p-61.56(d)), [(e)](https://www.ecfr.gov/current/title-14/section-61.56#p-61.56(e)), and [(g)](https://www.ecfr.gov/current/title-14/section-61.56#p-61.56(g)) of this section, no person may act as pilot in command of an aircraft unless, since the beginning of the 24th calendar month before the month in which that pilot acts as pilot in command, that person has— > > (1) Accomplished a flight review given in an aircraft for which that pilot is rated by an authorized instructor and > > > (2) A logbook endorsed from an authorized instructor who gave the review certifying that the person has satisfactorily completed the review. ### Medical Certificate Validity - [ ] review [FAR 61.23](https://www.ecfr.gov/current/title-14/section-61.23) to see the specific privileges that each class of certificate allows - remember that you can always look things up in the regs if you need to, that is much better than answering the question wrong, you're not expected to know every little thing but you should be able to find the source - the validity times for a medical certificate are based on the persons age when they got the examination, not their current age - it doesn't matter what their current age is. All that matters is the age they were when they got the medical certificate. If you're not sure, feel free to ask their age when they got the certificate - review [FAA Basicmed](https://www.faa.gov/licenses_certificates/airmen_certification/basic_med) requirements and limitations ### Privileges and Limitations - good job ### Currency vs Proficiency - make sure to be ready to discuss this in more detail - currency would mean that you are legally allowed to fly - proficiency would mean that you currently hold the skills and recent experience required to complete a given flight safely ## Airworthiness Requirements ### Inspections - VOR inspection is required every 30 days but only needed for IFR flight - even if you're using VORs for navigation under VFR, you don't need to do the inspection. It is a good idea, but it is not required - Annual inspection can only be performed by an IA (A&P who holds an Inspection Authorization) - a 100 hour inspection can be performed by just an A&P ### Inoperative Equipment - great job with the example of the beacon light not functioning - MELs - these are applied for at the FSDO - only apply to a specific aircraft: if we wanted to get MELs for our airplanes we would have to apply for each one of our planes ## Weather Information ### Weather Briefings - types of weather briefings - standard - you want to get this within 6 hours of departure - outlook - you want to get this within 24 hours of departure - abbreviated - this would normally be used if you have a delay or if there are major changes - [ ] plan to continue weather discussion during next session ## Airspace - flight levels are based on pressure altitude - [ ] review all types of airspace - [ ] review special use airspace - [ ] review equipment and communication requirements for all types of airspace --- # 3/4/2024 ## Diversion - you have many different methods of confirming your location - without GPS, ground reference can be the easiest if you're in a location with a lot of lakes or landmarks - don't immediately start switching to VORs if you don't need to - if the airport you're going to divert to is very close, remember that you're not in a rush to descend $\rightarrow$ assuming that you're not in an emergency situation ## Lost Procedures - GPS is always first option if available - to load a cross radial into your flight plan on foreflight, it will be something like this: $SZW333/GEF306$ ## VFR Weather Minimums - good job --- # 3/1/2024 - great job handling a non-standard taxi clearance and briefing it - overall, really great job managing the strengthening crosswinds - **amazing decisions to go around and executed at the correct time** - your radio communications were clear, concise, and smooth --> this is a great improvement you were never rushing to get through a radio call # 2/26/2024 - unable to complete "second solo flight lesson" because of gusting and shifting winds ## Weather Briefings - you are required to obtain weather information [FAR 91.103](https://www.ecfr.gov/current/title-14/part-91/section-91.103#p-91.103(a)) - [ ] review [ForeFlight: legal weather briefing article](https://support.foreflight.com/hc/en-us/articles/204038815-What-is-the-legality-of-the-weather-briefing-for-Part-91-operations) - one of the advantages of using 1800wxbrief or foreflight for a weather briefing is that it is recorded ## Weather Information - good job with [[VFR Weather Minimums]] ## Runway Incursion Avoidance - good job - remember to always brief your taxi route on the airport plate, you should draw the full route onto it even when you're familiar with the airport --- # 2/20/2024 - did not complete "second solo flight" lesson as planned because pattern full - switched to practice FAA practical exam maneuvers and maintain proficiency ## Taxi - don't forget about checking the autopilot - **LEAN THE MIXTURE!!