# Daniel Alberto Alban Instrument Evaluation 10/17/2025 ## Recommendations - ground school attendance needs to be adhered to in order to efficiently progress in course - use of heading bug needs to be mandatory before *every single turn* to ensure he is intentionally setting headings - use of videos (linked below) should be assigned to him with questioning afterwords to ensure he is watching and paying attention / taking notes - Daniel struggles to explain things but this is compounded by the fact that he does not understand things ## Notes - Daniel demonstrated proficiency in the redbird that would be considered satisfactory on the stage 2 progress check (excluding recovery from unusual attitudes and loss of instrument which we were not able to cover) - Daniel struggled to explain things when asked questions. He currently does not possess the required level of knowledge or ability to explain - stated felt comfortable with the flying but has trouble explaining different concepts when questioned about it by instructor. Stated that feels like he understands concepts but struggles to put it into words - to address this, I would recommend some bold method livestreams which can go into detail about different scenarios especially with holding procedures. this can assist in providing different explanations which can aid in ability to explain different topics - [Bold Method: Hold Entries](https://www.youtube.com/watch?v=0s1I5ymBmsU) - [Bold Method: Holding Pattern Wind Correction and Timing](https://www.youtube.com/watch?v=EFRTOks7Tpg) - [Bold Method: DME Arcs](https://www.youtube.com/watch?v=AWoaDNbezQA&t=2s) - [Briefing SIDs and STARs: Boldmethod Live](https://www.youtube.com/watch?v=mIK-50ymOfc) - [Bold Method: Takeoff Minimums](https://www.youtube.com/watch?v=b224OjhSYaQ) - [Bold Method: Obstacle Departure Procedures](https://www.youtube.com/watch?v=hUOlQ6OwsCA) - stated that has trouble with availability for instrument ground school due to the different in times between his normal scheduled lessons and when the ground school is - made recommendations that he attend as much as possible and emphasized that attending would allow for hearing of different perspectives and different methods of explanation from another instructor which could be beneficial in understanding topics better and being able to explain - stated felt comfortable and proficient in flying holds and arcs - checklist usage: student did not do cruise checklist but did complete climb checklist - *student did not use the trim for the entirety of the flight* - asked about intersection holding: - stated that the flag would flip, continued to talk and I did not understand explanation (it did not make sense) - used CERMO as an example and asked if we were using the two VORs to do the hold and not GPS, stated that the flag would flip when we crossed CERMO, I continued to ask questions about this but I couldn't figure out what he was talking about - incorrectly stated parallel entry when teardrop would be preferred - was not able to determine how to fly on V537 to CERMO (from SE of CERMO) ## Flight Portion ([Link to Flight Plan (Open in ForeFlight mobile)](foreflightmobile://maps/search?q=APT@[email protected]+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/270/10+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/270/15+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/280/15+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/290/15+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/300/15+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/310/15+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/320/15+HOLD@NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/320/15%23320OR001.00T%23%23%23+4000ft)) ### TOLLZ2.TOLLZ - departure procedure was satisfactory - student did not utilize heading bug during procedure, tended to over correct when making course adjustments - altitude bug was utilized and altitude deviations were +/- 100 ft ### Intercept and Track outbound on the 270 Radial from ORL VORTAC - did not use heading bug for intercept angle, stated 45 degrees but used 60 degrees - took a long time to turn and intercept radial (3+ minutes) ### DME Arc (15 DME North from 270 radial) - turned properly at 14.5 DME - within ACS tolerances - twisted 20 degrees instead of 10 degrees during one of the turns - did not set heading bug during arc and was changing between seemingly random headings (chasing the DME distance instead of intentionally setting a heading) ### Hold (ORL/320R/15DME) - selected proper entry (parallel) - timed outbound for 1 minute - did not set heading bug during procedure - made correct report, but stated "at this time" instead of the time - made proper adjustment to time and wind during outbound leg # Sam Trawick Instrument Stage 3 Progress Check ## Ground Items - [x] Instrument Approach Procedures - [x] SRM - [x] Loss of Communications - [x] Departure Procedures - [x] Holding Procedures - [x] Required ATC Communications - [x] Emergency Operations ## [[KAGS ILS or LOC RWY 35.pdf|KAGS ILS 35]] - good job with not to scale indication - good job with feeder route - asked about starting approach at BUSHE from feeder route - I would follow general guidance: time for 2 minutes if IAF is off airport and 3 minutes if IAF is on airport ## [[KAGS RNAV GPS RWY 35.pdf|KAGS RNAV 35]] - was able to look up terminal arrival area - had to lookup requirement to fly to LPV minimums - asked "is the localizer a VOR?" - asked about dealing with loss of WAAS during approach, stated would be indicated in the scoreboard - holding procedures: satisfactory > [!info] GPS Approach Minimum Requirements (LPV Approach) > AIM 1-1-18(b): Properly certified [WAAS](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-w.html#$WAAS) receivers will be able to fly