# Checkride Review Oral - awesome job with pilot qualifications # Course Completion - [x] BRING IN ORIGINAL MEDICAL CERTIFICATE!!!!! - [ ] complete [[nickolas-logbook-audit.pdf]] - [ ] finish totaling logbook - [ ] take written exam - [ ] review deficiencies from written exam # Still Need to Review - [x] review [Bold Method: Ground Effect](https://www.boldmethod.com/learn-to-fly/aerodynamics/ground-effect/) - [ ] review [Bold Method: True vs Indicated Airspeed](https://www.boldmethod.com/learn-to-fly/aerodynamics/why-true-airspeed-increases-with-altitude/) - [x] review [[Pitot Static Instruments]] - [ ] review [[Heading Indicator and Magnetic Compass]] - [ ] you need to know the compass acceleration and turning errors - [ ] review [Bold Method: Altimeter](https://www.boldmethod.com/learn-to-fly/systems/how-does-an-aircraft-altimeter-work-in-flight/#:~:text=Reading%20The%20Altimeter,(2%20%3D%20200%20feet).) --- # 2/27/2025 - basicmed requirements - good job - memory items $\rightarrow$ good job with engine fire in flight - good job with AIRMET / SIGMET / Conv SIGMET - V speeds $\rightarrow$ great job - maneuvering speed changes with weight - good job talking about what we can do - think about reaching the limit load factor - CG changes - good job - skidding vs slipping turns - good job - spin recovery (why we reduce power) - good job - airspace - you need ADSB above a charlie but not below - class G standard airspace would be G up to 14,500 feet - on the sectional, airports will have their runways drawn out when the length of the runway exceeds 8069 feet, on the tac they will be drawn out when the length exceeds 1500 feet - ADIZ - can cross with a DVFR flight plan - need radio station license and restricted radio telephone operator permit - human factors - good job - good job with hyperventilation sinuses, alcohol, and drugs - systems - remember that one of the main factors you want to think about during detonation is cooling the engine, and with that is increasing airflow to the engine - electrical system # 1/27/2025 - flight practicing maneuvers marked unsatisfactory on end of course flight - [ ] all landings unsatisfactory ## Steep Turns - great job $\rightarrow$ well within ACS tolerances # 1/21/2025 - [ ] ==***you have to know all required bold checklist items by heart, this is imperative***== ## Notes from End of Course Flight Task A. Preflight Assessment: - [x] Unsat PA.II.A.K2: He did not know the total capacity of the oil. He was not able to determine if the Pilot Operating Handbook assigned to the airplane (Serial Number Matching). Also, he did not answer any questions about placards. Task B. Flight Deck Management - [ ] Unsat. PA.II.B.K2: He never announces doing or completing any of the checklists. He never verified any of the checklists. Half the time I was not aware of which checklist he was doing. Area of Operation V. Performance Maneuvers and Ground Reference Maneuvers Task A. Steep Turns: - [ ] Unsat. PA.V.A.S5: Climbed 120 feet on the right turn. He did not correct for altitude deviation. He rolled out 2 degrees from the entry heading, but continued to climb outside of ACS. Area of Operation VI. Navigation Task A. Pilotage and Dead Reckoning - [ ] Unsat. PA.VI.A.R2: He did a great job with pilot and dead reckoning. His times were spot on. However, he got distracted with his nav log and loss situational awareness, descended and climbed multiple times outside of the ACS perimeters Area of Operation VIII. Basic Instrument Maneuvers Task A. Straight-and-Level Flight - [x] Unsat. PA.VIII.A.S2: Climbed and descended outside of ACS Area of Operation IX. Emergency Operations Task A. Emergency Descent - [ ] Unsat. PA.IX.A.K2: He was not able to do the memory items - [x] Unsat. PA.IX.A.S5: He maintained 109 knots for the entire maneuver - [ ] Unsat  PA.IX.A.S6: He did not verify the checklist. Task B. Emergency Approach and Landing (Simulated) - [x] Unsat. PA.IX.B.S1: Glide airspeed was outside of ACS. - [x] Unsat. PA.IX.B.R2: He was too high over the field because of an incorrect set up, trying to forward slip with flaps at 10 degrees, he would have floated past the selected field.If items were not mentioned above, it was either incomplete or satisfactory.Areas to review: - [x] Review how to properly check the autopilot. - [x] It took him 17 minutes to complete the diversion checklist. I would practice some more diversion with him. The good thing was he was heading towards KISM and he avoided Disney's TFR. - [x] He was not bugging altitude and heading throughout the entire flight. ## Notes from End of Course Oral - [x] Review hours required for private pilot - [x] Review medical valid times said 1st class for vaild 12 months, then became 2nd class for 24 months, then 3rd - [x] Review basic med limitations told me old limitations found in 61.113 of ECFR - [x] Review additional endorsements HP, complex, Pressurized, tail wheel, type ratings - [x] Review other reasons registration may expire 30FTDUC - [ ] ==***review [Private Pilot Acronyms](https://solarflyer.aero/wp-content/uploads/2019/12/vfr-pilot-acronyms-cheat-sheet-free-download.pdf)***== - [x] Review AD types - [ ] ==***review [AD types](https://www.faa.gov/aircraft/air_cert/continued_operation/ad/type_pub)***== - [x] Review where to find preventive maintenance part 43 appendix A thought it was in part 91 - [x] Use the flow chart for inop equipment, you have to show how you know it’s not required asked - [x] beacon and standby airspeed indicator - [x] airmet/sigmet/conv sigmet - [x] Said convective sigmet come out every 2 hours valid for 6 - [x] Sigmet said come out every 2 hours valid for 4 - [x] AIRMETs said valid for 4 hours come out 2 hours - [x] Said could fly in AIRMET Zulu - [x] Knew conditions for each - [ ] ==***review AIM chapter 7***== - [x] Said high pressure sucks air in and low pressure blows out - [x] Need to review weather associated with various fronts - [x] Said TAF is 30NM forecast, had to look up how often it’s updated - [x] Subtracted 4 instead of 5 hours for converting to local time - [ ] ==***practive converting from local to zulu time and from zulu to local time***== - [x] Said wind chart numbers where wind speeds - [x] Review notam meaning and how to decode - [ ] ==***practice reading these***== - [x] weight and balance - [x] Could explain where arm is measured from, Datum point - [x] Review moment meaning - [x] Review 91.103 NWKRAFT - [ ] ==***review this!!!***== - [x] Said we squawk 7500, for general emergency - [x] Said stall speed with flaps is 48 - [ ] ==***you HAVE to have all of the v speeds memorized, this is just something you can never mess up***== - [ ] this isn't just something for the checkride you cannot fly safely without knowing your v speeds - [x] Couldn’t explain VNO - [x] For Va - [x] said 2400 is 98 - [x] Said 2100 is 90 - [x] Was able to explain the aircraft would stall before overloading but couldn’t explain full scale of - [x] deflection of a single control surface in one direction. - [ ] Aerodynamics: - [x] Said if flying vertically pitch and angle of attack would both be 90 - [x] Couldn’t explain slipping vs skidding turns - [ ] ==***you HAVE TO KNOW THIS!!!!***== - [x] PARE - [ ] said reducing power was to stop accelerating down - [ ] ==***YOU HAVE TO KNOW THIS!!!***== - [x] Review elevator forward, first said not to crash into ground - [ ] ==***review this!!!!!***== - [ ] Systems: - [x] Engine/ignition/prop/oil- had to look up how propeller is connected to crankshaft, said only one - [x] magneto has impulse coupling, review how many sensors are in oil system, had to look up what psi - [x] low pressure annunciatior comes on at - [ ] Fuel- didn’t have timeElectrical- didn’t have time - [ ] ==***REVIEW THESE***== - [ ] Incomplete items: - [ ] Airspace - [ ] ==***REVIEW THESE***== - [ ] Human factors - [ ] ==***REVIEW THESE***== # 12/30/2024 ## Steep Turns - good job - good job noticing the roll out - good job noticing the slight loss of altitude ## Power off Stall - outside of tolerances for heading during the recovery - good note about not being coordinated in the stall ## Power on Stall - good note about how you should have not entered into the maneuver from that point headed towards the clouds ## Unusual Attitudes - be a little bit more aggressive rolling out of the bank on the nose low attitude ## Basic Attitude Instrument Flying - good note about how you went below your altitude ## VOR Navigation - good note about setting the radial ## Normal Landing - good note about the round out being too high ## Soft Field Takeoff - good note about the not holding the nosewheel off the ground - remember that if we are holding short waiting for takeoff you can always specifically brief what you are planning on doing ## Short Field Landing - good note about being too short - REMEMBER THAT YOU CAN ALWAYS GO AROUND IF YOU ARE NOT GOING TO MAKE YOUR POINT!!!! --- # 12/6/2024 - [ ] TOTAL YOUR LOGBOOK!! - good explanation of maneuvering speed - left turning tendencies # 12/2/2024 - [ ] review [Bold Method: Maneuvering Speed](https://www.boldmethod.com/learn-to-fly/aerodynamics/va-designed-maneuvering-speed-how-it-protects-your-aircraft/) - [ ] review [Bold Method: Flying in the Yellow Arc](https://www.boldmethod.com/learn-to-fly/aerodynamics/is-it-ok-to-fly-in-the-yellow-arc-cruise-descent-phases/) - [ ] review [Bold Method: Why does Stall Speed Increase with Bank Angle](https://www.boldmethod.com/learn-to-fly/aerodynamics/why-does-aircraft-stall-speed-increase-with-bank-angle-aerodynamic-load/) - [ ] review ![[Load Factor]] - [ ] review ![[Load Factor in Turns]] - [ ] review ![[Load Factor and Stall Speed]] # 11/29/2024 - [ ] review left turning tendencies - [ ] review why maneuvering speed changes with weight - [ ] continue to review ADSB requirements - [ ] continue to work on and practice lift explanation, although much better explanation this time # 11/15/2024 - need to speak up on the radio, you are hard to hear and understand - about 10 degree turn to the left during the recovery from power on and power off stall ## Steep Turns - good job - altitude, speed, headings and bank good ## Slow Flight (Landing Config) - airspeed -5/+12 - lost about 100 feet during the initial entry - did not roll out of turn on heading ## BAI - gained about 300 feet initially - went to 10 degree bank initially instead of 15 ## Turns Around a Point ![[Pasted image 20241115110453.png]] - too wide (about a mile across) - did not overfly equidistant points selected ## S Turns - loss of 200 feet - unsatisfactory --- # 11/24/2024 - outside of personal minimums to fly - good job reviewing, but keep up the work!!!! There is still a lot of stuff to get through ## Aerodynamics - [ ] review [PHAK Chapter 5: Aerodynamics](https://www.faa.gov/sites/faa.gov/files/07_phak_ch5_0.pdf) - [ ] review [PHAK Chapter 6: Flight Controls](https://www.faa.gov/sites/faa.gov/files/08_phak_ch6.pdf) # 11/9/2024 - [ ] need to review everything more, when you are confused about something reach out to me so that I can help you, but I can't help you when you are not reviewing and studying both the ACS and the things that I give you - [ ] there are many things here that I have linked you multiple times but you still do not have an understanding of and there is not much more that I can do to help you have to be the one to study these topics ## Density Altitude - fewer oxygen molecules for the same volume of air means that less fuel can be combusted in each cylinder volume ## Fog - [ ] review [[Fog Types#Precipitation Induced Fog|Precipitation Induced Fog]] ## Inoperative Equipment - the standby attitude indicator does not have a circuit breaker because it is not an electrical component - the vacuum pump is engine driven, it is also not an electrical component - you cannot "disconnect" the standby attitude indicator, and therefore you would only need to placard it as inoperative ## Performance and Limitations - need to review effects of aft and forward CG on cruise performance and how it relates to stall speeds and stall recovery --- # 11/8/2024 - end of course ground preparation ## Pilot Qualifications ### Recent Flight Experience - good job ### Medical Certificates - second class is talking about commercial certificate requirements - first class relates to part 121 ### BasicMed - good job ## Airworthiness Requirements ### Preventative Maintenance - here is a list of preventative maintenance that you can perform [AOPA Preventative Maintenance Examples](https://www.aopa.org/news-and-media/all-news/2012/june/01/answers-for-pilots-preventive-maintenance) ### Required Inspections - Annual has to be done by an A&P IA (inspection authorized) - don't forget about pitot static system and airworthiness directives - [ ] review [CFI Notebook Aircraft Inspections](https://cfi-notebook.com/topics/aircraft-inspections/) ### Required Documents - good job - don't forget about radio station license and radio operator permit for international flying ### Inoperative Equipment - you can fly if something is required in the comprehensive list but not required for your type of operation. Think about how the standby attitude indicator is required in the comprehensive equipment list but not required for VFR flight in the kinds of operations equipment list - good note