** ## Takeoff - good job ## Unusual Attitudes - huge improvement - good job ## Simulated Engine Failure - **DON'T FORGET TO VERIFY WITH THE CHECKLIST** - you always want to get yourself setup abeam your touchdown point so that you can exit on an approximate downwind leg - good job picking a touchdown point and using flaps and slip to make it down there ## Power On Stall - good job ## Slow Flight (clean) - remember that 55 is the target airspeed ## Turns Around a Point - great improvement on the second one ![[IMG_0115.jpeg]] ![[IMG_0116.jpeg]] ## Approach and Short Field Landing - **DON'T FORGET TO FINISH THE DESCENT AND APPROACH CHECKLISTS** - you need to do the approach briefing, even at familiar airports # 2/19/2024 ## Pre-Flight / Taxi - when checking the flight controls, go in a full box so that you can check the flight controls are free for a full deflection in any direction - don't forget about the chalks ## Takeoff (Normal) - good job with callouts - good job setting crosswind correction - slow it down a little bit, there is no reason to be rushing. The runway is yours when you're cleared to takeoff ## Steep Turns - great job - with your bank angle, try initially to make small adjustments - this will allow you to find the sweet spot of how much aileron pressure is required and adjust accordingly ## Turns Around A Point ![[IMG_0112.jpeg]] ## S Turns ![[Pasted image 20240219140617.png]] ## Power-Off Stall - remember to descent 100 feet before starting to pitch up ## Power-On Stall - don't forget to bug your heading ## Unusual Attitude Recovery - nose low attitude - Power **THEN** bank **THEN** Pitch (in that order) ## BAI - good job # 2/16/2024 ## Traffic Pattern - remember that we cannot land at private airfields without prior approval - pay close attention to runway numbers and always plan your entry to be as standard as posisble - [ ] review [Traffic Pattern Entry: Pilot Workshops](https://pilotworkshop.com/tips/traffic-pattern-entry/) ## Weather Information ### METARs - [ ] review the [METAR Decode Key](metar-decode-key.pdf) - [ ] practice with [[Cool METARS]] and [[Cool TAFs]] - $-$ indicates light intensity - $A02$ indicates the station has a precipitation discriminator - $DSNT$ indicated distant - $TSB$ is a combination of two symbols - $TS$ indicates thunderstorms - $B$ indicates beginning time (number of minutes pas the hour) - $SLP$ indicates sea-level pressure - $OCNL$ indicates occasional ### Aviation Surface Forecast ![[Present Weather Legend.png]] ### Surface Analysis Chart - troughs are areas of relative low pressure - review [[Surface Analysis Chart]] ## Converting Zulu Time to Local Time (Eastern) ### Not Daylight Savings - local time $=$ zulu time $-\space 5$ - zulu time $=$ local time $+ \space 5$ ### During Daylight Savings - local time $=$ zulu time $-\space 4$ - zulu time $=$ local time $+ \space 4$ --- # 2/14/2024 ## Plan for Lesson - [x] Finish lesson "Polishing your Cross Country Skills" - [x] Practice Systems and Equipment Malfunctions - [x] Practice Lost Procedures - [x] Perform a Diversion ## Notes - lean mixture again before takeoff $\rightarrow$ use the number of fingers out to keep a relatively accurate measurement of where it was ## Lost Procedures - remember, you can always use pilotage first and identify common landmarks around you to determine your position - when in doubt, use the easiest method of determining your position - I will have you practice each method so that you're prepared for the worst case scenario, but that doesn't mean you should do the hardest method in real life ## Diversion - good job - be a little bit more careful when diverting to somewhere close, you want to get a full understanding of your exact position before diverting so that you can make sure you're not going to bust any airspace ## Short Field Landings - remember that the distance from your aiming point should be: groundspeed $\times \space 5$ - speeds on final were good - tended to overshoot touchdown point - don't forget about flaps when you touch down ## Takeoff / Landing Notes - **GREAT DECISIONS TO GO AROUND!!** - you did them at the perfect time - executed properly - *don't* forget about crosswind corrections on takeoff and landing --- # 2/13/2024 ## Traffic Pattern Entry Procedures - Always double check that the runway you have picked lines up with the wind - good job checking on the sectional to see which runway has a right hand pattern ## Weather Briefings - you can't just get an outlook and then abbreviated briefing - outlook briefings are meant to be used to get a general understanding of the weather, and abbreviated briefings are used when your departure time changes or you want to get specific information about changing conditions ## Performance Calculations - ***ALWAYS READ THE NOTES SECTION OF ALL PERFORMANCE CHARTS** - *MCP* stands for maximum continuous power --- # 2/10/2024 ## Plan for Lesson - [x] Review lost procedures and VOR orientation procedures ## Notes - you are required to *plan* for an alternate, you just don't have to file one - it is always a good idea to file an alternate regardless of the regulations - [ ] review [FAR 91.103: Preflight Action](https://www.ecfr.gov/current/title-14/section-91.103) ## VFR Weather Minimums - good job knowing what they are - remember that the main purpose of these weather minimums is for traffic separation between VFR and IFR aircraft - because of this, VFR weather minimums