to LPV minima and LNAV/VNAV minima, using a [WAAS](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-w.html#$WAAS) electronic glide path, which eliminates the errors that can be introduced by using Barometric altimetry. ## [[1A5 RNAV A.PDF|1A5 RNAV A]] - overall good job - required ATC communications: satisfactory - [ ] review [[IFR Required Malfunction Reports]] - loss of communication: satisfactory - make sure to always verify that you are in IMC and not VFR conditions - review when to leave clearance limit - remember that most people would not consider just a communication failure as an emergency > [!info] AIM Leave Clearance Limit > 1. When the clearance limit is a fix from which an approach begins, commence descent or descent and approach as close as possible to the expect further clearance time if one has been received, or if one has not been received, as close as possible to the Estimated Time of Arrival ([ETA](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-e.html#$ETA)) as calculated from the filed or amended (with ATC) Estimated Time En Route ([ETE](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-e.html#$ETE)). > 2. If the clearance limit is not a fix from which an approach begins, leave the clearance limit at the expect further clearance time if one has been received, or if none has been received, upon arrival over the clearance limit, and proceed to a fix from which an approach begins and commence descent or descent and approach as close as possible to the estimated time of arrival as calculated from the filed or amended (with ATC) estimated time en route. # Jesus Andino Commercial EOC Flight Recheck 10/9/2025 ## Recheck Required - [ ] preflight inspection - [ ] slow flight - [ ] accelerated stall - [ ] emergency descent - [ ] steep turns - [ ] chandelle ## Incomplete - [ ] Steep Spiral - [ ] Eights on Pylons ## Recheck Items From Previous Progress Check - Incomplete: - [x] Lost Procedures - [x] Go Around - satisfactory - [ ] Steep Spiral - [ ] Eights on Pylons - attempted to do over populated area, elected not to due to clouds - [x] Slow Flight - unsatisfactory: - CA.VII.A.S5 Maintain the specified altitude, ±50 feet; specified heading, ±10°; airspeed, +5/-0 knots; and specified angle of bank, ±5°. - blew through heading during turn, asked for turn to 090 and turned to 070 before turning back - airspeed +6 knots - [x] Power on Stall - satisfactory - [x] Accelerated Stall - unsatisfactory: - CA.VII.D.S8: Configure the airplane as recommended by the manufacturer, and accelerate to best angle of climb speed (VX) or best rate of climb speed (VY) - held pitch attitude level throughout recovery - CA.VII.D.S5 Establish and maintain a coordinated turn in a 45° bank, increasing elevator back pressure smoothly and firmly until an impending stall is reached. - did not make it to 45 degrees of bank (less than 40 degrees) - [x] Spin Awareness - satisfactory - [x] Emergency Descent - unsatisfactory: - CA.IX.A.S5 Maintain appropriate airspeed +0/-10 knots, and level off at a specified altitude ±100 feet - airspeed fluctuated between -10 and -20 knots from target - there is no reason that you need to keep turning, the initial turn is to create positive load factor to offset the negative loading from entering into the descent, but once you are no longer negatively loading the airplane you can roll wings level - [x] Emergency Approach and Landing - make sure that you verify checklist memory items, otherwise satisfactory - [x] Systems and Equipment Malfunctions - satisfactory - Recheck Required: - [x] Pilotage and Dead Reckoning - satisfactory - time off by 2:30 - distance off from point about 1-1.5 miles - [x] Steep Turns - unsatisfactory: - CA.V.A.S5 Maintain the entry altitude ±100 feet, airspeed ±10 knots, bank ±5°, and roll out on the entry heading ±10°. - bank angle -10 degrees - altitude +/-80 feet - rudder usage all over the place (skidding / slipping) - [x] Chandelles - unsatisfactory - pitched to 25 degrees nose up before reaching 90 degree point, then brought nose down to 10 degrees during second half of maneuver - bank angle slowly rolling out during first half - [x] Lazy Eights - satisfactory - max nose up pitch about 15 degrees into turn - max nose low before reaching 90 degree point - uncoordinated - [x] Power off Stall - satisfactory ## General Notes - **==began taxi with the pitot cover on==** - asked multiple pointed questions about this until having to ask directly if he had checked the pitot tube - stated was fatigued from the previous night where had to work late: keep in mind that this adds risk to the flight and you need to consider methods to mitigate those risks, including: 1. don't fly if you believe that you are excessively fatigued 2. ensure that you thoroughly and slowly go through each checklist to ensure that you don't miss anything, if you are fatigued you will have a much higher likelihood to miss items that you may automatically do normally (this applies directly to the preflight, don't just do it but make sure you go through and slowly verify, or utilize the read/do method) - [ ] review [[Fatigue]] - [ ] review [[Risk Management]] - think about how this would apply in something like a risk assessment matrix. the likelihood of you making errors is quite high, and the severity of those errors can be severe, leading to greatly increased risk - minimum safe altitudes still apply when descending below clouds to maintain VFR, make a different plan - do clearing turns just before entering into maneuver, there is no point in doing a clearing turn and then flying for miles (you have now exited the place where you cleared) - especially don't do a position report after a clearing turn # Alexander Conceitras CFI EOC Flight Recheck ## Pass Pending Review and Demonstration of Proficiency with