about placarding and disconnecting inoperative equipment ## Weather Information - [ ] review [[Fog Types]] ## Cross Country Flight Planning - [ ] review [FAA Intercept Procedures](https://www.faasafety.gov/files/notices/2010/Oct/Intercept_Procedures.pdf) ## Airspace - good job ## Performance and Limitations ### Density Altitude Effects - the engine does not produce as much power at higher density altitude because there are fewer oxygen molecules for the same volume of air entering into each cylinder, this means that less fuel can be combusted at a higher density altitude - leaning the mixture does not bring a higher volume of air into the cylinder it simply reduces the amount of fuel going in ### Leaning the Mixture - [ ] review [Why do we lean the mixture?](https://www.globalair.com/articles/why-do-we-lean-the-mixture-?id=4756) - [ ] review [Bold Method: Density Altitude](https://www.boldmethod.com/learn-to-fly/performance/density-altitude-what-it-is-performance/) ### Weight and Balance - [ ] review [Bold Method: CG Effects on Performance](https://www.boldmethod.com/learn-to-fly/performance/how-does-cg-affect-aircraft-performance/0) ### Lift Generation - [ ] review ![[Lift Generation Examples]] ### Drag - not bad ## Systems ### Flight Controls - good job ### Electrical System - good job - [ ] continue to review each electrical bus and the components on each - make sure that you call it "electrical bus 1" instead of "bus 1" ### Heater - good job ### Starter - good job ### Ignition System - good job - remember they are not electromagnets, the only electromagnet is in the alternator ### Powerplant - good job --- # 11/1/2024 ## Weather Information ### Fog - you need to know this stuff and not look it up - [ ] review advection fog - [ ] review radiation fog - [ ] review steam fog - [ ] review upslope fog ## Drag - [ ] review interference drag ### Induced Drag - induced drag typically decreases as airspeed decreases because flying at a higher airspeed requires a lower angle of attack - higher airspeed $\rightarrow$ lower angle of attack $\rightarrow$ less induced drag ## Lift Generation - you *have* to understand how angle of attack is related to lift production, otherwise your explanation and understanding is incomplete - saying "more angle of attack generates more lift" doesn't explain in any way how increasing angle of attack generates more lift, thats just stating a correlation - [[Lift Generation Examples#**Force = Mass x Acceleration**|LIFT IS A FORCE, YOU NEED TO KNOW WHAT A FORCE IS]] - From [[Newton's Laws]] (second law) of motion, a force **F** is produced when a mass **m** is accelerated - $F=m \times a$ - An **acceleration** is a change in velocity $V$ with a change in time $t$ - $F=m\times \frac{V_1-V_0}{t_1-t_0}$ - We have written this relationship as a difference equation, but it is recognized that the relation is actually a differential from calculus - $F=m\times \frac{dV}{dt}$ - $dV =$ change in velocity of the fluid - $dt =$ difference in time - $\frac{dV}{dt} =$ acceleration ## Pitot Static System - if the static system is blocked and the alternate static is not working you can break the glass on one of the instruments that uses the static system to bring in cabin air pressure - need to know what kind of errors you would see with the static port blocked, I have had these linked on your notes for a long time ## Heading Indicator and Magnetic Compass - the heading indicator still reads magnetic variation, it doesn't have deviation because the indicator is located on the left wing which is away from the electrical components of the aircraft ## Powerplant - the intake and exhaust valves are opened from lobes on the camshaft ## Electrical System - review next time ## Oil System - review next time --- # 10/28/2024 - [ ] [Private Pilot Oral Exam Guide Book](https://www.amazon.com/Private-Pilot-Oral-Exam-Guide/dp/1619544598) ## Currency Requirements - good job ## Airworthiness Requirements - KOEL stands for "kinds of operations equipment list" - remember that the requirement for the beacon light to be on comes from a legal interpretation that says that it is part of the anti-collision lighting system - good job with special flight permits - required documents -> good job ## Weather Information ### Atmospheric Stability - good job ### Clouds - good job ### Thunderstorms - remember that the most dangerous phase of a thunderstorm is when it is in the mature stage ### Icing - good job ### Fog - [ ] review [Bold Method: Fog](https://www.boldmethod.com/blog/lists/2024/06/these-six-types-of-fog/) ### Obstructions to Visibility - volcanic ash will show up in a SIGMET <div class='iframe-container'><iframe width="560" height="315" src="https://www.youtube.com/embed/YYwN1R8hVsI?si=fxzwb8SnIcC_yLcw" 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> ### In Flight Weather Information - good note about not using nexrad to avoid storms due to the delay ## Flight Planning - ==**NEED TO KNOW IM SAFE AND PAVE CHECKLISTS**== ## Lift Generation - [ ] review [[Lift Generation Examples]] ## Stalls - [ ] review [8MA Stall Aerodynamics](https://fly8ma.com/topic/stall-aerodynamics/) ## Drag - [ ] review [Bold Method: Induced Drag](https://www.boldmethod.com/learn-to-fly/aerodynamics/how-induced-drag-works-lift/) - you *have* to know what induced drag is and when it is produced and why - [ ] review [Bold Method: Parasite Drag](https://www.boldmethod.com/learn-to-fly/aerodynamics/parasite-drag-and-your-airplane/) - you can't have to look these up, you have to have an actual understanding of these concepts ## Systems ### Pitot Static System - airspeed indicator - need to know how the standby airspeed indicator works ### Electrical System - pretty good job, just remember each of the electric busses and which item is on each one - good job with the alternator ### Powerplant - the engine is horizontally opposed - good job talking about horsepower, displacement ### Ignition - good job ### Starter - good job --- # 10/18/2024 ## Turns Around a Point - these are always done to the left, not to the right - its harder to do it to the right anyways - loss of about 150 feet ![[Pasted image 20241018101307.png]] ## S Turns - did not make any corrections to bank angle at all throughout the maneuver - held bank at 40 degrees # 10/14/2024 ## Pilot Qualifications - there is nothing legally stopping you from going over 250 knots - there is nothing stopping you from flying an airplane more than 6,000 pounds - you have a valid medical certificate, [FAR 61.113(i)](https://www.ecfr.gov/current/title-14/part-61/section-61.113#p-61.113(i)) does not apply to you ### Medical Certificates - your medical certificate does not downgrade, a first class medical is always a first class medical but the privileges change ### Documents Required to Exercise Private Pilot Certificate - don't forget about pilots certificate!! ### Currency Requirements - you don't need to do day or night currency landings with the administrator - the flight simulator can be used if it is "approved by the administrator for landings" - [ ] review [FAR 61.56](https://www.ecfr.gov/current/title-14/section-61.56) to know what a flight review is and when you need to complete one ## NOTAMs - [ ] review [NOTAM Types](https://www.boldmethod.com/blog/lists/2018/01/7-types-of-notams-you-need-to-know/) --- # 10/5/2024 - ==**PRE MANEUVER CHECKLIST!!!!!!**== - clearing turns should be done just before entering into the maneuver - do not do a clearing turn and then roll out and make a position report before the maneuver - the point is to clear the area it doesn't help much to do a clearing turn and then go to an area that you haven't cleared ## Steep Turns - loss of 120 feet during turns ## Power on Stall - good job ## Slow Flight - loss of 300 feet during maneuver - speed too low ## Short Field Landing - too fast on final approach # 10/4/2024 ## Performance and Limitations ### Increases in Density Altitude - remember that you don't need to generate more lift as the density altitude increases, it becomes more difficult to generate the same amount of lift - if the air is less dense, for the same volume of air entering into the engine there are fewer oxygen molecules that are in that same volume - this means that you cannot combust as much fuel and therefore cannot produce as much horsepower - this is also the reason why it is necessary to lean the fuel air mixture the higher up in altitude that you go so that you are keeping the same approximate ratio of fuel molecules to air molecules - [ ] look into why we lean the mixture and what that is actually doing ## Pilot Technique and Performance - [ ] review these videos <div class="iframe-container"> <iframe width="560" height="315" src="https://www.youtube.com/embed/8PBUVMCbmFQ?si=6neq54UXio6RABoF" 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/sTo4GGRExGE?si=Qp_zqpBfBWtpeY0n" 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> ### Effects of CG - [ ] review [Bold Method: CG](https://www.boldmethod.com/learn-to-fly/performance/how-does-cg-affect-aircraft-performance/) ## Systems ### Flight Controls - remember that when you trim nose up the trim tab on the elevator points downwards - it generates lift upwards which is then used to push the elevator upwards - [ ] look into why we use hydraulic fluid is used in the brakes ## Weather Information - [ ] review [[Atmospheric Stability]] --- # 9/30/2024 - you need to study the ACS and every single item on it. At your current pace you will not make progress towards a private pilot certificate unless you live this. It has to be what you are doing all the time. STUDY STUDY STUDY ## Pilot Qualifications ### BasicMed - [ ] review ![[BasicMed]] ### Required Documents - ==**YOU DO NOT NEED TO CARRY YOUR LOGBOOK WITH YOU AS A PRIVATE PILOT**== - ==**YOUR PILOT CERTIFICATE NEVER EXPIRES**== - ==**YOU DO NOT NEED TO GET A "RECHECK" IF YOU HAVEN'T FLOWN IN 6 MONTHS**== - you have to have all currency requirements memorized, you cannot have to look this up - need to know what category and class of airplane we fly - need to know what category and classes are related to pilots certificates - need to know what aircraft require type ratings ## Airworthiness Requirements ### Required Inspections - unable to recall all required inspections - annual can only be done by an A&P IA - review what Special Airworthiness Information Bulletins are ## Aeromedical Factors ### Supplemental Oxygen Requirements - if you're at 13000 feet for 40 minutes, you have to use supplemental oxygen for 10 minutes - $40-30=10$ minutes --- # 9/28/2024 ## Weather Information - good job talking about convective SIGMETs - [ ] review surface analysis legend and frontolysis and frontogenesis as well as how squall lines are depicted ![[Surface Analysis Chart]] ### PIREPs - good job ### Surface Winds - good job ### TAF - good job ## Aeromedical Factors]] ### Hypoxia - [ ] review ![[Hypoxia]] - [ ] review confirmation bias and expectation bias --- # 9/27/2024 ## Pilot Qualifications - you don't need to keep your logbook with you as a private pilot even if you require an endorsement for that flight - currency requirements - you need to do 3 takeoffs and landings within the preceding 90 days as PIC to carry passengers during the day time - you need to do 3 takeoffs and landings to a full stop 1 hour after sunset to 1 hour before sunrise to carry passengers at night - [ ] review [FAR 61.57(a)(1)](https://www.ecfr.gov/current/title-14/part-61/section-61.57#p-61.57(a)(1)) - medical certificates - you have a first class certificate - review how long medical certificates are valid for - [ ] review the requirements for [BasicMed](https://www.faa.gov/licenses_certificates/airmen_certification/basic_med) - you need to have previously held a medical certificate after July 14,2006 - cannot carry more than 5 passengers - aircraft requirements - Any aircraft authorized under federal law to carry not more than 6 occupants - Has a maximum certificated takeoff weight of not more than 6,000 pounds - proficiency vs currency - pretty good job but work on making your answer more fluid - you know that you're going to be asked about it - high performance aircraft - you require a high performance endorsement for aircraft with an engine more than 200 horsepower - [ ] review [61.31(f)(1)](https://www.ecfr.gov/current/title-14/part-61/section-61.31#p-61.31(f)(1)) - again, you do not need to carry your logbook with you for this ## Weather Information - METAR and SPECI - good job - atmospheric stability - if we have standard temperature and pressure at the airport that does not mean that the atmosphere is stable - review [Bold Method: Instability](https://www.boldmethod.com/learn-to-fly/weather/thunderstorm-instability-how-they-form/) - the most direct cause of this has to do with the lapse rate - a higher lapse rate would mean that the atmosphere has less resistance to vertical motion - you would not expect unstable conditions with a lower lapse rate, this would be stable - Icing - our airplane is not certified for flight into known icing conditions - [ ] review [[Known Icing Conditions.pdf]] - icing build up causes - decrease in lift production - increase in drag - increase in weight - decrease in thrust - you can have ice build up on the propeller - the