have nothing to do with whether or not it is safe to fly in the conditions, but whether or not you would be able to avoid traffic coming out of the clouds - **JUST BECAUSE YOU CAN LEGALLY FLY IN THE WEATHER CONDITIONS DOESN'T MEAN THAT YOU SHOULD** # 2/9/2024 - [x] private pilot written exam completed and uploaded to FSP - [x] review of missed questions - [x] endorsed for the areas missed ## Basicmed - [ ] review [BasicMed Information](https://cfi.fyi/lessons/technicalsubjects/aeromedical/basicmed) ## Weather - [[Surface Forecast Legend.png]]: ![[Surface Forecast Legend.png]] ## Hot Spots - areas where there is the potential for a Runway Incursion - [ ] review [Runway Incursion Avoidance Lesson](https://cfi.fyi/lessons/technicalsubjects/incursionavoidance) ## Right of Way Rules - [ ] 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) - converging aircraft, the least maneuverable aircraft has the right of way, but otherwise the aircraft on the right hand side has the right of way ## Ground Effect - caused by the reduction in induced drag from the disruption of wingtip vortex - [ ] review [Bold Method: Ground Effect](https://www.boldmethod.com/learn-to-fly/aerodynamics/ground-effect-why-your-plane-floats-during-landing-touchdown/) ## Cruise Performance - *Always* calculate the standard temperature at your altitude and compare it - **ALWAYS READ THE NOTES FOR ALL PERFORMANCE CALCULATIONS!!!!!!!!** --- # 2/5/2024 - moved FAA written exam to Wednesday (2/7/2024) ## Altitudes - *Pressure Altitude*: altitude reading you will get if you set the altimeter to 29.92 - *Density Altitude*: pressure altitude corrected for non-standard **temperature** ## $V_x$ vs $V_y$ - $V_x$ is best *angle of climb* - for a given distance, this speed will give you the greatest altitude gain - use this if you want to get over an obstacle - $V_y$ is best *rate of climb* - for a given amount of time, this speed will give you the greatest altitude gain - use this if you want to climb as quickly as possible ## Airworthiness Requirements ### Required Inspections - great job ### Required Documents - great job - registration is only valid for *7 years* ### Pilot Documents - great job ### Airworthiness Directives - good job ### Inoperative Equipment #### Minimum Equipment List - we do not have MELs for our airplanes #### Landing Light Example - remember that you shouldn't just check the KOEL but also regulations ([FAR 91.205](https://www.ecfr.gov/current/title-14/section-91.205)) - [ ] review [[VFR Instrument and Equipment Requirements]] (A TOMATO FLAMES FLAPS) ## Medical | Age when you got medical | 1st | 2nd | 3rd | | | ---- | ---- | ---- | ---- | ---- | | lt;40$ | 12 months | 12 months | 60 months | | | $\geq 40$ | 6 months | 12 months | 24 months | | ## Expense Sharing - your friend *CANNOT* pay for your lunch if you take him somewhere, because that would be considered compensation ## National Airspace System - great job with VFR weather minimums - [ ] review [National Airspace System Lesson](https://1drv.ms/w/s!AtlIdUfWw473gplZcOpe8XsQKC_xNg?e=pcbVuD) - [ ] continue practicing identifying airspace on the VFR sectional - [ ] Class E to surface - you can use obstacles on the sectional to identify the elevation of the area: altitude MSL - altitude AGL = local terrain elevation ## Aeromedical Factors - [ ] review [[Hypoxia]] types and supplemental oxygen requirements ### Fatigue - we can divide fatigue into acute and chronic #### Acute Fatigue - Acute fatigue is tiredness after a period of short term physical or mental exertion. - Potential Causes: - Lack of rest the night before - A recent stressful event - Treatment: - Rest #### Chronic Fatigue - Chronic fatigue can be thought of as insufficient recovery from many periods of acute fatigue. - Unfortunately, this can make it more difficult to diagnose and treat, as there needs to be lifestyle considerations taken into account. - Potential Causes: - Chronic stress - Inability to sleep well - Busy lifestyle with little downtime - Treatment: - Sufficient rest - Solving issues with sleep (sleep apnea/insomnia) - Reducing overall stress - Lifestyle changes ## Electrical System - [ ] review electrical system information in the POH and the UND diagram for the electrical system --- # 2/2/2024 ## VFR Weather (airport) | VFR | | ---- | | ceiling greater than 3,000 ft | | visibility greater than 5sm | ## Compass Errors - remember the acronym *ONES* - Opposite north, exaggerate south - when entering a turn from the north, the magnetic compass will initially show a turn in the opposite direction - when entering a turn from the south, the magnetic compass will initially show a turn in the correct direction but faster than the airplane is actually turning ## Altitudes - pressure altitude: the altitude when the pressure setting is set to 29.92 - pressure altitude formula: $(29.92 -$ altimeter setting$) +$ elevation - density altitude: pressure altitude corrected for non-standard temperature - density altitude formula: pressure altitude $+(120 \times ($outside air temperature $-$ standard temperature$))$ ## Latitude and Longitude - [ ] review [Sectional Latitude and Longitude](https://www.globalair.com/articles/understanding-sectional-charts-lines-of-latitude-and-longitude-?id=5181) - [ ] --- # 1/31/2024 - review of practice tests in preparation for written exam - [ ] review weather information --- # 1/30/2024 - nice job catching the incorrect transponder code - *always* go through the full pre-maneuver checklist before beginning any maneuver - overall good improvement with staying ahead of the airplane when headed back to the airport ## Takeoff - remember, it is always your decision whether or not to take a "no delay" takeoff - if you're not ready, or just not comfortable with it, simply say "unable" ## Steep Turns - remember to slow down below $V_A$ before beginning maneuver - this can be done by setting 2200 RPM (from the SOPS) - good job going between looking outside and inside - altitude was good throughout, but gained about 50 feet in the initial entrance ## Slow Flight (landing config.) - be very carful to monitor your reference point to maintain heading - if you don't have enough right rudder in, it will cause you to slowly turn to the left from - remember to sync your heading bug ## Power On Stall - good job during the entrance - remember, you don't need to pitch the nose down with a lot of force - release back pressure on the ## Diversion - good job $\rightarrow$ I can tell you've reviewed these ## Landings - great decision to go around - good job with crosswind corrections for the strong crosswind --- # 1/24/2024 - review of missed questions on private pilot written exam ## Phase 7 Quiz Review - corrected and uploaded to FSP ### Heading Indicator - this does not suffer from magnetic deviation because the magnetometer is located on the left wing away from other electronics and away from the flap motor (located on the right wing) - utilizes a magnetometer to get its readings - [ ] review page on [[Heading Indicator and Magnetic Compass]] ### VFR Cruising Altitudes - remember, these are based on *magnetic course* - [ ] review [[VFR Cruising Altitudes]] ## Written Exam Review - [ ] detonation - [ ] types of fog - [ ] cloud types - [ ] cumulonimbus mamma --- # 1/23/2024 - further reviewed questions missed on previous practice FAA written exams - conducted proctored practice written exam ## For Next Time - [ ] continue to review questions from practice exams - [ ] go over phase 7 quiz ## Things to Review - [ ] [Pilot Institute: TRSA](https://pilotinstitute.com/trsa-airspace-explained/) ### RAIM - receiver autonomous integrity monitoring - requires at least *five* satellites ### Calculating Pressure Altitude (Formula) - pressure altitude $= (29.92 -$ altimeter setting$) \times 1000 +$ field elevation ### Compass Errors #### Acceleration and Deceleration Errors - Acronym *ANDS* - Accelerate-North, Decelerate-South - This will be opposite in the southern hemisphere - Accelerate $\rightarrow$ Compass shows turn to the north - Decelerate $\rightarrow$ Compass shows a turn to the south #### Turning Errors - Turn from a northerly heading $\rightarrow$ Compass indicates a turn in the opposite direction - *ONES*: Opposite North, Exaggerated South - When rolling out of a turn, you need to properly overshoot or undershoot based on your latitude ## Proctored Written Exam - [ ] things to review - [x] review changes required on attitude indicator - [x] compass errors (acceleration / turning errors) - [x] military training routes - [x] military operations areas (MOAs) - [x] TRSA --- # 1/22/2024 ## Phase 6 Quiz Review ### Surface Analysis Charts - the lines displayed are isobar lines - these are lines of equal pressure ### Locating ATC Frequencies - these can be found on the sectional - frequencies found in the chart supplement should also be used when operating on or near airports $\rightarrow$ this can be useful to quickly figure out which frequency should be used - you can also find this information on ForeFlight ## Written Exam Review - [ ] [Signup Link to Schedule Exam](https://faaidentity.psiexams.com/identity/Account/Login?returnUrl=/identity/connect/authorize/callback?client_id%3Dpan-enterprise%26response_type%3Did_token%2520token%26scope%3Dopenid%2520profile%2520email%2520acr%2520tenant%2520ppolicy%2520useradmin%2520paymentProcessingApi%26state%3DOpenIdConnect.AuthenticationProperties%253DcdV42netUZI8ScXJ1tMNzXwTqIncf5wltoAzQtNg_tTVXVClP6UQgl4Rlwwos7j2du9xvkxzz72zO5OsSzkTiVkn9HxWbycJOaCnOPL0XotmBUvGFixN0BedApmoldyUH4qNpQ%26response_mode%3Dform_post%26nonce%3D638411348040847837.MmFhOTg1Y2UtNzkyOC00MzA2LTg5M2UtYzgzM2Y3MzMwYjEwZTkxZGU5ZDYtZDI0ZS00MGRkLWFiMGYtMDYzOTRjNTVlMTc0%26acr_values%3Dtenant%253A9db6ab08-a5e4-4501-8578-9eddc36d7ab6%2520nameorder%253AFCG%2520ppolicy%253AHigh%2520auvun%253Atrue%2520usertype%253Aclienttenant%2520userclass%253A1%26max_age%3D1800%26redirect_uri%3Dhttps%253A%252F%252Ffaa.psiexams.com%252FFAA%252Fsignin-oidc) ### Things to Review - [ ] [Runway Incursion Avoidance Lesson](https://cfi.fyi/lessons/technicalsubjects/incursionavoidance) - [ ] airport signs - [ ] airport markings - [ ] airport lighting ### Missed Questions on Previous Exam - Certification requirements, recent flight experience, and recordkeeping - Part 68 BasicMed privileges and limitations - Effects of Temperature - Altitude selection accounting for terrain and obstacles, glide distance of the airplane, VFR cruising altitudes, and