Instructor in the Following - [ ] minimum safe altitudes - [ ] if the clouds are low as you are departing the field with a student (ex 1,300 ft) is it safe / legal to descend below them as you go to the practice area to maintain VFR? What other courses of action could you have taken in our situation? - [ ] what are the hazards of demonstrating those behaviors to a student? - [ ] VFR weather minimums - [ ] what are the hazards of demonstrating to a student that you are willing to go closer than the prescribed VFR weather minimums? - [ ] estimating glide range based on your altitude for engine failure - [ ] cross control stall - [ ] minimum altitude required for recovery ## General Notes - try to avoid as much as possible starting the engine at high RPM, it is better to have a false start compared to starting at high RPM - good job briefing taxi - pull back on elevator during taxi turns - make sure that for every turn you raise the wing and check -> very important to demonstrate this habit to your students - flew over i4 at 700 ft MSL attempting to stay below clouds (don't do this) - [ ] review minimum safe altitude regulations - position report: stated on southeast shore when on the northeast shore - clearing turns should be done just before entering into maneuver - do clearing turns before every single maneuver - broke VFR weather minimums returning to the field ## Recheck Items from Previous Progress Check - [x] Power on stall - satisfactory - [x] Power off stall - satisfactory - be careful about requirement to complete the maneuver above 1,500 ft AGL, I would recommend not starting this at 2,000 ft - [x] Cross control stall - unsatisfactory: AI.X.F.S2 Select an entry altitude that allows the Task to be completed no lower than 3,000 feet above ground level (AGL) - continue to hold the bank in through the turn, think about what a normal students reaction would be to a skidding turn, they will still want to bank towards where they are trying to go but would add opposite aileron to avoid the overbanking tendencies - [x] Maneuvering during slow flight - satisfactory - [x] Engine Failure - set up for engine failure, activated direct to FA83 at 1,500 feet and 2 miles away with strong headwind towards the airport - I would recommend doing this starting from a higher altitude so that you have more time to teach through it - [x] Soft Field Approach and Landing # Lauren Martinelli 9/29/2025 - [ ] [G1000 Pilots Guide](https://static.garmin.com/pumac/190-00498-08_0A_Web.pdf) ## Pitot Static System - overall good job - a good review of the altimeter: [Bold Method: Altimeter](https://www.boldmethod.com/learn-to-fly/systems/how-does-an-aircraft-altimeter-work-in-flight/) ## Attitude Indicator - [ ] review [Video: Pendulous Vanes](https://www.youtube.com/watch?v=_MoS5Yw9ZgE) ## Magnetic Compass - UNOS and ANDS - [ ] [[Heading Indicator and Magnetic Compass]] - remember that these are not caused by magnetic variation, it has to due with the ## Navigation Equipment - [ ] review [[VHF Omnirange (VOR)]] - [ ] review [[Distance Measuring Equipment (DME)]] - [ ] review [Bold Method: ILS](https://www.boldmethod.com/learn-to-fly/systems/ils-how-the-instrument-landing-system-works/) - GPS - [ ] review [FAA how does GPS work?](https://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/navservices/gnss/gps/howitworks) - [ ] review [FAA how does WAAS work?](https://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/navservices/gnss/waas/howitworks) - [ ] review [Video: RAIM](https://www.youtube.com/watch?v=7ESZcUCKieA) ## Weather Information - good job with atmospheric stability - [ ] review [[Known Icing Conditions.pdf]] - [ ] review [Tailplane stalls](https://www.pilotmall.com/blogs/news/tailplane-stall-the-aerodynamics-how-you-can-recover) - good job with weather displays (NEXRAD) ## Cross Country Flight Planning - [ ] review [[IFR Alternate Planning Flow Chart]] - [ ] review [Bold Method: IFR Alternate Planning](https://www.boldmethod.com/learn-to-fly/regulations/how-to-plan-an-ifr-alternate-airport-jeppesen/) - you can plan GPS approach at destination and alternate when you have WAAS ## Flying - [ ] review [Bold Method: DME Arc livestream](https://www.youtube.com/watch?v=AWoaDNbezQA) - [ ] review [Bold Method: Holding procedures article](https://www.boldmethod.com/learn-to-fly/maneuvers/what-you-should-know-about-holding-for-ifr-pilots/) - [ ] review [Bold Method: Holding pattern entries](https://www.boldmethod.com/blog/video/2019/04/holding-pattern-entries/) - [ ] review [Bold Method: Holding pattern wind correction](https://www.boldmethod.com/blog/video/2019/05/holding-pattern-wind-correction/) --- # Delaina Harth Private Phase 5 Flight (part 61) - [x] preflight inspection - [x] checklist usage - [x] radio communications - [x] runway incursion avoidance - [x] crosswind taxi - [x] takeoff and climb - [x] use of trim - [x] collision avoidance - [x] slow flight - [x] stall - [x] spin awareness / recovery procedures - [x] basic instrument maneuvers - [x] GPS direct to / nearest - [x] 180 turn - [x] emergency operations - [x] ground reference maneuver - [x] traffic patterns - [x] go around - [ ] normal approach and landing ## General Notes - flight portion of progress check passed - always pay close attention to the radio volume if you think that there is something wrong with it, there is a good chance you aren't hearing anything because the radio volume is set too low to hear - good decision to decline left downwind for runway 25 - good job with crosswind taxi corrections and pulling back on elevator during taxi turns - remember that checking RAIM is not required for VFR flights (as stated in checklist) - there isn't anything wrong with checking it but you want to know what its doing or don't check it - slow flight: satisfactory - airspeed +9 - stall: satisfactory - basic instrument maneuvers: satisfactory - remember to use standard rate turn (generally about 15 degrees of bank) - emergency operations (engine failure) - good note about landing into the wind - remember you never have to ask if you can look at the checklist! memory items should always be verified anyways - ground reference maneuver (turns around a point) - remember that the wind indications on the PFD are only accurate when flying straight and level - approach / landing 1 - slightly flat (not on nosewheel) - longitudinal misalignment to right (veered slightly right of centerline after touchdown) - approach / landing 2 - great decision to go around - approach / landing 3 - high roundout, firm touchdown, vy pitch attitude on touchdown - slightly right of centerline - approach / landing 4 - firm touchdown, aligned, proper pitch attitude # Alexander Contreras CFI EOC Flight ## Recheck Required - [ ] Power on stall - [ ] AI.X.D.S9 Configure the airplane as recommended by the manufacturer, and accelerate to best angle of climb speed (VX) or best rate of climb speed (VY) - [ ] Power off stall - [ ] AI.X.C.S9 Configure the airplane as recommended by the manufacturer, and accelerate to best angle of climb speed (VX) or best rate of climb speed (VY) - [ ] cross control stall - [ ] AI.X.F.S8 Describe and demonstrate conditions that lead to a cross-controlled stall for future avoidance. - [ ] maneuvering during slow flight - [ ] airspeed held -5 knots - [ ] AI.X.A.S5 Maintain the specified altitude, ±50 feet; specified heading, ±10°; airspeed, +5/-0 knots; and specified angle of bank, ±5°. - [ ] Engine Failure - [ ] practice forward slip - [ ] ensure you clear the engine - [ ] unstabilized approach, went around early while in forward slip - [ ] Soft Field Approach and Landing - [ ] remember that this is a time where you student will become task saturated and not respond to your attempt to take the controls - [ ] hearing is one of the first things to go when becoming task saturated, so something to attempt would be: waving hand in front of your students face - [ ] if that doesn't work, you will have to remove them from the controls, this is the only option that you have - [ ] you never want to give up and just go into an unsafe situation - [ ] power off 180 - [ ] 200 ft short ## General Notes - please do not touch the screen of the G1000, it leaves marks on the screen and should be avoided - make sure that you see the standby battery annunciation come on before turning master on - good job teaching through ground operations (setting G1000 / maintaining situational awareness / etc) - I would recommend utilizing the manual squelch function on the audio panel if you are cutting out when speaking, this is something that is very useful as an instructor when you need to speak for a while or if you are having trouble with your student cutting out - make sure you are very clear with exchange of flight controls, there were a few times when I finished a maneuver and you kind of took the controls but didn't say anything - be careful of altitude crossing over lake apopka, you want to always be within gliding distance of the shore # Brian Cortez 141 IPC Part 2 9/24/2025 - review amplified procedures for priming procedure - did not wait required 20 seconds before engaging starter again (but did not engage while propeller spinning) - pull back on elevator during taxi turns which will reduce pressure on nosewheel (important to emphasize to a student that you do it) - keep hand on yoke while taxiing and apply taxi crosswind corrections (important to emphasize to a student that you do it) - don't place fingers on G1000 screen - read the full departure briefing from checklist - remember that we are not aborting the takeoff roll if we have an "engine failure" we will abort the takeoff roll if we have "any problems" which would be much more encompassing than an engine failure - I would work on a script for traffic pattern / approach and landing teaching, this is something that is easy to become distracted on and will require a good amount of practice ## Normal Takeoff - apply crosswind correction during takeoff - climbed out at approximately 85 knots to about 600 feet before going to Vy speed ## Hold (Andre Flying) - course to holding fix 264 degrees, instructed hold west of punqu (no specific bearing or radial) - used thumb method for selecting entry heading, incorrectly taught parallel when teardrop is preferred - stated could switch to OBS and twist before reaching holding fix (this removes our valid form of navigation, MFD is not approved for navigation) - should emphasize selecting OBS before reaching holding fix but ensure that selected course is not changed until after crossing fix (to ensure navigational source to the holding fix) ## Approach (KLEE RNAV 4 Circle 13) (non-precision circling) - gave vector to joint approach between PUNQU and JOXON - utilize heading bug for guidance on the approach - make sure that you fly the airplane first, configure for the descent before reporting to the tower - did not set flaps 10 on descent on approach - airspeed 98-100 knots for most of the approach (outside ACS tolerance if using 85) - there is no reason to start circle upon reaching 1.3 miles, this is the maximum you are allowed most of the time you want to be within that - descended below MDA during circling turn - you do not need to (nor should) use standard rate turns when circling ## Approach (KORL ILS 7) - I would recommend getting the weather before contacting ATC to request a VFR approach - checklist usage should be heavily emphasized, don't forget to do descent checklist / before landing checklist - you want to have frequencies loaded prior to the approach so you don't have to set them when you get frequency change - did not make 1 dot below callout - did not make localizer captured callout - did not make glideslope captured callout - did not make glideslope alive callout - did not set the heading bug - primary means of correcting on glideslope is making adjustment to VSI, do not say things like "pitch down" that is an abstraction and not specific enough to create reliable results - did not make 1,00 above callout ## Short Field Landing - 1,000 ft touchdown point - 7 degree misalignment - did not retract flaps - did not aggressively brake # Brian Cortez 141 IPC Part 1 9/23/2025 - please ensure you arrive at an appropriate time which allows you to be ready to fly by the start time of our reservation, this is something that we expect of students and therefore you should demonstrate that expected behavior - NEVER engage the starter when the propeller is spinning, this will cause damage to the start (reducing its lifespan) and can cause major damage to the flywheel (requiring replacement) which is very expensive, you want to emphasize the importance of not doing this with a student - this also does not follow manufacturer recommendations, see POH 4-26: "Operate the starter motor for 10 seconds followed by a 20 second cool down period. This cycle can be repeated two additional times, followed by a ten minute cool down period before resuming cranking. After cool down, operate the starter motor again, three cycles of 10 seconds followed by 20 seconds of cool down. If the engine still does not start, try to find the cause." - immediately engaging the starter after a failed start can cause overheating - when doing run up, if you would like to keep the window open make sure you hold it with one hand to reduce potential stress on it, otherwise ensure that the window is closed for the run up - it is good practice to place tower and ground on separate radios (COM 1 / 2) to ensure that you are able to receive and transmit on both radios - angle yourself towards final approach path when holding short to give yourself better visibility of arriving aircraft - broke VFR weather minimums going out to practice area (DO NOT EVER DEMONSTRATE THAT BEHAVIOR TO A STUDENT) ## Short Field Takeoff - satisfactory - make sure to request a delay when doing a short field takeoff (the tower is not going to expect you to stop on the runway) - emphasize checking to make sure that you are at a safe airspeed to retract flaps ## Power off Stall - satisfactory - remember that you want to prioritize arresting descent rate instead of retracting flaps ## Power on Stall - satisfactory - you don't want to do this at a reduced power setting ## Slow Flight - satisfactory ## Steep Turns (Andre Flying) - I would take the controls much faster, think about when the learning process stops and when you could potentially find yourself in a dangerous position ## Unusual Attitude - satisfactory ## Lazy Eights (Andre Flying) - satisfactory ## Chandelles - satisfactory - could use more right rudder rolling out of left turn ## Normal Approach and Landing - ACS tolerances are not +/-100 - longitudinal alignment +2 degrees off ## Short Field Approach and Landing - unsatisfactory - make sure to emphasize to a student that you go around as well and take advantage of the opportunity to do that --- # Stanley Fenelon 9/23/2025 Phase 7 Flight - takeoff: rotated early, touched back down onto runway at about 65 knots(on main landing gear) - if departing in the opposite direction of the takeoff runway, you can start timing when you cross abeam the airport which will increase accuracy of navlog - good decision to divert on your own - for guidance on contracting flight service: [[Flight Service Communications Guide]] (foreflight frequencies might not work) - ALWAYS read back instructions with your callsign # Ryanne Long IPC oral ## Operating Limitations - good job with maneuvering speed - remember that there are times where it could be beneficial to go above VNO, you can think about leaving power in during a descent, which can help avoid shock cooling the engine ## Meteorology - # Jesus Commercial EOC Recheck 2 - [x] Thunderstorm formation / atmospheric stability - [x] Airspace - [x] TRSA - [x] looking up symbology in aeronautical chart users guide - [x] requirements for crossing ADIZ - [x] SATR - [x] Performance and Limitations - [x] maximum range and maximum endurance - [x] aerodynamics - [x] stall / spin aerodynamics - [x] lift generation - [x] Operation of Systems - [x] Human Factors ## Recheck Required - [ ] Operation of Systems ## Thunderstorm Formation / Atmospheric Stability ### Stability - review this -> you need to know the difference between lifting action and stability ### Thunderstorms Formation - overall good job ## Airspace ### TRSA - good job ### Symbology - good job ### ADIZ - good job ## Performance and Limitations ### Stall / Spin Aerodynamics - much better job explaining aileron deflection with high angles of attack - remember that power reduction is primarily utilized to reduce the airplanes angle of attack -> reduction in airflow over elevator means less tail downforce which results in pitching down motion ## Operation of Systems ### Ignition System - ==**had to lookup how magneto works**== - ==**stated that impulse coupling controls the rotation of the magneto**== - ==**then stated that the impulse coupling is known as the starter**== - ==**stated that the starter is what energizes the magneto**== ### Powerplant - stated that the crankshaft moves in a way to open the exhaust valve - looked it up and stated that it would open itself from the rotation of the engine - ==**stated that the mixture is opening the intake valve**== ### Electrical System - ==**stated that electrical system is AC**== - alternator - ==**stated 60 volts (remember this is amps)**== - ==**had to lookup how the