static port does not measure outside air temperature - this is measured by the outside air temperature probe which is on top of the cockpit - NEXRAD - [ ] review what nexrad is (you should know this!) - [ ] review the limitations of nexrad systems in the airplane --- # 9/24/2024 - Broke VFR weather minimums climbing out to apopka practice area ## Steep Turns - cleared the wrong direction for the turn to the left - clearing turn should be done just before entering into the maneuver - do not roll out of clearing turn and then make a position report that defeats the purpose of doing a clearing turn - +13 degrees off during first rollout from heading - lost 120 feet during turns ## Slow Flight (Landing Config) - did not go straight into maneuver after clearing turn - lost 120 feet during entry - airspeed -5 of target ## Retuning Back to Airport - came too close to tower (look up obstacle clearance requirements) ## Short Field Landing - about 100 feet short of chosen point - unable to recall calculating distance form aiming point to touchdown point # 9/21/2024 - you have to study like crazy for us to move forward. I will not recommend you for the end of course progress check until you meet the ACS standards and the standards to fly safely. - STUDY! - GO TO TUTORING! - GO TO SEMINARS! - Ask for help with tutoring in the CFI applicant chat on discord - reach out if you need help with anything. I can always provide resources to you and I will do that for free ## Scenario: ALT FIELD Circuit Breaker Pops - what are the risks with pushing the circuit breaker back in? What would go into the decision to do so? What if you don't have a suitable airport nearby to land at? What could ATC help you with? - unable to recall the risks associated with pushing the circuit breaker back in ## Electrical System - we do not have a 4 volt alternator ## Powerplant + Ignition System - review impulse coupling ([[Ignition System]]) --- # 9/20/2024 - the total fuel capacity of the airplane is 56 gallons, the usable fuel capacity is 53 gallons - don't tell people to look inside of the cockpit if they start to feel airsick, you want them to focus outside of the airplane to have a better reference for motion and how the airplane is moving - roger means understood. It does not mean yes. Affirmative means yes - loaded guard instead of practice area frequency - stated that 121.5 is the frequency for Apopka ## Steep Turns - waited about a minute after doing clearing turns before starting the maneuver - loss of 120 feet - airspeed decreased by about 15 knots - did not add power during initial turn which caused decrease in airspeed - could not recall ACS tolerances for the maneuver ## Slow Flight - did not bug heading - loss of 200 feet during maneuver - airspeed within tolerances - heading deviation of 15 degrees during recovery from maneuver ## Power off Stall - recovery pretty good - did not pitch up high enough during climb out, prioritized flap retractions ## Power on Stall - well coordinated - a little bit too aggressive nose down pitch during recovery - lost about 300 feet during entry before adding power ## Unusual Attitudes - incorrect recovery - added full power in nose down attitude - altimeter is not the instrument that you should look at first - primary instrument is the airpseed indicator and then the attitude indicator - recover from bank angle before pitching the nose up --- # 9/16/2024 - mock oral check ride - unable to fly due to IFR conditions at airport - all systems unsatisfactory - turning tendencies unsatisfactory - aeromedical factors unsatisfactory - go to tutoring - go to Wednesday night seminars - you need to go to these and study like crazy. We will not move forward until all ACS items are satisfactory. This will require a huge amount of studying. - [ ] review [[Hyperventilation]] - [ ] review [[Middle Ear and Sinus Problems]] - [ ] review [[Spatial Disorientation]] - [ ] review [[Electrical System]] - [ ] review [[Library/Systems/Powerplant|Powerplant]] - you *have* to know the name of the engine we have - generates 180 horsepower at 2700 RPM - 360 stands for 260 cubic inches of displacement - horizontally opposed means that the cylinders oppose one another - unable to recall camshaft or crankcase - [ ] review where the magnetometer is located and where the flap motor is - [ ] review adverse yaw - adverse yaw if not a turning tendency - p factor is not a right turning tendency - unable to explain p factor - gyroscopic precession is a right turning tendency when pitching the nose up - there is ==**NO GYROSCOPE**== in the G1000 (the vacuum pump is only used for the standby attitude indicator) - [ ] review [Bold Method: AHRS](https://www.boldmethod.com/blog/learn-to-fly/systems/how-does-an-attitude-indicator-work-round-dial-and-glass-panel/) --- # 9/14/2025 - congratulations on passing your written exam! - reviewed missed questions on written test - [ ] review [[Hypoxia]] - [ ] review [[Supplemental Oxygen Requirements]] # 9/9/2024 - got written exam scheduled for 9/13/2024 on PSI exams ## Cross Country Flight Planning ### VOR Navigation - generally will want to switch between VOR stations halfway between points - remember that the accuracy of a VOR will decrease as you get further away because a $1 \degree$ change will result in a larger distance off course - [ ] review ![[VHF Omnirange (VOR)]] - [ ] review ![[Distance Measuring Equipment (DME)]] - [ ] review [Bold Method: Victor Airways](https://www.boldmethod.com/blog/lists/2023/07/7-things-pilots-should-know-about-victor-airways/) - otherwise good job ## Weather Information - good job with forecast and weather briefing - ==**DON'T JUST SAY AN ANSWER, IF YOU ARE NOT SURE LOOK IT UP AND TAKE THE EXTRA FEW MINUTES TO GET IT CORRECT THE FIRST TIME**== - you have the information in your head, but work on your explanations of things like you would explain them to someone who didn't understand the concept - practice doing this to family members, friends, or just talk to yourself about it out loud - remember that the checkride isn't just about knowing things but also about communicating those things properly to an examiner ### Thunderstorms - I know you know this but work on your explanation a little bit to make it sound more fluid ## National Airspace System - pretty good job, review all symbology - [ ] review [Class G Airspace: Bold Method](https://www.boldmethod.com/learn-to-fly/airspace/class-g-airspace-rules-explained/) --- # 9/6/2024 - [ ] practice with the electronic E6B ## Aircraft Stability - [ ] Review [Bold Method: Stability](https://www.boldmethod.com/learn-to-fly/aerodynamics/3-types-of-static-and-dynamic-stability-in-aircraft/) - make sure that you know dynamic and static stability ## Magnetic Deviation Vs Variation - [ ] review the differences between magnetic deviation and deviation ## Ignition System / Starter - ==THE IGNITION SYSTEM AND THE ELECTRICAL SYSTEM ARE NOT CONNECTED. A FAILURE OF THE ELECTRICAL SYSTEM WILL NOT CAUSE THE ENGINE TO FAIL== - [ ] review [[Ignition System]] ![[Ignition System]] - [ ] review [[Starter]] ![[Starter]] # 8/30/2024 - you need to consistently go to tutoring, and try to go to the Wednesday seminars - need to keep practicing with written tests, we gotta keep moving forward!!! - go through each item on the ACS and review, this is going to take a huge amount of time reviewing, you need multiple hours a day - don't just say an answer that you feel is right in the moment, you need to know the correct answer or look it up ## Written Test Prep ### Aft CG - [ ] review [Bold Method: Aft CG Cruise Performance](https://www.boldmethod.com/learn-to-fly/performance/how-does-cg-affect-aircraft-performance/) - ![[Screenshot 2024-08-30 at 9.14.45 AM.png]] - ![[Screenshot 2024-08-30 at 9.15.10 AM.png]] ### Conditions Required for Icing 1. temperature below freezing 2. visible moisture - steam fog can be extremely dangerous for icing <div class=iframe-container> <iframe width="560" height="315" src="https://www.youtube.com/embed/QdbR3Jba7A4?si=4Y8vF19PzMVqzZ8X" title="YouTube video player" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen></iframe> </div> ## Mock Oral Preparation ### Weather Information - reviewed weather briefing for cross country flight #### Requirements to Issue a SPECI ![[Pasted image 20240830095135.png]] ### Atmospheric Stability - [ ] review [[Atmospheric Stability]] ![[Atmospheric Stability]] ### Thunderstorms and Microbursts - [ ] review [National Weather Service: Microbursts](https://www.weather.gov/bmx/outreach_microbursts) ### Frost + Icing - [ ] review [Icing](https://www.weather.gov/source/zhu/ZHU_Training_Page/icing_stuff/icing/icing.htm) --- # 8/26/2024 ## Written Test Review ### Review what Advisory Circulars Are > [!info] [Advisory Circulars Definition](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap0_cfr.html) > The FAA issues Advisory Circulars (AC) to inform the aviation public in a systematic way of nonregulatory material. Unless incorporated into a regulation by reference, the contents of an advisory circular are not binding on the public. Advisory Circulars are issued in a numbered subject system corresponding to the subject areas of the Code of Federal Regulations (CFR) (Title 14, Chapter 1, FAA). ### Supplemental Oxygen Requirements - [ ] review [[Supplemental Oxygen Requirements]] ### Alcohol and Drugs - [ ] review this!!! > [!info] [No person may act or attempt to act as a crewmember of a civil aircraft—](https://www.ecfr.gov/current/title-14/part-91/section-91.17#p-91.17(a)) > > Within 8 hours after the consumption of any alcoholic beverage; > > > While under the influence of alcohol; > > > While using any drug that affects the person's faculties in any way contrary to safety; or > > > While having an alcohol concentration of 0.04 or greater in a blood or breath specimen. Alcohol concentration means grams of alcohol per deciliter of blood or grams of alcohol per 210 liters of breath. ### Left Turning Tendencies - did not know P-factor - [ ] review [Bold Method: Left Turning Tendencies](https://www.boldmethod.com/learn-to-fly/aerodynamics/why-you-need-right-rudder-on-takeoff-to-stay-on-centerline-during-takeoff/) - [ ] review [Bold Method: Attitude Indicator](https://www.boldmethod.com/blog/learn-to-fly/systems/how-does-an-attitude-indicator-work-round-dial-and-glass-panel/) ### Lift and Center of Pressure - the center of pressure moves forward - [ ] review [Aerodynamics of Stalls](https://fly8ma.com/topic/stall-aerodynamics/) ## Detonation and Pre-Ignition - [ ] review [Detonation](https://blog.amsoil.com/what-is-engine-detonation/) - [ ] review [FAA pre-ignition](https://www.faasafety.gov/files/notices/2019/Jul/Preignition.pdf) ### Flight Review - must be completed every 24 calendar months - can be substituted by completing another certificate or rating ## Mock Oral Test ### Currency Requirements - need 3 takeoffs and landings within the preceding 90 days for daytime passenger carrying currency - during night time the landings must be completed to a full stop ## Medical Certificate Validity - first class privileges on a first class medical will expire in a year (under 40) but third class privileges will remain for 5 years ## Required Documents (Pilot) - need to have valid government issued photo id ### Proficiency Vs Currency - need to know the differences between the two ### Required Documents (aircraft) - good job ### Required Inspections - Annual inspection has to be done by an A&P IA - ELT - 12 calendar months - half the batteries useful life - 1 hour of cumulative use ### Airworthiness Directives - you can find the ones that are applicable to us in the maintenance logs ### Minimum Equipment List - did not know what it is - review and practice checking if the airplane is airworthy with inoperative equipment # 8/19/2024 - take a practice test EVERY SINGLE DAY TO IMPROVE YOUR SCORE - we cannot move forward until you complete these - [ ] review [Special Airworthiness Certificate](https://www.faa.gov/aircraft/air_cert/airworthiness_certification/sp_awcert/restrict) # 8/10/2024 - started red folder and placed course completiuon checklist, drivers license, and student pilot certificate inside ## Written Test Review - need to review wingtip vorticies and what causes them - when would these be the strongest? - is this related to angle of attack? - KNOW YOUR VFR WEATHER MINIMUMS - the angle of attack decreases from the wing root to the wing tip on *most* training aircraft - this is so that the wing root will stall first and therefore you can retain some aileron control approaching higher angles of attack (this does **NOT** mean you should use the ailerons close to a stall) --- # 7/29/2024 - double check different runways available and which one you want to pick to land on - don't just think which one has the most convenient pattern entry if the winds are calm, you might as well choose the longest runway with the best concrete - you will never regret landing on a longer runway --- # 7/22/2024 - need to be able to calculate leg times - this is a basic thing you have to do for every single cross country flight ## Flight Plans - good note about flight following not being guaranteed ## Performance and Limitations - further aft CG will increase cruise speed - [ ] review [Bold