the effect of wind - Estimated time of arrival to include conversion to UTC - Weight and balance - Aft center of gravity will result in better cruise performance because the horizontal stabilizer will cause less loading on the wings and thus allow for a lower angle of attack meaning less overall induced drag - Powerplant and propeller - Pitot-static, vacuum/pressure, and associated flight instruments - airport markings, signs, and lights - Proper radio communication procedures and ATC phraseology - Right-of-way rules - Effects of atmospheric conditions, including wind, on takeoff and climb performance - Collision hazards, to include aircraft, terrain, obstacles, wires, vehicles, vessels, persons, and wildlife - A stabilized approach, to include energy management concepts - Wind correction techniques on takeoff/departure and approach/landing - Emergency Locator Transmitter (ELT) operations, limitations, and testing requirements - Maneuvering speed, including the impact of weight changes - Aerodynamics associated with stalls in various airplane configurations, to include the relationship between angle of attack, airspeed, load factor, power setting, airplane weight and center of gravity, airplane attitude, and yaw effects - Correlation (pitch instruments/bank instruments) - Documenting in-flight/postflight discrepancies ## Aeromedical Factors - [ ] review my [Aeromedical Factors Lesson](https://cfi.fyi/lessons/technicalsubjects/aeromedical) ### Hypoxia #### Supplemental Oxygen Requirements - [ ] review [FAR 91.211: Supplemental Oxygen Requirements](https://www.ecfr.gov/current/title-14/chapter-I/subchapter-F/part-91/subpart-C/section-91.211) - these are regulatory 1. At cabin pressure altitudes above 12,500 feet (MSL) up to and including 14,000 feet (MSL) unless the required minimum flight crew is provided with and uses supplemental oxygen for that part of the flight at those altitudes that is of more than 30 minutes duration; 2. At cabin pressure altitudes above 14,000 feet (MSL) unless the required minimum flight crew is provided with and uses supplemental oxygen during the entire flight time at those altitudes; and 3. At cabin pressure altitudes above 15,000 feet (MSL) unless each occupant of the aircraft is provided with supplemental oxygen. - [ ] review [AIM 8-1-2(a)(6): Hypoxia](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap8_section_1.html) - these are recommendations 1. above 10,000 ft during the daytime 2. above 5,000 ft at night #### Carbon Monoxide Poisoning - [ ] review the checklist for carbon monoxide - remember that the heater passes air over the exhaust manifold which will could become contaminated #### Types of Hypoxia ##### Hypoxic Hypoxia Caused by increased pressure altitude or a blocked airway. Can be thought of as not enough oxygen being able to enter into the lungs. This is the most common occurrence of hypoxia in aviation. ##### Hypemic Hypoxia Caused by blood not being able to take up oxygen and transport it. Carbon monoxide poisoning is an example of this. The hemoglobin in your body will bind to the Carbon Monoxide instead of oxygen, and therefore transport it instead. ##### Stagnant Hypoxia Caused by the circulatory system not being able to circulate enough oxygenated blood throughout the body. This could be caused by high g maneuvers in airplanes, where the body can't push oxygenated blood into the brain. Additionally, stagnant hypoxia can be caused by diseases like sickle cell anemia, or hypothermia, which causes blood vessels to constrict. ##### Histotoxic Hypoxia Caused by cells not being able to use the oxygen that is transported to it. This can often times be caused by the use of alcohol or drugs which impair cell functions in accepting oxygen. The best example of this would be cyanide poisoning, which directly prevents cells from using oxygen and is fatal. ### Motion Sickness - advise passengers to focus outside on a point and avoid abrupt movements ### Checklists - good not about the preflight risk assessment matrix - [ ] *IM SAFE* checklist (review this!!) - Illness - Medication - Stress - Alcohol - Fatigue - Eating / Emotion - [ ] *PAVE* checklist - Pilot - Aircraft - enVironment - External Pressures ### Alcohol Regulations - good job - [FAR 91.17: Alcohol or Drugs](https://www.ecfr.gov/current/title-14/chapter-I/subchapter-F/part-91/subpart-A/section-91.17) ### Dissolved Nitrogen - good job finding the information in the AIM ### Fatigue - [ ] review the types of fatigue ## Ignition System - good job - [ ] review the [Impulse Coupler](https://www.youtube.com/watch?v=DAntiSOgh5k) --- # 1/20/2024 - *ALWAYS* verify checklist items during all phase changes and when approaching the airport - these need to be done ## Unusual Attitudes - remember, the stops for a nose low attitude are 1. reduce power 2. correct bank 3. increase pitch - airspeed indicator should always be your primary instrument when figuring out how you should recover ## BAI - great job maintaining aircraft control - *don't* forget about checklists during these phases ## Short Field Landings - good job making your point - don't forget about adding nose up trim - don't forget about pulling the flaps once we touch down - the braking and aerodynamic baking was