alternator works**== - asked about ALT FIELD - ==**stated that the ALT field goes to main battery**== - ==**stated that the magnetos power the alternator**== ### Pressurization - was able to give general overview of components ## Human Factors - hypoxia - good job - scuba diving - stated "without equipment 12 hours" # Jonnie's Alvarez 20 Hour Evaluation ## Recommendation - Client is not prepared to practice current maneuvers in the airplane (steep turns, slow flight). He does not demonstrate proficiency in fundamental aircraft control skills and those should be emphasized and dedicated practice should be utilized (climbs, turns, descents, coordination exercises) ## Notes - client not proficient with checklist (skipping items / not knowing how to do items / not utilizing do verify method), dedicated practice is recommended, as well as recommendation to chair fly in ground trainer (as well as instructor demonstration on how to chair fly in ground trainer) -> this will ensure safe operation and reduce time delay (took approx. 45 minutes to go from parking to the runway) - this will also aid in understanding of what each checklist item accomplishes (amplified checklist is useful here) -> became confused why MFD did not turn on when avionics switch was not on / knowing how to do ground leaning procedure - client struggled to maintain directional control during taxi (almost taxied off the shoulder into the grass during turn) - client lacks situational awareness: - was not familiar with where lake apopka is or the direction we would fly to get to it. When questioned about how we could get to it or determine where it is, pointed to lake Jessup and started turning towards it - attempted to turn right downwind for runway 7 to go to lake apopka - client struggled to maintain altitude - steep turns: rolled between 60 degrees and 30 degrees of bank and oscillated with pitch rapidly descending and then climbing, roll out heading deviation of 45 degrees -> client not able to describe what sight picture should look like in steep turns - slow flight: heading deviations of approx 45 degrees, airspeed deviations +20/-10, altitude deviation -500 feet (I asked how we could return to our starting altitude and client retracted flaps) - remember that power adjustments are appropriate to correct for altitude deviations in slow flight, generally want to attempt to return to starting altitude instead of just leveling off. large power adjustments are also acceptable when required, if you are trying to climb you can continue to add power slowly until you see an appropriate rate of climb # Roy Jones 9/19/2025 EOC recheck ## Austin Notes Recheck Items: - [x] Steep turns - [x] Ground ref - [x] Emergency operations - [ ] Short field landing Incomplete: - [x] Normal takeoff - [ ] Normal landing - [x] Soft field takeoff - [x] Soft Field landing - [x] Go around - [ ] Forward slip ## General Notes - you want to do clearing turns just before entering maneuver, it is a good idea to select your entry heading and then do clearing turns ## Steep turns - bank angle too shallow (32-35 degrees) - heading / altitude / airspeed satisfactory ## Ground ref ## Emergency operations - satisfactory ## Short field landing ## Normal takeoff - satisfactory ## Normal landing ## Soft field takeoff - satisfactory - recommend leveling off lower in ground effect ## Soft field landing - satisfactory ## Go around ## Forward slip --- - satisfactory ## Opening Flight Plans / Flight following - satisfactory ## Pilotage - satisfactory ## Dead reckoning - satisfactory ## Navigation systems / radar services - satisfactory ## Diversion - satisfactory ## Lost procedures - satisfactory ## Emergency Operations - satisfactory ## Systems and Equipment malfunctions - satisfactory ## Emergency communications / ATC resources - stated could call flight service to amend flight plan on 121.5 ## Weather resources - satisfactory # Justine Garrow Private Phase 7 Flight 2025/09/18 ## Progress Check Satisfactory - good job with passenger briefing ## Power settings and mixture control ## Opening Flight Plans / Flight following ## Pilotage ## Dead reckoning ## Navigation systems / radar services ## Diversion ## Lost procedures - satisfactory ## Emergency Operations - satisfactory ## Systems and Equipment malfunctions - satisfactory ## Emergency communications / ATC resources - stated could call flight service to amend flight plan on 121.5 ## Weather resources - satisfactory # Justin Garrow Private Phase 7 Oral ## Weather Theory - stated temperature inversion is stable ## Weather Products - AIRMETs: - good job for different types - stated 4 hour product - SIGMET: - correct, unscheduled - otherwise good job - stated valid for 6 hours - Conv SIGMET: - correct, scheduled ## Fronts - good job ## Pressure Systems - good job --- # RANDOM ASS MANEUVER STEPS STEP 1: turn onto runway - pull back on elevator - why pull back -> all this extra stuff - thats why we rotate early STEP 2: slowly add power - release backpressure - -> # Stanley Fenelon Phase 7 Oral 9/17/2025 # Recheck Required - [ ] Review assigned Cross Country Flight Planning - [ ] TOD Planning - [ ] Fuel Planning - [ ] Groundspeed calculation - [ ] Power settings - [ ] Checkpoints (can't fly abeam point without another reference on other side) - Satisfactory: - [x] Appropriate logbook and certificate endorsements - [x] FAA flight plans - [x] Airspace - [x] Weather - [x] Lost Procedures - [x] Systems and Equipment Malfunctions - [x] Runway Incursion Avoidance ## Assigned Cross Country Flight Planning (Unsatisfactory) - don't pick a point that you are "abeam" -> at a minimum you want to pick two points that you can go in between - **picked TOD point at KZPH, stated would cross that point at 4,500 feet** - then stated would start descent 3 miles before (not