Method: How does CG affect aircraft performance?](https://www.boldmethod.com/learn-to-fly/performance/how-does-cg-affect-aircraft-performance/) ## Systems - Air data computer also computes outside air temperature ### Electrical System - [ ] lookup when the standby battery engages on its own #### Alternator - unable to recall rectifier - unable to tell difference between alternating current and direct current - you have to study these things in depth - the point is to have a full understanding of what you are studying, not to memorize the correct answer. This is about you being able to safely fly, it takes hundreds of hours of dedicated studying to reach that point ## Magnetic Compass - [ ] review [[Heading Indicator and Magnetic Compass]] - [ ] review acceleration errors - unable to recall compass acceleration and turning errors - took long time to find magnetic compass turns guide in SOPs - this is something that you should know about immediately and find quickly because you have already reviewed the SOPs - I have linked this in your notes as well and have marked it as something you should review for weeks - magnetic deviation - good note about what deviation is and that the HSI doesn't have it - the magnetometer is what gives heading information to the HSI (GMU 44) $\rightarrow$ read about it in G1000 pilots guide - good note about it being located in the wing so it avoids deviation ## Required Equipment - unable to recall VFR night required equipment - had to look up ## Airspace - could not recall ADIZ - did not know what is required to enter - National Security Area - did not know what is required to enter or what it was - [ ] review [[Other Airspace]] ## Cruising Altitudes - guessed incorrect cruising altitude for flight from KORL to KSSI - altitudes are based on magnetic course, not true course --- # 7/20/2024 ## Soft Field Takeoff - crosswind corrections in the wrong direction - not quite enough nose high attitude during takeoff roll ## Simulated Wing Fire - forgot to do sideslip - do not have emergency procedure memorized - once prompted, sideslip was done in the incorrect direction ## Steep Turns - did not reduce power before entry, started well above $V_A$ - didn't bug heading ## Simulated Engine Failure - good job - nice landing spot choice - good setup circling in the downwind ## BAI - ==USE STANDARD RATE TURNS IN IMC (typically 15 degrees of bank at normal cruise speeds)== ## Lost Procedures - you need to be faster with this, continue to practice ## Diversion - need to be faster with this - continue to practice this in the ground trainer --- # 7/18/2024 - [ ] I would recommend going to open study hours to have some of your questions answered - [ ] review how the alternator works - [ ] review electrical system as a whole - make sure you fully understand all of the symbols used on the VFR sectional - STUDY STUDY STUDY!! - I want to see at least two more practice written tests done --- # 7/15/2024 - [ ] organize your foreflight documents!! it will make it easier to find things, you can put them into different folders ## Pitot Static System - [ ] review [[Pitot Static Instruments]] - remember that you have alternate static that will take a reading from inside of the cockpit - static pressure simply refers to ambient pressure - we can think of ram pressure as the pressure entering into the pitot tube, this is how we measure airspeed - pressure ==DECREASES== as altitude is increased - this is how an altimeter is actually able to read your altitude - the standard pressure decrease is 1 inch of mercury per 1,000 feet ## G1000 - [ ] review [G1000 Pilots Guide: System Overview](https://static.garmin.com/pumac/190-00498-08_0A_Web.pdf#page=21) - need to know, at *bare minimum* the air data computer and attitude and heading reference system ## Equipment Requirements - KOEL stands for kinds of operations equipment list - CEL stands for comprehensive equipment list - need to know A TOMATO FLAMES, this **HAS** to be memorized --- # 7/8/2024 - reviewed missed questions on written test - reviewed airspace - unsatisfactory on special use airspace, this needs to be down before I can recommend you for the progress check - reviewed weight and balance - unsatisfactory - review weight and balance in the POH - you have to study this stuff like crazy. I cannot help you move foreward in the course if you do not study this stuff. I cannot walk you through each individual thing. I want you to progress here and save money but the only way that is possible is if you study and practice at home. --- # 7/2/2024 - short and soft field landing practice at X04 - incorrect traffic pattern entry at X04 - make sure to think more about how you are going to enter, if unsure you can always draw this out on the sectional on foreflight - better job with checklist usage - make sure to not just do the flows but to also verify them with the checklist to make sure that you didn't miss anything - don't forget about the before landing checklist and doing the approach briefing - high RPM setting coming back in and in the traffic pattern at KORL # 7/1/2024 - did not fly because of high gusting crosswind and lower cloud layer - reviewed missed written exam preparation questions # 6/27/2024 - short and soft field procedures flight - went to X04 - did not complete: - climb checklist - cruise checklist - descent checklist - approach briefing - before landing checklist - after landing checklist - did not lean the mixture - did not make position report before maneuver --- # 6/25/2024 - good decision to go around at X04 - returned to KORL early for rough running engine - plan to complete short and soft field landing lesson --- # 6/24/2024 - simulated cross country flight to KLAL - did not do cruise or climb checklist - left mixture rich the entire flight - altitude deviations in cruse $\pm 300$ feet - if you're planning to use a VOR, have it written in your nav log for quick reference - load it before takeoff also so you already have it programmed - selected wrong radial to align with Victor airway - selected opposite course on VOR once corrected for incorrect course on VOR radial - did not select enroute cruise power setting until prompted ## Diversion - maintained $\pm 300$ feet above and below altitude - calculated position off by 6 miles - diversion took way too long - good simulated call to flight service ## Unusual Attitude Recovery - good recovery ## BAI - lost 300 feet of altitude - did not do standard rate turn ## Slow Flight - remember to bug heading for reference - good job with airspeed ## Approach and Landing - short field landing - could not recall how to calculate aiming point to touchdown point distance - did not retract flaps after touchdown --- # 6/18/2024 - written exam question review - density altitude is pressure altitude corrected for nonstandard temperature - [ ] review this from the PHAK - be careful when answering these questions. You need to fully read each possible answer and think about how each one could be incorrect - take your time going through them because you will not be running out of time on the exam, there is no need to rush through the questions - there are plenty of things that you know but might get incorrect because you're going through quickly --- # 6/17/2024 - reviewed written exam questions --- # 6/13/2024 - [x] **Read the weather theory chapter in the PHAK and take notes on it** - [x] **Want to see your notes for our next lesson and be prepared to talk about them and go through them** - [x] review *all* items on the phase 7 progress check oral so we can go over them - [ ] review validity times for AIRMETs, SIGMETs, and convective SIGMETs - [x] review [[OneNote Weather Notes]] - 20 minutes late to session - [ ] save [NOTAM Contractions](https://www.notams.faa.gov/downloads/contractions.pdf) to foreflight ## Weather Information ### Fog - upslope fog - as the temperature drops moving up the side of a mountain $\rightarrow$ temperature reduces to the dew point and becomes visible moisture ### Dewpoint - the point at which the air reaches full moisture saturation - you can use the E6B to estimate where the cloud bases will be based on the adiabatic lapse rate ### Stability - good job ### Weather Briefing #### PIREPs - good job on noting the different types of PIREPs - can find a scratchpad for a PIREP to help you write out what you want to report - should make the report to flight service #### METARs - [ ] review [Bold Method: SPECI](https://www.boldmethod.com/learn-to-fly/weather/when-a-speci-is-issued-for-rapidly-changing-weather-conditions-explained/) - [AIM 7-1-2](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap7_section_1.html#1@YEY168Shaw) - ![[Screenshot 2024-06-13 at 09.42.55.png]] #### Surface Analysis - great job ## Airspace # 6/11/2024 - [x] make a Navlog to any location more than 100nm away that we have not been to before and be ready to talk about the route and go through a weather briefing for the flight - [x] review airspace - [x] review VFR weather minimums (these you *have* to know off the top of your head) - [x] **review what weather conditions are required for an airport to be "IFR"** - [ ] you need to read the weather chapter of the PHAK ## Weather Information ### Atmospheric Stability - **Unsatisfactory** - [ ] **READ THE PHAK AND TAKE NOTES ON IT!!** - [ ] review standard atmospheric conditions and what is considered unstable air - stable air conditions $\rightarrow$ good job - can expect stratiform clouds in stable air mass ### Fog - **Unsatisfactory** --- # 6/10/2024 - unsatisfactory performance, you cannot look everything up. Weather is a huge area where you simply cannot have to look everything up all the time, you *have* to memorize the information and then work to actually understand it - we are spending our time together with you looking up information that you should know beforehand and it is stalling your progress in the private pilot course - [ ] **review what weather conditions are required for a field to be "IFR" and "MVFR"** ## Weather Information ### Thunderstorms - you *need* to know what is required for them to form - you should know the types of clouds that make up thunderstorms ### Convective SIGMET - you **NEED** to know validity times and what would be included in a convective SIGMET - Hazardous information for all flights - Severe thunderstorms with surface winds greater than 50kts - Hail at the surface greater than or equal to ¾ inch in diameter - Tornadoes - Also issued to advise pilots of embedded thunderstorms, lines of thunderstorms, or thunderstorms with heavy or greater precipitation that affect 40 percent or more of a 3,000 square mile or greater region ### Wind Shear - a headwind to a tailwind is dangerous because it will cause a large drop in airspeed which could cause you to stall - this is obviously more dangerous the closer you are to the ground because you might not have time to recover ### Fronts - an occluded front is *not* the same thing as a stationary front - these are two different things ### Surface Analysis Chart - trough: area of relatively low pressure - squall line is not the same thing as a trough - [ ] review [[Surface Analysis Chart]] - isobar lines are lines of equal pressure - **REVIEW THIS!!** ### PIREPs - [ ] review the difference between UA and UUA PIREPs ### Aviation Clouds Forecast - incorrect reading of cloud altitudes - ==FEW040== indicates few clouds at ==4,000== feet ### Aviation Surface Forecast - incorrect wind direction readings, you were reading them backwards - unable to read wind speed from barber pole - unable to identify forecasted thunderstorms - it might be acceptable if you have to look it up, but if this is the weather briefing for a flight that you have already previously briefed, you should know what that symbol means - the different colors are labeled in the chart ### TAF - typical forecast will be 24 to 30 hours - ==1018/1118==: this indicates the forecast period the tenth of the month at 1800z to the eleventh at 1800z - winds are always reported in true, not magnetic - ==VCTS==: vicinity thunderstorms - ==-RA==: light rain, the minus sign indicates light, not heavy ## Airspace / Route Planning - your course is not the same thing as your heading - ==ADIZ==: Air defense identification zone - you need to be on an IFR or DVFR flight plan to cross this line --- # 6/6/2024 - [ ] review validity times for AIRMETs, SIGMETs, and convective SIGMETs - [ ] review [[OneNote Weather Notes]] - [ ] make a Navlog to any location more than 100nm away that we have not been to before and be ready to talk about the route and go through a weather briefing for the flight - [ ] review *all* items on the phase 7 progress check oral so we can go over them - [x] review airspace - [x] review VFR weather minimums - [x] **review what weather conditions are required for an airport to be "IFR"** - this is defined in [AIM 7-1-7](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap7_section_1.html#$paragraph7-1-7) ## VFR Weather Minimums - [ ] review [[VFR Weather Minimums]] - class G airspace below 1,200 feet incorrect - class E above 10,000 feet incorrect ## Radio Frequencies - good note about calling Miami approach to request a bravo clearance - you can view the required frequencies on the sectional without having