great # 1/19/2024 ## Weather - remember that *ALL* weather is caused by *uneven heating of the earth's surface* ### Requirements for Thunderstorm Formation 1. moisture (high humidity) 2. lifting action 3. Unstable Lapse Rate (unstable conditions) #### Lapse Rate - refers to the rate that the temperature decreases as altitude is increased - a higher lapse rate means that warm air moving upwards doesn't have time to equalize with the surrounding temperature and therefore continues to rise in the atmosphere - *This is very important to remember when thinking about weather* ### Air Masses - Large bodies of air that take on the characteristics of the surrounding area or the source region - Generally identified as polar or tropical based on temperature characteristics and maritime or continental based on moisture content - Continental polar air mass - Forms over polar region and brings cool, dry air with it - Maritime tropical air mass - Form over warm tropical waters and bring warm, moist air with it - An air mass passing over a warmer surface is warmed from below, and convective currents form, causing the air to rise, this creates an unstable air mass with good surface visibility - Moist, unstable air causes cumulus clouds, showers, and turbulence - An air mass passing over a colder surface does not form convective currents but instead creates a stable air mass with poor surface visibility - Smoke, dust, and other particles cannot rise out of the air mass and are instead trapped near the surface #### Cold Front - Mass of cold, dense, and stable air advances and replaces a body of warmer air - Move rapidly (25 to 30 mph) but can also be faster - Dense and stays close to the ground - Pushes the air in front of it up rapidly causing the temperature to decrease suddenly and the creation of clouds - Steeper frontal slope than a warm front  #### Warm Front - Warm air advances and replaces a body of colder air - Move slowly (10 to 25 mph) - Falling barometric pressure - Warm air is lifted and temperature drops, causing condensation and clouds/precipitation - In the summer months, thunderstorms are likely to develop  ## Airworthiness Requirements - good job on required inspections - review A TOMATO FLAMES - registration is typically valid for 7 years ## Principles of Flight - good job on determining when the forces are equal ### Drag - Induced drag is related to the production of lift - as angle of attack increases, induced drag will increase ### Lift - [ ] review [Lift from Flow Turning Website](https://www.grc.nasa.gov/www/k-12/airplane/right2.html) ## Medical Certificates - [ ] review the below information about medical certificates ### First Class Certificate A first class certificate is required for the following operations: - Exercising the PIC privileges of an airline transport pilot certificate - Exercising the SIC privileges of an airline transport pilot certificate in a flag (flight does not begin and end in the Contiguous United States) or supplemental operation in part 121 that requires three or more pilots - When serving as a required pilot flightcrew member in an operation conducted under part 121 if the pilot has reached his or her 60th birthday Essentially, we can think of first class medicals as being required for airline (part 121) operations. ### Second Class Certificate A second class certificate is required for the following operations: - SIC privileges of an airline transport pilot certificate in part 121 (other than the ones outlined above requiring a first class medical) - Privileges of a commercial pilot certificate in an aircraft other than a balloon or glider - Privileges of a commercial pilot certificate with a balloon class rating for compensation or hire, excluding flight instruction ### Third Class Certificate A third class certificate is required for the following operations: - Exercising the privileges of a private pilot certificate, recreational pilot certificate, or student pilot certificate - Exercising the privileges of a flight instructor certificate and acting as the pilot in command or as a required flightcrew member - Performing the duties as an Examiner in an aircraft when administering a practical test or proficiency check for an airman certificate, rating, or authorization #### Third Class Certificate Exemptions [FAR Part 61.113(i): Medical Certificate Exemptions](https://www.ecfr.gov/current/title-14/chapter-I/subchapter-D/part-61/subpart-E/section-61.113#p-61.113(i)) A pilot may operate under BasicMed if all of the following conditions are met: - The aircraft is authorized to carry not more than 6 occupants, has a maximum takeoff weight of not more than 6,000 pounds, and is operated with no more than 5 passengers on board - The flight is not carried out at an altitude more than 18,000 feet MSL, outside the United States unless authorized by the country where the flight is conducted, or at an indicated airspeed exceeding 250 knots - The pilot has available in their logbook the completed medical examination checklist required under FAR 68.7 and the certificate of course completion required under FAR 61.23(c)(3) ### Validity Times - can be found in [61.23](https://www.ecfr.gov/current/title-14/part-61/section-61.23#p-61.23(d)) - remember