to look in the chart supplement - ![[Pasted image 20240606091801.png]] ## Airspace - ![[Pasted image 20240606092713.png]] - Approaching from the west with a southerly wind - you can tell that runway 16 has a right hand traffic pattern because it is indicated RP 16 - this airport is class E airspace - preferably you would want to do a teardrop entry but you also want to consider how you can stay below the overlaying class C airspace - take more time to consider what your entry is going to be at unfamiliar airports, this is nothing that you should rush into - this is also where preflight planning can help a lot, in preparing for how you will enter the pattern at airports you intend to land at ### ADIZ - *Air Defense Identification Zone* - to cross through it you are required to be on a DVFR flight plan ## Radio Frequencies and Procedures - good job identifying flight service frequencies ## Required Equipment / Documents ### Documents - ARROW - [ ] review this ### Equipment - A TOMATO FLAMES $\rightarrow$ VFR Day - FLAPS $\rightarrow$ VFR Night - these you should have memorized - 91.205 ## Weather Briefings - Outlook briefing $\rightarrow$ to get an overall picture of the forecasted weather for the flight, more than 6 hours prior to departure - this can be useful when determining if a flight will be able to go, but is not a substitute to an entire standard briefing ## Weather Information - [ ] review [[Surface Analysis Chart]] $\rightarrow$ you shouldn't need to go to a legend each time to read this chat - [ ] review isobar lines - when they are closer together it can indicate higher winds because it would mean a greater pressure change - [ ] review Chapter 12 of the PHAK for more weather information - this is a lot of dense material, but you *need* to know it well and not have to look everything up - high and low pressure system airflow - ![[Pasted image 20240606102053.png]] ### AIRMETs - good job on validity times --- # 5/30/2024 - [x] complete phase 6 and 7 quiz - [x] complete Cessna ground school - [x] update checklist and SOPs to new version - make sure that you keep up to date with *flightlogger* announcements - VFR cruising altitudes are based on magnetic course - not based on heading or on true course - need to review ALL weather information - weather products - weather theory - how to receive weather information - VFR weather minimums - use my notes --- # 5/23/2024 - pre solo cross country briefing lesson ## Logbook and Certificate Endorsements - review this ## Obtaining Weather Information - you can also use aviationweather.gov in addition to 1800WXBRIEF and ForeFlight ## Flight Plans - you can file a flight plan on foreflight and also with flight service ## Airspace - Victor airways are 8 miles wide in total (4 miles on each side) - Victor airways have the radials labeled from the VOR they are connected to - You always set the course you are flying, regardless of the radial - the floor of class E airspace is based on AGL altitudes - use resources to figure things out on the sectional, you have a legend - don't just guess what things are thats not what you should do when you're flying alone and have to make decisions on your own - the AIM has all kinds of information about airspace that can be useful for reference - once you figure out what something is on the sectional using the legend, then go to the AIM to find more information - class A airspace begins at 18,000 feet and goes up to FL600 ### VFR Weather Minimums - [ ] review [[VFR Weather Minimums]] - you *have* to know these - you cannot need to look these up --- # 5/22/2024 - chair fly ALL flows - you are taking way too long with the checklist - you have to do the TOLD PRA and Weight and Balance for *every* flight - come in earlier if you don't have those things done so you can get them done in time - click on special use airspace to view when it is active (can also use the sectional instead of on foreflight) - don't just fly around a parachute jump area at night without reading when it is active - adjust the panel dimming once you have the airplane running so that you can see exactly what you're doing without requiring a bright flashlight - if you're switching to listen to the weather at an untowered airport - continue to monitor the CTAF for situational awareness # 5/18/2024 - [ ] flight to KVDF - [ ] make navlog - [ ] consider what visual references would be acceptable and what you think you can identify at night - [ ] review my night operations lesson [NIGHT OPERATIONS](https://onedrive.live.com/view.aspx?resid=F78EC3D6477548D9!27955&authkey=!AO5B8NqrlLGzXzI) - [ ] review airplane flying handbook [AFH night operations](https://www.faa.gov/sites/faa.gov/files/regulations_policies/handbooks_manuals/aviation/airplane_handbook/12_afh_ch11.pdf) - [ ] finish phase 8 of cessna ground school --- # 5/12/2024 - the magenta diamond is **NOT** your heading, that is your ground track - when things are not going as planned, you need to make an alternate plan and attempt to fly it - you can always make adjustments as necessary - if we are approaching clouds, you cannot just start climbing and hope that we eventually get above them, pick an acceptable altitude considering airspace / terrain etc and then attempt to climb there - ADM is not just circling and climbing around wherever you have an issue, its about systematic decision making (critical thinking) to find the best course of action in a given situation - need to have frequencies loaded in much earlier and listen to CTAF to get a good idea of what is going on at the airport - need to prepare for which radio calls you will make at an airport - turn on flight director and set it up the way you want it before engaging autopilot - do not use autopilot without having reviewed the limitations of it and understanding what you can do with it - diversion was OK, came a little bit close to entering the bartow delta by descending too early - all radio communications need improvement - multiple times you listed the incorrect airport or called "ground"when you were talking to "tower" - you are not talking loud or clear enough for others to properly understand you - this could easily lead to misunderstandings and potentially conflicts with other traffic because they don't understand what you're saying --- # 5/9/2024 - don't forget to increase numbers of time fuel and distance to climb values based on temperature above standard - don't use checkpoints next to what you're referencing, try to fly straight over it - it is difficult to judge your distance to the point when you're just flying next to it, meaning you could be closer to airspace or terrain than you want to be - be careful with fuel burn calculations entroute - try to write more neatly so that you avoid mistakes - make sure to add at least 1 hour of reserve fuel per the operations manual # 5/8/2024 ## Cross Country Navlog - extend alternate from destination and add to navlog - remember that you are calculating your heading / course *between* two waypoints - the values that you calculate have to go in between two waypoints - this is what gives you the information to know which heading to turn onto when crossing a waypoint - **practice these** - it can't hurt to do a bunch of navlogs and get comfortable with them - it's the same thing as doing a diversion. The only way to get good at it is to do it # 5/1/2024 ## **IF YOU ARE LOST, ASK FOR HELP** - if you're already communicating with someone, ask them for help; otherwise use 121.5 - you were communicating with the tower and became confused about where you are. ASK THEM FOR HELP $\rightarrow$ they are there to help you ## Diversion Practice in Ground Trainer - altitude deviation of about 500 feet before turning on course - heading deviation of more than 30 degrees - altitude deviation of 250 feet when on course - another altitude deviation of more than 300 feet - consistently turning off course when tracking VOR - chose wrong crusing altitude between PTW and ARD VORs - no need to be at 3,000 because not under airspace, go up to at least 3,500 (odd thousand) for easterly magnetic course ## VOR Navigation - go straight to the VOR/VORTAC if able - you can technically pick a radial that is further out, but check and see if the radial you're currently on would allow for you to fly inbound to the VOR without intercepting airspace - make sure that you have your course selected on the VOR if you're using that to navigate on your next leg - double check course calculations on a VOR (were off by more than 10 degrees) - victor airways will always be labeled with the radial from the VOR they are connected to - do not use magnetic course that is listed when clicking on the leg on foreflight ## Calling Flight Service - as previously discussed, indicate to flight service the frequency that you are calling on because they will be listening to multiple - if there is an $R$ indicated on the flight service frequency, that means it is receive only - you need to listen for a response on the VOR, this means that you have to actually activate either $NAV1$ or $NAV2$ to hear what they are saying ## Route ![[Pasted image 20240501082506.png]] - planning the route wasn't bad, but you turned in the wrong direction when getting close to the VOR - remember that you can use the VOR to navigate your way to the airport ## Approach and Landing - downwind was about 3 miles from the runway $\rightarrow$ remember we want about 0.5 to 1.0 miles in distance - ![[Pasted image 20240501084442.png]] - make sure you are at pattern altitude 2 miles from the airport at least - this allows for you to see traffic easier --- # 4/26/2024 - come in earlier so that you can finish TOLD and W&B and have preflight done by the beginning of reservation - unusual attitude recovery - nose low: fix bank first then pitch - nose heigh: fix pitch first (avoid potential spin entry) - [ ] practice with flows so that you can be more efficient with checklist ## Short Field - when you touchdown $\rightarrow$ flaps up, maximum allowable braking, aerodynamic braking - good choice to go around when you knew you wouldn't make your point ## BAI - use 15 degree banks which will correspond to a standard rate turn (3 degrees per second) # 4/24/2024 - your goal is to do clearing turns and then immediately go into the maneuver - it defeats the purpose of doing a clearing turn if you do it and then fly for miles before doing the maneuver - don't forget to bug your heading - great job on the landings - congrats on finishing your second solo flight # 4/19/2024 - practiced diversions and short / soft field review in airplane ## Diversion - good job confirming location and setting initial course - load CTAF frequency when approaching the airport - don't forget about descent and before landing checklist!! ## Short Field Landing - **IF YOU BOUNCE ON A LANDING, GO AROUND!!** - **IF YOU DON'T MAKE YOUR INTENDED TOUCHDOWN POINT, GO AROUND!!** - good decisions to go around when not on a stabilize approach - did not making landing point - final approach speed is 61 KIAS, not 65 - **Don't forget about crosswind corrections after touchdown** - you're not done flying until the airplane is totally stopped off the runway ## Short Field Takeoff - hold feet firmly on brakes so that we don't creep forward when adding power - don't forget to retract the flaps after takeoff - **DON'T FORGET ABOUT CROSSWIND CORRECTIONS ON TAKEOFF AND LANDING** ## General Notes - didn't lean mixture - make sure you are always doing the cruise checklist - left flaps 10 all the way back to executive from X23 - cruise checklist would have caught that - pay attention to your airspeed $\rightarrow$ think why is my airspeed low right now? is this the normal speed that I fly at at this altitude? - use full power in a climb - use cruise climb (85KIAS) above 1,000 feet AGL --- # 4/17/2024 - failed to maintain heading $\frac{+}{-}$ 15 degrees on heading - failed to maintain $\frac{+}{-}$ 200 feet of altitude - busted denver class bravo airspace - you NEED to practice these diversions so that you can finish them faster - busted bravo airspace a second time - will need to go over these again --- # 4/15/2024 - you have to come in and practice diversions in the ground trainer, need to get more comfortable with them to do them accurately and faster - we can continue to work on them together, but this will be a lot more expensive and time consuming ## Diversion Procedures - outside of altitude and heading tolerances - approximate 500 feet deviations in altitude - approximate 30 degree deviations in heading - see notes from previous lesson about calling flight service - you did not have nav1 audio on, so you would not hear anything - you had the frequency in the inactive section - an underline under the VOR frequency indicates that there is no voice on that frequency - [ ] review VFR sectional legend, this is not something you want to have to look up in flight - **USE A VOR!!** - why not? - you don't have to use it but it can be extremely helpful with more complex routes you might have to take on a diversion if you have airspace and terrain - this can be another thing that can be used in increase situational awareness and decrease workload - busted the bravo multiple times - need to work on maintaining situational awareness - keep a further distance away from airspace and terrain, this will allow for slight errors in your calculations without causing danger - loaded incorrect frequency for the tower - loaded incorrect frequency for flight service --- # 4/12/2024 ## Diversion - being above the clouds and wanting to get down doesn't mean you can break VFR weather minimums - **ALWAYS CONSIDER AIRSPACE AND TERRAIN BEFORE MAKING ANY TURN TO A COURSE OR HEADING** - when you are on your planned route, you have already planned and determined that the course and altitude you chose is safe - when making a diversion, you have *not* previously determined that it is safe to proceed in that direction - you need to verify this before ever making a turn - your initial call to flight service should be a courtesy call that informs them which frequency you are calling on - remember that they will be listening to multiple frequencies at the same time, so give them a second to switch to you and finish communicating with someone else if they are - the call would sound like "xxxx radio, skyhawk 345FH calling on frequency 122.3 and receiving on 112.5" # 4/10/2024 - continued review of diversion procedures - the big FMS knob is used to move to the area you want to select, while the little know is used to make changes in the FMS - [ ] review [[VFR Cruising Altitudes]] - these are based on magnetic course - [ ] review which altitude you can engage the autopilot ## Autopilot Usage - if you are off your route, you can set the heading bug on an intercept angle to intercept your course - if you then select **NAV**, this will ARM nav mode, which will wait until the course is intercepted to switch from heading mode to NAV mode - note that if you do this and then click the heading button again NAV mode will still be armed - good job using FLC in climbs and VS in descents ## Diversion - a straight line course is not required, and in many cases will not be possible given airspace and terrain - keep this in mind, you may have to think more about how you want to get to where you're going - this can also make things easier. If you are worried about airspace, you always have the option of going around it assuming you have enough fuel # 4/8/2024 - continue to practice diversion procedures - [ ] spend at least an hour in the ground trainer practicing diversions on your own ## Diversions - you have to chair fly and practice these in the ground trainer - be very cautious about airspace and terrain along your route - don't just turn without checking these things - you have to be quicker with this - this is not something you want to not be prepared to do - remember that in real life it will likely be even more stressful because you will potentially bad weather or issues ahead - this means that you need to feel extremely comfortable with the procedure - **FLYING THE AIRPLANE IS ALWAYS #1 PRIORITY** - flight service can wait, you contact them when the airplane is under positive control --- # 4/5/2024 - calculating time to descend - find the amount of feet that you have to descend - divide that number by your descent rate in feet per minute - this will give you the number of minutes that you have to descend for - calculating distance to descend from TOD - now you have the number of minutes that you have to descend for - once you figure out your ground speed (estimate) - you can figure out how far you go in one minute - don't use the autopilot if you're not comfortable with it - determine your location and consider all factors before making any turns off of your navlog - don't just turn in the general direction of where you're going - you have to figure out what your location is first - then consider airspace / terrain etc before making the turn - **ALWAYS MONITOR THE AUTOPILOT AND COMPLETE ALL CHECKLISTS JUST LIKE NORMAL** - people have died because they do not monitor the autopilot - it will do exactly what it is programmed to do, and if you don't have enough power in it will continue to pitch the nose up and trim nose up - when it does disconnect it will potentially cause the airplane to stall and it will be difficult to recover because the airplane will be far out of trim - diversion - use all nav aids available to you # 4/4/2024 - transition to cruise climb when passing 1,000 ft agl - 4,500 is not an acceptable easterly cruising altitude - you have to make another nav log for the return flight - you *cannot* assume the same fuel burn both ways, think about how there could be a tailwind in one direction lowering fuel burn but increasing it in the other direction - you *cannot* use cruise fuel burn to calculate takeoff and climb fuel burn - you will burn way more fuel than what you estimate - **ALWAYS** use the climb performance table from the POH - do not use 2300 RPM for cruise RPM - **ALWAYS** get this information from the POH cruise performance - you cannot use a different pressure altitude for cruise performance calculations - this will lead to incorrect data - you can set higher RPMs at higher altitudes, so if you use a higher pressure altitude you could potentially set a too high RPM and cause engine damage # 4/1/2024 - congratulations on finishing your color vision flight test - reviewed diversion procedures - [ ] review [[VFR Weather Minimums]]!!!! ## Time Conversions - remember that eastern time to zulu time is dependent on daylight savings - during daylight savings: eastern time + 4 - during standard time: eastern time + 5 ## Diversion - continue to practice with the diversion checklist - remember to take your time going through each item that is included in the checklist - this is especially important when considering terrain or airspace # 3/29/2024 - remember that when doing a simulated engine failure, you want to exit on the downwind at about 1,000 ft above the ground - you don't want to just exit the circle pointing towards the field because you will be way to high to make a safe landing and will end up overshooting your point - pay close attention to coordination, just because the rudder trim isn't where it needs to be doesn't mean that you should fly uncoordinated # 3/27/2024 - worked on navlog to ocala - remember to **ALWAYS** read the notes for each performance chart in the POH - these will almost always have necessary information that you will need to use to alter the values you get - go slowly when you're doing the navlog, if you make a mistake that will mean having to go back through each item to correct it - discussed importance of using VOR compass rose - [[Cross Country Flight Planning Checklist]] # 3/13/2024 - remember to **ONLY** correct for being left or right of centerline with ailerons - rudder is **ONLY** used to maintain the airplanes longitudinal alignment with the runway - never *kind of* start an approach for a landing, always decide which point you want to start the approach at, and then go through the normal procedure for the landing - you can *always* make adjustments as necessary on the approach, however the more you can follow the same exact procedure for an approach and just make small corrections, the more consistent your landings will be overall --- # 3/11/2024 - practiced takeoffs and landings in the pattern at KORL - make sure that you are deciding to begin an approach at a specific time. You want to maintain the same power setting you use in the pattern and then when reaching your point go ahead and follow the SOPs - you don't want to be slowly pitching the nose down before reaching your point because you're going to not be in a consistent position - the goal for the way we do approaches is to have a procedure that we do in the same way every single time and can modify slightly for the given weather conditions - great improvement with the round out and flare it was much more consistent - make sure that you are increasing your sideslip amount at the airplane slows down in the round out and flare because the flight controls will become less effective --- # 3/4/2024 - always use the winds reported - MCP stands for "maximum continuous power" - it can be quite difficult to fly a full navlog for the first few times. It will be stressful - NEVER continue approaching an airport if you're not sure of your position and if you're not communicating with the tower # 3/1/2024 - make sure that you're keeping up with the cessna ground school - in flightlogger you can check your progress in a similar way to on FSP # 2/27/2024 - landing practice in preparation for pre solo recheck flight ## Notes - **Great Decision to Go Around!!** - great improvement with trim usage > On the upwind for one of the landings, we discussed your thought process around going around if you bounced. We did two more landings where we had a bounce and you did not go around. Think a lot about how you might say you will do something but in reality are you really willing to do it when the time comes? This is something that a lot of pilots will do, but you have to really make the decision that when you say you're going to do something in the name of safety that you actually do it. This is something that you can make a rule where NO MATTER WHAT when you bounce you go around. # 2/26/2024 ## Cross Country Planning - Review [[Standard Atmospheric Conditions]] - the standard temperature at sea level is 15 degrees, and combining that with the standard lapse rate means that the standard temperature will decrease by 2 degrees celsius per 1,000 ft - Review [[Cross Country Flight Planning Checklist]] ## Magnetic Deviation - this is caused by interference between the magnetic compass and other metal / electrical components near it - the HSI is not subject to deviation because it is placed on the left wing away from the flap motor and other electrical components - when you are navigating using the HSI you should not factor in magnetic deviation - [ ] Review [[Heading Indicator and Magnetic Compass]] ### Descent Calculations # 2/23/2024 ## Plan - [ ] practice takeoffs and landings in preparation for the pre-solo progress check recheck - [[Nickolas Pre-Solo Progress Check Notes]] ## Notes - good job with seat adjustment to align your eyes with the top of the widow - remember to bring the power all the way to idle after your run up - good job angling yourself towards final approach - [ ] review [[C172S SOPS rev 2-2-2021.pdf]] for RPM that we use in the traffic pattern - good job overall with trim usage - **GREAT DECISION TO GO AROUND!!** # 2/16/2024 ## TODO / Plan for Lesson - [x] practice listening to LiveATC and following an aircraft in the patter (practice responding to their radio calls) - [x] Review items from [[Nickolas Pre-Solo Progress Check Notes]] - [x] come in with updated checklist saved in ForeFlight (I have emailed it to you) ## Notes - reviewed all items from pre-solo progress check oral ## Thunderstorms - reviewed required conditions for thunderstorms to exist - reviewed wind shear associated with thunderstorms - reviewed stable vs unstable weather conditions ## Wake Turbulence - good job noting light quartering tailwind - worst aircraft conditions for creating wake turbulence - these are all conditions that would cause the angle of attack to increase and therefore create a greater pressure differential between the bottom and top of the wing $\rightarrow$ creating more induced drag - heavy - clean (flaps retracted) - slow ## Standby Battery - the standby will engage when the main bus reaches 20 volts > [!info] POH 3-17 > The main battery supplies electrical power to the main and essential buses until M BUS VOLTS decreases below 20 volts. When M BUS VOLTS falls below 20 volts, the standby battery system will automatically supply electrical power to the essential bus for at least 30 minutes. --- # 2/14/2024 ## Plan - [x] be ready to describe lost procedures and VOR orientation procedures without looking at SOPs [[C172S SOPS rev 2-2-2021.pdf]] - [x] Flight Portion of "Scenario 3: Using Electronic Navigation / Instrument Flight" ## Taxi - don't forget about crosswind corrections! ## Departure - **DON'T FORGET ABOUT RETRACTING FLAPS** - this is why we complete the climb checklist to make sure that we haven't forgotten about it - also importan to know and follow the SOPs for short and soft field takeoff ## VOR Navigation - you have to prepare to intercept the radial, you cannot just twist the course knob until the CDI is lined up, that would cause you to fly on a radial that you're not prepared for and would not guarantee you terrain clearance - you could also fly into airspace you were not expecting - you want to set the course that you're intending to fly in the course selection knob ## Lost Procedures - using landmarks - identify landmarks and then find out your direction from them, this will make identifying your position much easier - using VORs - good job - it can be difficult to find nearby VORs, especially if many are out of service, so look in a large area - you can always climb to get better reception of the VOR --- # 2/9/2024 ## Plan - [x] review lost procedures $\rightarrow$ [[C172S SOPS rev 2-2-2021.pdf]] - [x] review VOR orientation procedures $\rightarrow$ [[C172S SOPS rev 2-2-2021.pdf]] - [x] come in ready to tell me the service ceiling of the airplane ## Lost Procedures - [ ] continue to review VOR orientation procedure [[C172S SOPS rev 