that the valid times are based on the age you were when you got the certificate in the first place --- # 1/17/2024 - the reason for putting ground / ATIS on com 2 and tower on com 1 is so that we will essentially always do a radio check for both coms before takeoff - don't forget to check transponder (1200) ## Navigation (Pilotage) - be very careful when using pilotage to identify when you're able to climb below the bravo shelf ## Lost Procedures - overall good job - continue to practice with these procedures so that you can be faster (particularly using VORs to identify your position) ## Diversion - continue to practice with this in the ground trainer - you want to consider all airspace and terrain along your new route and make sure that you have enough fuel to make it --- # 1/16/2024 - [ ] review [Bold Method: Class G airspace information](https://www.boldmethod.com/learn-to-fly/airspace/class-g-airspace-rules-explained/) ## Contacting Flight Service - [ ] review [Contacting Flight Service](https://pilotworkshop.com/tips/comm-fss/) ## Diversion Procedures - good job - just remember that you want to head in the general direction of your alternate (if terrain / airspace isn't a factor) ## Lost Procedures - good job - [ ] continue to review these so that you have them down ## VFR Weather Minimums - [ ] review [VFR Weather Minimums Quizlet](https://quizlet.com/866796223/vfr-weather-minimums-flash-cards/?funnelUUID=1df7241f-7049-4b8d-a9de-c83e1a767e05) --- # 1/15/2024 - [ ] review [Weather information](onenote:https://d.docs.live.net/f78ec3d6477548d9/DocsFiles/Documents/Personal/Flying.one#Weather%20information&section-id={0D2AF78D-244D-E14F-9560-F8735AE56815}&page-id={F0551BFF-9F8E-406F-BFB6-B3FECF97A3B8}&end) - [ ] review [VFR Weather Minimums Quizlet](https://quizlet.com/866796223/vfr-weather-minimums-flash-cards/?funnelUUID=1df7241f-7049-4b8d-a9de-c83e1a767e05) - [ ] review [V Speeds Quizlet](https://quizlet.com/861725628/v-speeds-c172s-flash-cards/?funnelUUID=719ce96e-27d7-4343-a79c-53aeff419e29) ## Pitot Static Instruments / G1000 Instruments - [ ] review [PHAK Chapter 8: Pitot Static Instruments](https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/faa-h-8083-25c.pdf#page=203) - [ ] review [G1000 Instruments](https://avionicswest.com/Articles/AHRS.html) ## Weather Briefings ### Standard - Most complete information and a more complete picture - Should be obtained prior to the departure of any flight and used during flight planning - Contains - Adverse conditions - VFR flight not recommended if weather is not considered acceptable - Synopsis – overview of the larger weather picture - Current condition – current ceilings, visibility, winds, and temperatures - En route forecast - Destination forecast - Forecast winds/temps aloft - NOTAM information - ATC delays – advisory of any known ATC delays - Other information ### Abbreviated - Shortened version of standard briefing - Should be requested when a departure has been delayed - Can be used to update a previous briefing to only include the relevant information that has changed ### Outlook Briefing - Should be used when a planned departure is more than 6 hours in advance - Good for flight planning information and to get a general picture of the weather conditions that can be expected ## VFR / MVFR / IFR / LIFR Airport Conditions | Conditions | LIFR | IFR | MVFR | VFR | | ---- | ---- | ---- | ---- | ---- | | Ceiling | less than 500 ft | 500 ft to less than 1,000 ft | 1,000 to 3,000 ft | greater than 3,000 ft | | Visibility | less than 1sm | 1sm to less than 3sm | 3sm to 5sm | greater than 5sm | ## Icing Hazards - Is hazardous to all four forces of flight - Frost also counts as icing - [ ] read [Bold Method: Icing Article](https://www.boldmethod.com/lists/2019/11/8-ways-icing-affects-your-aircraft/) ## AIRMETs / SIGMETs / Convective SIGMETs ### AIRMETs - ZULU - Icing and freezing levels - TANGO - turbulence / surface winds . low level wind shear - Sierra - IFR conditions and mountain obscuration ## Thunderstorms - [ ] Bold Method: [Flying Around Thunderstorms](https://www.boldmethod.com/blog/lists/2022/06/7-facts-every-pilot-should-review-about-thunderstorms/) - [ ] Bold Method: [How Thunderstorms Form](https://www.boldmethod.com/learn-to-fly/weather/how-thunderstorms-form-instability-lapse-rate/) ### Phases ![[Pasted image 20240115134611.png]] - Cumulus stage - Lifting action of the air begins - Clouds continue to increase in vertical height - Strong updrafts prohibit moisture from falling - Lasts about 15 minutes - Mature stage - Most violent time period - Moisture is too heavy for the cloud to support - Creates a downward motion of air - Violent turbulence exists - Dissipating stage - Downdrafts spread out and replace the updrafts needed to sustain the storm ### Types of Thunderstorms - Air mass thunderstorms - Occur at random in unstable air - Last for an hour or two - Generally result of surface heating - Steady state thunderstorms - Associated with weather systems - Fronts, converging wind , and troughs aloft force upward motion - Updrafts become stronger and last much longer than in air mass storms - Squall line - Narrow band of active thunderstorms - Often develops on or ahead of a cold front in moist