2-2-2021.pdf]] ### VOR Orientation - center the CDI with a from indication - the course in the window will tell you the radial from the VOR that you are *on* - **ALWAYS** make sure that the VOR identifies with the correct code, and if no code is displayed you can listen to the morse code - you **have** to do this, you cannot rely on the indications from a VOR if you do not identify it ## Slow Flight (IR) - good job maintaining control of the airplane in instrument conditions --- # 2/7/2024 ## Plan - [ ] Scenario 3: Using Electronic Navigation / Instrument Flight (ground) ## Weight and Balance - unusable fuel is included in the airplanes basic empty weight - total combined weight of baggage in the baggage area is 120 pounds ## Conversions - 1 NM = 6076 feet - 1 statute mile = 5280 feet ## Slow Flight (IR) - good job ## Power on Turning Stall --- # 2/5/2024 - for both the short and soft field landings, remember that you are *not* done flying the airplane when touching down - especially if there is a crosswind, continue to maintain directional control and continue to add crosswind corrections until the airplane is fully stopped - *DON'T* forget about *nose up trim* on short final - this helps you immensely with the roundout and flare and makes things *much* smoother - focus a little bit more on maintaining longitudinal alignment with the runway centerline ## Short Field Landings - the approaches were good, especially adjusting for the gusting winds - good job maintaining airspeed on final approach - make sure to quickly bring the flaps up when you touchdown to reduce the amount of lift the wings are generating - *progressively* add maximum allowable braking, don't do it all at once because you risk locking out the wheels ## Short Field Takeoff - good job lining up on the runway - good job holding brakes and adding full power / checking engine instruments - *don't* forget about adding crosswind corrections - pitch for approximately 15 degrees nose up to get to *obstacle barrier speed* - you can adjust as necessary for the given conditions of the day ## Soft Field Practice - add a little bit more nose up pressure during the takeoff to hold the nose wheel off the ground - add a little bit more power before the flare --- # 2/2/2024 ## For Next Time - [x] review SOPs for Diversion ## Short-Field Takeoff - good job backtaxiing to the beginning of the runway - don't forget to bring up the flaps when you're above the simulated obstacle ## Short-Field Landing - don't forget about bringing the flaps up when you touch down - good job making your touchdown point - nice job with aggressive braking - don't be too aggressive with the elevator, you don't want to bring the nose up and cause a tail strike - if you're too fast on final approach, go ahead and go around ### Distance from Aiming Point to Touchdown Point - $5 \times$ groundspeed on final approach - the centerline markers are 120 feet long and there is an 80 foot gap between each one - this can be a good measure of how long down the runway you want to pick your aiming point ## Soft-Field Takeoff - be very cautions when the nose starts to come up not to over rotate and cause a tail strike - you want to be able to see the end of the runway: this will ensure you don't overrotate and also allow you to maintain directional control ## Soft-Field Landing - good job ## Lost Procedures - [x] review SOPs for lost procedures and VOR orientation procedures --- # 1/31/2024 - [x] "Getting Ready for Solo Flight" Lesson (Flight Portion) in preparation for the pre-solo progress check ## Specific Items to Practice - simulated engine failure - emergency descent ## Taxi - don't forget to check the autopilot before beginning taxi - if the airplane has electric trim, that means it has autopilot - when going to the east ramp for the run up, just don't go into the customs area - same rule applies for all other run ups, find a position to where we aren't blowing air towards anything - if you require an additional clearance from the run up area, always let ground know and get the clearance before beginning taxi ## Slow Flight (Landing Config.) - good job ## Engine Failure (Simulated) - great job - great setup and circling in the downwind, you excited perfectly and got lined up on a proper glide path to make a safe landing ## Steep Turns - pay close attention to the sight picture during the entrance to avoid large changes in altitude - headings and airspeeds were within tolerances ## Approach and Landing - if you're not prepared to continue approaching the airport, *turn around* - there is no reason to continue, give yourself more time to prepare and approach safely --- # 1/24/2024 ## Plan - [x] finish evaluative ground covering all items on the pre-solo progress check ## Minimum Safe Altitudes - when looking at the sectional chart, obstruction altitudes are listed in altitude MSL and then AGL - this information can be found on the chart legend > [!info] VFR Sectional Obstructions > ![[obstructions key VFR sectional.png]] ## Traffic Pattern - Remember that runways are numbered based on their magnetic direction - the "RP" simply indicates that a specific runway has a right hand pattern, it doesn't tell you anything about which runway is which when looking at the sectional ## 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) ## Engine Failure - always verify memory items on the engine failure checklist in flight ## Wake Turbulence Avoidance - the worst conditions for wake turbulence are a "light, quartering tailwind" ## Wind Shear - good job ## Emergency Communications - good job ## Instrument Flight - the magenta diamond on the HSI indicates your ground track, not the direction to the airport ## Required Student Pilot Documents - endorsements - Pre-solo aeronautical knowledge: § 61.87(b) - Pre-solo flight training: § 61.87(c)(1) and (2) - Solo flight (first 90 calendar-day period): § 61.87(n) ## Radio Failure - the squawk code for a radio failure is *7600*, not 6700 ## Collision Avoidance - good job ## Solo Flight Restrictions - you *CANNOT* fly without visual reference to the surface - [ ] review [FAR 61.89](https://www.ecfr.gov/current/title-14/chapter-I/subchapter-D/part-61/subpart-C/section-61.89) --- # 1/22/2024 ## Plan - [x] complete evaluative ground covering all items on the pre-solo progress check - [ ] will continue during next lesson ## Systems - [ ] review [ERAU Electrical System](https://youtu.be/d5sXmNplQHw?si=XkFTnAQBerhPGxIV) - [ ] review [UND Electrical System Diagram](https://mediafiles.aero.und.edu/aero.und.edu/aviation/trainers/c172s-electrical-system/) ### Oil System - purposes of oil - cleaning, cooling, lubricating, and sealing - good job - wet sump system - means that the oil sits at the bottom of the crankcase - review this - how oil flows through the oil system - review this - remember that we have an oil filter, cooler, and pump - the oil pump is engine driven - [ ] review [PHAK 7-16: Oil System](https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/faa-h-8083-25c.pdf#page=176) ### Brakes - make sure to include a discussion of how hydraulic fluid works - good note about the color - hydraulic fluid resists compression so it can apply pressure through the lines and go all the way from the pedals to the brakes - [ ] review [AOPA: Brake System](https://www.aopa.org/news-and-media/all-news/2017/january/flight-training-magazine/how-it-works-brake-system) ## Airworthiness ### Required Inspections - Annual - good job - VOR - this one is required every 30 days - only for IFR flight - 100 hour - good job - Altimeter - good job - Transponder - good job - ELT - this one is due every year, or 1 hour of cumulative time used, or $\frac{1}{2}$ the battery's useful life ### Airworthiness Directives - these are required to be complied with - *Don't* forget about these - [ ] review them on my lesson about [Airworthiness Requirements](https://cfi.fyi/lessons/preflightprep/airworthinessrequirements) ### Required Documents - Airworthiness Certificate - this is valid as long as the airplane is maintained in an airworthy state - Registration - good job - Radio station license - good job - Operating Handbook - good job - Weight and Balance - good job ### Inoperative Equipment - reference the flow chart for determining airworthiness - remember that you need to placard the inoperative equipment #### Review A TOMATO FLAMES FLAPS - VFR Day (A TOMATO FLAMES): - Airspeed indicator - Tachometer for each engine - Oil temperature gauge for each air cooled engine - Manifold pressure gauge for each altitude engine - Altimeter - Temperature gauge for each liquid cooled engine - Oil pressure gauge for each engine using pressure system - Fuel Gauge - Landing Gear Position Indicator (if applicable) - Anti-collision lights (for aircraft certificated after march 11, 1996) - Magnetic Compass - ELT - Safety Belts - VFR Nights (FLAPS): - Fuses (spare - if applicable) - Landing Light - Anti-collision lights - Position lights - Source of power ## Weather Information - [ ] *PRACTICE READING METARS AND TAFS*!!! This should be something that you can easily do ## V-speeds - $V_{NE}$: 163 KIAS (I know you know this one) - $V_{A} \space @ \space 2200lbs$: 98 KIAS - good job ## Airspace - good job - [ ] please review [Bold Method: Class G airspace information](https://www.boldmethod.com/learn-to-fly/airspace/class-g-airspace-rules-explained/) ## Weight and Balance / Performance Calculations - good job ## Drag - [ ] review these - induced drag is related to the production of life - [ ] review [Bold Method: Induced Drag](https://www.boldmethod.com/learn-to-fly/aerodynamics/how-induced-drag-works-lift/) - parasite drag is all other drag generated from the shape and form of the airplane that is not related to the production of lift - [ ] review [Bold Method: Parasite Drag](https://www.boldmethod.com/learn-to-fly/aerodynamics/parasite-drag-and-your-airplane/) ## Fuel Reserve Requirements - good job ## VFR Weather Minimums - class G above 1,200 is: 1 sm 1,000 above 500 below and 2,000 horizontal --- # 1/19/2024 - reviewed VFR weather minimums and cruising altitudes - good job on both ## Fuel Reserve Requirements - you can find out how much fuel you actually need using the formula below $ \frac{Gallons \space per \space hour}{60 \space minutes} \times number \space of \space minutes $ ## Performance Calculations - formula to calculate pressure altitude: $ (29.92 - altimeter \space setting) \times 1000 + field \space elevation $ ## Ground Trainer Practice ### Emergency Descent - good job with the entry - watch out for over corrections to maintain your airspeed - you did well but remember to notice trends in your airspeed and make slight adjustments so you don't risk oscillating back and forth - in the recovery, make sure that you add normal cruise power ### Engine Failure - good job getting to the downwind to circle before extending out - remember that you want to only add flaps when you're above the airplanes glide path to make it to the runway - *add flaps when your aiming point is moving down that is an indication that you need to add flaps. Otherwise, don't add flaps* - we have a lot of options of how to increase drag and therefore our descent rate, including: - flaps - forward slip - S-turns - you can increase your descent rate, but you typically *don't have a way to decrease it* --- # 1/17/2024 - good job with the passenger briefing - practice area frequency is 123.5 - always set this if you're planning to use it before departure ## Slow Flight (Landing Config.) - if you're starting the maneuver at a lower airspeed (we started about 82KIAS) you won't have as much time to lower the flaps - good job looking outside - pay attention to decreasing your pitch during recovery so that you don't climb ## Power-on Stall - pick a reference point outside (preferably a cloud) to align yourself with using the rudders - this will help you maintain coordination throughout without looking at the turn coordinator ## Steep Turns - good job maintaining altitude and airspeed ## Emergency Descent - there is no need to continue with a bank angle if you're on the heading you want to be on - the bank is only used to counteract the negative g loading from establishing a descent ## Engine Failure (Simulated) - overall good job - just don't forget about a few things - squawk 7700 (include this when you are making your emergency call) - when getting to your landing spot (good job picking it out) make sure to circle in the downwind position - this will make it easier to extend out when reaching about 1,000 ft AGL and make it a somewhat normal landing ## Landing - GREAT DECISION TO GO AROUND!! - approach was great including the roundout - DON'T FORGET TO FLARE!!!!!! - everything else was perfect --- # 1/15/2024 ## VFR Weather Minimums - good job on those, but continue to review until you know all of them - [ ] [Quizlet: VFR Weather Minimums](https://quizlet.com/866796223/vfr-weather-minimums-flash-cards/?i=4eajr&x=1jqY) - [ ] review short and soft field takeoff and landing SOPs - general review of items on the pre-solo progress check - [ ] review all items for our next flight and all items included on the oral and flight portion for the pre-solo progress check - [ ] let me know if you have any questions --- # 1/12/2024 ## VFR Weathered Minimums - [ ] REVIEW THESE! - [ ] [Quizlet: VFR Weather Minimums](https://quizlet.com/866796223/vfr-weather-minimums-flash-cards/?i=4eajr&x=1jqY) ## Airspace - class D airspace is not identified by a shaded magenta region - this identifies where class E airspace switches from beginning at 1,200 ft AGL to 700 ft AGL - the magenta shaded areas will always represent changes in the floor of class E airspace - below that airspace is class G ### Class G Airspace ![[Pasted image 20240112073133.png]] ![[Pasted image 20240112073254.png]] ## Engine Failure - airspeed $\rightarrow$ *best field* $\rightarrow$ checklist memory items - point in the direction of your best landing option first and then worry about troubleshooting ## Slow Flight - nice job, I can tell you've reviewed the SOPs - don't climb during the recovery, maintain your altitude ## Power-off Stall - good job ## Position Reports - make sure to include your altitude in the position report - you can use the HSI to determine location around lake apopka if you're not sure (you should mainly use visual references) ## Spin Recovery - the reason for reducing power to idle is to reduce the angle of attack --- # 1/10/2024 - good job on flight school procedures ## Inoperative Equipment - remember that an item may be indicated as required as part of the CEL, but this does not mean the airplane is not airworthy if it is listed as not required for a certain operation in the KOEL ## Wake Turbulence Avoidance - good job - [Demonstration Video](https://youtu.be/uXrnGiIMGLs?si=gOrIMglgwksUYMnT) - worst conditions are a light quartering tailwind ## Engine Failure - good descriptions of actions during takeoff - remember to include your location in the emergency call because ATC might not know while broadcasting on 121.5 ## VFR Cruising Altitude - [ ] REVIEW THESE!!!!! $\rightarrow$ these NEED to be memorized - [ ] [FAR 91.159: VFR Crusing Altitudes](https://www.ecfr.gov/current/title-14/chapter-I/subchapter-F/part-91/subpart-B/subject-group-ECFR4d5279ba676bedc/section-91.159) ## Controlled Flight into Terrain - [ ] Review [FAA Controlled Flight Into Terrain Document](https://www.faa.gov/sites/faa.gov/files/2022-01/Controlled%20Flight%20into%20Terrain.pdf) - [ ] [AOPA: Into Thin Air Video](https://www.youtube.com/watch?v=8PBUVMCbmFQ) - [ ] [AOPA: CFIT Accident Case Study](https://www.youtube.com/watch?v=BXr3xr4rj98&t=11s) ## VFR into IMC - always turn around or go on a course to get out of the clouds - if you climbed into IMC conditions, descend down if you can to return below the clouds and vice versa if you descend into one - when you make it to VMC, always attempt to maintain it and not fly into another cloud or area of low visibility ## Wind Shear Avoidance - increase approach speed by half of the gust factor ## Emergency Procedure - good explanation for wing fire - [ ] review ATC light gun signals --- # 1/6/2024 - reviewed and uploaded pre-solo quiz ## Fueling - remember that the bonding cable has to be connected to an unpainted metal surface - good note about the 100LL ## VFR Weather Minimums - [ ] review my [Quizlet: VFR Weather Minimums](https://quizlet.com/866796223/vfr-weather-minimums-flash-cards/?i=4eajr&x=1jqY) - [ ] review [FAR 91.155: Basic VFR Weather Minimums](https://www.ecfr.gov/current/title-14/chapter-I/subchapter-F/part-91/subpart-B/subject-group-ECFR4d5279ba676bedc/section-91.155) - The purpose of VFR weather minimums is to allow pilots to "see and avoid" other traffic ## VFR Cruising Altitudes - [ ] memorize the VFR Cruising Altitudes - [FAR 91.159: VFR Cruising Altitudes](https://www.ecfr.gov/current/title-14/chapter-I/subchapter-F/part-91/subpart-B/subject-group-ECFR4d5279ba676bedc/section-91.159#) - magnetic north vs true north (review this) - [ ] [Article About True vs Magnetic Headings/Course](https://www.pilotmall.com/blogs/news/true-course-vs-true-heading-vs-magnetic-how-are-they-different#:~:text=A%20true%20heading%20is%20the%20course%20corrected%20for%20magnetic%20declination,directly%20off%20your%20aircraft%20compass.) - [ ] [Video About Runway Numbers and North](https://youtu.be/qD6bPNZRRbQ?si=IDI55_Md2nfb4aC3) ## Minimum Safe Altitudes - good job ## Right of Way Rules - good job ## Radio Failure - remember that many airport lighting systems are pilot controlled so you cannot count on having a lit runway at night - you can attempt to use your cellphone in flight with a radio failure if you're at a low altitude and near a populated area with cell service - [ ] review light gun signals ## Emergency Procedures - [ ] review and memorize all memory items for emergency procedures (checklist) ## Collision Avoidance - good job - remember that we transition to cruise climb when crossing 1,000 ft AGL - [ ] look into what constitutes IFR or MVFR conditions at an airport --- # 1/5/2024 - good job with flows - thank you for coming in early, I appreciate it - practiced takeoffs and landings (normal) - good job with airspeeds and pattern distances - don't forget about trim adjustments when adding flaps and on short final - allow the airplane to descend a little bit more before beginning the roundout - GO AROUND WHEN THE LANDING ISN'T WORKING OUT!!! --- # 1/3/2024 - you need to come in better prepared for our lessons - this is non-negotiable - the items on the lesson must be reviewed and practiced prior - come in earlier for flights - this will give us much more useful time in the airplane - additionally, get TOLD / Weight and Balance done before coming in - make sure to load in flight plan before takeoff - [ ] REVIEW THE BRAVO AIRSPACE NEAR THE AIRPORT - slow flight - increase power (following guidance from SOPs) - [ ] review SOPs for both clean and landing configuration - power off stall - you can bring in 20/30 degrees of flaps below 85 KIAS, not 80 - make "stall warning" and "stall" callout - be more aggressive setting pitch during the recovery so that you minimize loss of altitude - power on stall - you don't try to lose 100 feet of altitude before entering - add power and increase pitch at 55 KIAS - emergency descent - set bank angle first and allow the nose to come down # 12/28/2023 - for next lesson - [ ] redo all circled questions on the pre-solo quiz - write neatly so that I can read it please - [ ] be ready to discuss required documents - [ ] be ready to explain each required inspection - [ ] be ready to explain how to determine if an airplane is airworthy with inoperative equipment - fueling - remember that the cable that is connected to an unpainted metal surface is known as the bonding OR grounding cable depending on the setup of the fuel system - right of way rules $\rightarrow$ good job ## Airspace - review where class E begins and ends - read article again [Bold Method: Class G airspace information](https://www.boldmethod.com/learn-to-fly/airspace/class-g-airspace-rules-explained/) - [ ] MEMORIZE VFR WEATHER MINIMUMS ## Electrical System - electrical system is 28 volts - 60 ampere belt driven alternator - [ ] review electrical system from the POH and the [UND electrical system diagram](https://mediafiles.aero.und.edu/aero.und.edu/aviation/trainers/c172s-electrical-system/) ## Airworthiness - [ ] review [airworthiness lesson](https://cfi.fyi/lessons/preflightprep/airworthinessrequirements) ### Required Documents - acronym: ARROW - airworthiness certificate $\rightarrow$ good job noting that it never expires - registration - this expires after 7 years (previously 3 years) - radio station license - remember that this is only required for international flights - operating handbook - POH - G1000 cockpit reference guide is required by POH $\rightarrow$ good note on that - weight and balance $\rightarrow$ good explanation for that ### Required Inspections - acronym: AV1ATES - review lesson linked above - the 100 hour inspection only needs to be completed when it is used for hire ### Inoperative Equipment - remember the acronym A TOMATO FLAMES FLAPS - our airplanes do not have MELs (minimum equipment lists) - these will be specific to aircraft and have to be approved by the FAA --- # 12/27/2023 - [ ] review [Bold Method: stall speed and bank angle article](https://www.boldmethod.com/learn-to-fly/aerodynamics/why-does-aircraft-stall-speed-increase-with-bank-angle-aerodynamic-load/#:~:text=Load%20Factor%20In%20Turns&text=Load%20factor%20is%20measured%20in,'feels'%20twice%20as%20heavy.) - [ ] review [Bold Method: Spacial Disorientation](https://www.boldmethod.com/blog/lists/2023/03/how-to-prevent-the-six-types-of-spatial-disorientation-in-instrument-flying/) - engine failure - DON'T forget about declaring an emergency - good job with checklist memory items - when you are coming in high, remember that you have methods of reducing altitude - bring in flaps early - forward slip - s turns on final approach - pay attention to the winds, you landed with a slight tailwind when you could have landed with a headwind - only do checklist items above 1000 ft AGL - emergency descent - bring power to idle when entering the maneuver - pitch for $V_{NO}$ of 129 KIAS - once you reach your target airspeed, you can roll wings level when headed in the direction you want to go - go around - set pitch attitude, then begin bringing out flaps to increase climb performance - [ ] review slow flight SOPs - target airspeed in landing configuration is 50 KIAS - whatever the reason is for descending at the beginning of the maneuver, immediately correct for it - when you notice a deviation correct for it immediately - [ ] review spin recovery procedures - this isn't something you want to have to think about when in a spin, it should be automatic - power off stall - when setting climb attitude set flaps 20 - don't pitch down so aggressively, our airspeed was getting very high during the recovery --- # 12/26/2023 - reviewed pre-solo phase quiz - [ ] Review [Bold Method Yellow Arc Article](https://www.boldmethod.com/learn-to-fly/aerodynamics/is-it-ok-to-fly-in-the-yellow-arc-cruise-descent/) - [ ] review Airspeed Indicator Markings (POH 2-5) - [ ] review electrical system diagram [UND electrical system](https://mediafiles.aero.und.edu/aero.und.edu/aviation/trainers/c172s-electrical-system/) - [ ] redo question about electrical system - [ ] redo question about scuba diving requirements - will review the rest of quiz during next ground session - [ ] review VFR fuel reserve requirements - [ ] MEMORIZE VFR WEATHER MINIMUMS [my quizlet page](https://quizlet.com/866796223/vfr-weather-minimums-flash-cards/?i=4eajr&x=1qqt) - remember WHY VFR weather minimums exist - they are there to give adequate time to separate traffic - the purpose is to give you enough time to SEE AND AVOID other aircraft that could be coming out of the clouds - this is why class B airspace is only clear of clouds $\rightarrow$ they are providing separation for all traffic in that airspace - [ ] review VFR cruising altitudes - [FAR 91.159](https://www.ecfr.gov/current/title-14/chapter-I/subchapter-F/part-91/subpart-B/subject-group-ECFR4d5279ba676bedc/section-91.159) # 12/13/2023 - [ ] review article: [Bold Method: Class G airspace information](https://www.boldmethod.com/learn-to-fly/airspace/class-g-airspace-rules-explained/) and answer the following questions: - [ ] what is an area that would have class g airspace extending up to 14,500 ft in the United States? - [ ] what are the class G night VFR weather minimums - [ ] read AIM chapter 3-2 $\rightarrow$ class B through E - [ ] review article: [Bold Method: Types of Wind Shear](https://www.boldmethod.com/blog/lists/2023/09/four-most-common-sources-of-wind-shear-at-low-altitude/) - complete pre-solo quiz for tomorrow (12/14) - reviewed phase 4 quiz - make sure to read chapter 3 of the AIM - review student pilot limitations (no flight without visual reference to the surface) - phase 4 quiz uploaded to FSP by Nick - the only type of uncontrolled airspace that we have is class G - typically, G will extend up to 1,200 feet AGL - inside of the shaded magenta region class E will begin at 700 feet AGL - reviewed practice area locations - good job with those - introduced solo flight restrictions - required endorsements - required documents for student pilots - FAR 61.87 - talked about CFIT - always fly your planned route and return to it if you are vectored off of it - Instrument maneuvers - approximately 15 degrees of bank is used because it will correspond with 3 degrees per second - reviewed hub and spoke model - wind shear - reviewed wind shear - remember to increase final approach speed by $\frac{1}{2}$ of the gust factor - gust factor is the difference between reported wind and reported gusts - discussed recovery techniques - DON'T land or fly into airports where wind shear is reported - discussed wake turbulence - systems and equipment malfunctions - verify that you are reading the correct checklist $\rightarrow$ make sure that you are not doing the incorrect thing - review memory items for all emergency procedures - *radio failure* - squawk **7600** for a radio failure, NOT 7700 - [ ] review light gun signals (can be found in foreflight drive) - good job with no flap landing - nice job remembering final approach speed is 70 kts --- # [[Previous Notes - Nickolas Almodovar]] --- andrehebra.github.io/student-notes/Students/Nick/Notes.html