unstable air --- # 1/13/2024 - don't forget about nav lights $\rightarrow$ these are required from sunset to sunrise - Verify all airspace along your route - we almost busted the Bravo - this is something that cannot happen - always pre brief how you're going to enter into the pattern at any airport you're planning on going to - good job troubleshooting frequencies - nice job with VOR navigation - remember, when headed TO the vor, set the reciprocal radial and look for the TO fla - when headed away FROM the vor, set the radial you're on and look for the FROM flag - always verify the identifier # 1/12/2024 ## Definitions of night time > [!info] Definition of Night Time > "Night" means the time between the end of evening civil twilight and the beginning of morning civil twilight, as published in the Air Almanac, converted to local time. > > [FAR 1.1: Definitions](https://www.ecfr.gov/current/title-14/chapter-I/subchapter-A/part-1/section-1.1) > > > This is when you can begin to log night time > [!info] Night Currency > Night takeoff and landing currency is based on takeoffs and landings that occur 1 hour after sunset to 1 hour before sunrise > > Because of this, you could land during the "night" and have that landing not count towards your currency > > [FAR 61.57(b)](https://www.ecfr.gov/current/title-14/part-61/section-61.57#p-61.57(b)) ## Night Illusions - [ ] Review lesson on night operations - [Night Operations Lesson](https://onedrive.live.com/view.aspx?resid=F78EC3D6477548D9!27955&authkey=!AO5B8NqrlLGzXzI) --- # 1/8/2024 - double check that oil temperature has risen above 100 degrees before beginning run up - steep turns - good job - add power a little bit earlier - cancelled the solo portion because of increasing crosswind component --- # 1/5/2024 - be prepared to use landmarks for navigation around the airport area in case you get strange instructions from the tower - good job staying on your heading and identifying waypoints along your route - be prepared to write in your navlog - it can be a lot when you're trying to fly the airplane at the same time - this is something that you can practice easily in the ground trainer - GREAT DECISION TO GO AROUND - good decision to change your altitude when there were clouds that wouldn't allow you to maintain VFR --- # 12/20/2023 - short and soft field practice at X23 - KORL - X23 - KORL - teardrop entry - nice job making radio calls throughout - distance extending out was great and allowed for entry into normal downwind - good job with descending turn - short field takeoffs - great job using maximum available space - set crosswind correction when entering runway - good job holding obstacle barrier speed - short field landings - speeds were great - be more aggressive with adding brakes - bring flaps up immediately after touchdown - soft field takeoff - good job not using brakes on runway - hold more elevator back pressure during the takeoff roll $\rightarrow$ nose should be a little bit higher - be more aggressive with forward pressure after rotation to stay in ground effect - this will allow for additional safety if we encounter wind shear - airspeed is low so exiting ground effect early could cause a stall - soft field landings - good job with airspeeds - continue to hold back elevator until the elevator stalls - don't use brakes - good job navigating - GREAT JOB WITH RADIO CALLS!! - autopilot notes - be extra cautious with the autopilot - when descending, or in any phase change, pay attention to the flight instruments and remember that you may have to intervene with power changes or disconnecting the autopilot if it does anything you don't expect - good job navigating - GREAT JOB WITH RADIO CALLS!! - autopilot notes - be extra cautious with the autopilot - when descending, or in any phase change, pay attention to the flight instruments and remember that you may have to intervene with power changes or disconnecting the autopilot if it does anything you don't expect # 12/19/2023 - takeoff and landing practice - DON'T forget to bug your altitude - make sure to test the autopilot before beginning taxi - watch out for your extended downwind $\rightarrow$ you don't want to get off of your desired track - ![[IMG_0038.jpeg]] - you can see a few times when we were passing the approach end you tended to follow colonial - allow the airplane to touch down when it is ready - especially with gusting winds, it is important that you hold the proper round out altitude and be gentle with the flare - don't flare when you would normally flare, feel the controls and notice when the airplane starts to descent as an indicator of when you should flare - great job with the decisions to go around - pay attention to your flaps and don't forget to retract them because that can cause you to not climb at your desired climb rate - you don't need to call the tower immediately, but once the airplane is stabilized let them know you are going around - continue to work on your radio communications - great job handling the gusting winds and thermals --- # 12/13/2023 - cancelled flight due to high crosswind component (too high for solo flight) --- # [[Previous Notes - Jacob Flake]] --- andrehebra.github.io/student-notes/Students/Jacob-Flake/Notes.html