what is in navlog) - asked again how he would know when to start descending, stated at BURNTWOOD RANCH, which is not on the navlog, and stated that would go down to 2800 ft - heading calculations correct for wind and TAS calculated - used 67% MCP for calculation - **groundspeed calculations incorrect** - asked to verify and stated that it was correct (calculated 106 knots, correct is 119) - I would include seconds in your ETE calculations for accuracy - **fuel burn calculations did not add up to total fuel burn** - **used 9.0 gal/hr instead of 9.2 gal/hr as stated from interpolation** - put 7.1 gallons (incorrect sum + incorrect gal/hr) when correct calculation would be 8.625 (this is not considering incorrect groundspeed) (more than 20% error) - **put local time on flight plan form instead of zulu time** - for alternate stated always picks Leesburg ## FAA Flight Plan (Satisfactory) - asked about the benefits of filing flight plan - good job - asked about flight following - good job ## Logbook and Certificate Endorsements (Satisfactory) - had to look up in FAR - you need to have current solo endorsement - Solo cross-country flight: §61.93(c)(1) and (2) - stating you can fly cross country - Solo cross-country flight: §61.93(c)(3). (Per Flight) - required for each individual flight ## Airspace (Satisfactory) - asked about shaded region (class E 700 - 1,200 border) - good job - special use airspace - restricted: good job - alert area: good job - MOA: good job ## Weather (Satisfactory) - In flight weather advisories - Convective SIGMET: good job - AIRMET: good job - fronts: good job - thunderstorms: good job for what is required ## Systems and Equipment Malfunctions - alternator failure - stated that ammeter would read zero: this is not true, it would show discharge # Brian Cortez 9/12/2025 - when it is dark out, turn off strobe lights when not crossing runway / taking off to avoid blinding other pistols nearby - Power off 180 - first attempt quite low, recommend going around earlier to avoid being at very low altitude not over the field - second and third attempt good - chandelles - you want to demonstrate that you should do clearing turns just before entering into the maneuver - lazy eights - overall good job - eights on pylons - make sure not to calculate pivotal altitude based on a ground speed that you are not using to enter the maneuver (used 76 knots as we were descending down for the maneuver) # Jacob Kahn 9/11/2025 Evaluation - Delayed approximately an hour departing KORL (attempted to get as much done as possible given time constraint) - remember to switch to practice area frequency when doing maneuvers and make sure to do clearing turns before every maneuver (stayed on tower frequency for entirety of flight) - make sure to be consistent bugging heading and altitude - checklist usage good, also good job explaining what you are doing - Normal Takeoff and Climb: Make sure to track centerline after departure (particularly important when winds are coming from the north) - Chandelles: make sure to add rudder during initial turn, slightly too nose high attitude during initial roll (remember that this should stay constant during the second 90 degree turn), second attempt was great - steep turns (commercial standards): altitude -80, airspeed +12/-11 knots, bank angle -6 degrees - lazy eights: don't forget to bug heading and altitude, remember that this does not have to be done along a road. Important to emphasize selection of 45/90/135 degree point, second attempt did quite well - slow flight: overall good job, within ACS tolerances # Lauren Bourret 9/11/2025 Evaluation - During our first flight, Lauren aborted the takeoff, and that demonstrated good decision making when noting abnormal conditions during the takeoff roll (as is briefed for good takeoff) - this is something that we discussed and I expressed that it was a good decision, and would have still been totally fine if the takeoff was aborted for a reason that ended up not being a true problem - For our flight today, we were delayed due to Mark Allen not returning our plane in time but we were able to change planes to 52522 and utilize it for the remaining block time, in which I decided that it would probably be most efficient to practice a few landings at KORL ## Flight Notes - Lauren consistently switched between using her left hand, then right hand, and then both hands to control the airplane. This was particularly pronounced just after rotation during takeoff - she noted that the airspeed seemed to be oscillating and she was trying to control it. The oscillations were due to her pitching the nose up to approximately 20-25 degrees during the climb after takeoff (allowing airspeed to decrease to approximately 50-55 knots), then pushing aggressively nose down with both hands to a pitch attitude below the horizon which caused the airplane to accelerate above 100 knots - This occurred multiple times while climbing, and she was also occasionally attempting to use the trim to change the pitch attitude of the airplane while close to stall speed - I discussed this with her, and noted the importance of having her right hand available to guard the throttle, as well as the importance of setting pitch attitude fist before adjusting the trim (the trim was not set excessively forward or aft) - Lauren struggled with level offs from climbing, as she would generally pass through her original altitude, then push the nose down, and not reduce throttle until well past a normal cruise speed - Lauren struggled to crab the airplane, primarily attempting to use the rudder to turn the nose of the airplane for the crab - I discussed with her the importance of utilizing a sideslip for longitudinal alignment with the runway but not while crabbing during normal phases of flight ## Recommendations - I believe that the best course of action for Lauren would be to go back and focus on fundamental flying skills (climbs, level offs, turns, descents) to solidify those skills before progressing to more complex maneuvers including the traffic pattern / landings - The importance of maintaining control of the airplane using one hand should also be emphasized - The importance of the pitch and power table should be emphasized, understanding the correlation between configuring the airplane and dependable performance which could help ameliorate her over-control of the airplane # Lauren Bourret 9/11/2025 Evaluation - During our first flight, Lauren aborted the takeoff, and that demonstrated good decision making when noting abnormal conditions during the takeoff roll (as is briefed for good takeoff) - this is something that we discussed and I expressed that it was a good decision, and would have still been totally fine if the takeoff was aborted for a reason that ended up not being a true problem - For our flight today, we were delayed due to Mark Allen not returning our plane in time but we were able to change planes to 52522 and utilize it for the remaining block time, in which I decided that it would probably be most efficient to practice a few landings at KORL ## Flight Notes - Lauren consistently switched between using her left hand, then right hand, and then both hands to control the airplane. This was particularly pronounced just after rotation during takeoff - she noted that the airspeed seemed to be oscillating and she was trying to control it. The oscillations were due to her pitching the nose up to approximately 20-25 degrees during the climb after takeoff (allowing airspeed to decrease to approximately 50-55 knots), then pushing aggressively nose down with both hands to a pitch attitude below the horizon which caused the airplane to accelerate above 100 knots - This occurred multiple times while climbing, and she was also occasionally attempting to use the trim to change the pitch attitude of the airplane while close to stall speed - I discussed this with her, and noted the importance of having her right hand available to guard the throttle, as well as the importance of setting pitch attitude fist before adjusting the trim (the trim was not set excessively forward or aft) - Lauren struggled with level offs from climbing, as she would generally pass through her original altitude, then push the nose down, and not reduce throttle until well past a normal cruise speed - Lauren struggled to crab the airplane, primarily attempting to use the rudder to turn the nose of the airplane for the crab - I discussed with her the importance of utilizing a sideslip for longitudinal alignment with the runway but not while crabbing during normal phases of flight ## Recommendations - I believe that the best course of action for Lauren would be to go back and focus on fundamental flying skills (climbs, level offs, turns, descents) to solidify those skills before progressing to more complex maneuvers including the traffic pattern / landings - The importance of maintaining control of the airplane using one hand should also be emphasized - The importance of the pitch and power table should be emphasized, understanding the correlation between configuring the airplane and dependable performance which could help ameliorate her over-control of the airplane # Brian Cortez 9/9/2025 - make sure to NEVER engage starter while propeller is still spinning - this will cause permanent damage to flywheel especially when done repeatedly - KORL NYTES2.NYTES KISM RNAV 6 Circle 15 KORL ILS 7 # 9/5/2025 Ryan Drozd ## Recheck Required - [ ] Holding Procedures - recommended practice: - DME arcs into holding pattern - review of drawing out holding pattern and double checking that course matches holding pattern direction (ex: holding pattern should not be SE of fix if instructed to hold NW) ## Preflight Preparation - satisfactory ## Flight Deck Check (Instrument Cockpit Check) - good job going through items and noting discrepancy in redbird with airspeed indicator - remember that discrepancy for attitude indicator is up to 5 degrees (this does not have to correct within 5 minutes if within 5 degrees) -> although this would be worthwhile to look into ## Basic Instrument Flight Maneuvers - satisfactory ## KORL TOLLZ2.TOLLZ departure - ==**practice flying departure procedures in the airplane -> you can add it into your flights easily and can be good practice when departing on an IFR flight anyways**== - stated had not done departure procedure before - satisfactory ## Intercepting and Tracking - Instructed to intercept ORL 270 Radial outbound while 3nm from ORL VORTAC - ==**utilized intercept angle of 90 degrees**== -> this caused overshooting of radial, noted mistake - within 5 miles from the station utilize 30 degrees, and beyond 5 miles utilize 45 degrees (generally speaking) - once established tracking satisfactory ![[Pasted image 20250905122047.png]] ## DME Arc - instructed to arc north 15 DME from ORL VORTAC - started turning onto arc at 14.7 DME -> good job noting strong headwind and adjusting when you would make turn - +/- 0.5 nm ![[Pasted image 20250905122218.png]] ## ==**Hold 1**== - instructed hold NW ORL310R 15 DME right hand turns from arc - stated did not know how to intercept, I asked what he should do in this situation and he requested heading to intercept - I gave vectors back onto radial ## ==**Hold 2**== - instructed to proceed on ORL310R outbound, then hold NW 19DME from vortac on 310 radial - stated correct entry was direct - ==**held SE of fix instead of NW**== --- # 9/5/2025 Ryan Drozd ## Recheck Required - [ ] Holding Procedures - recommended practice: - DME arcs into holding pattern - review of drawing out holding pattern and double checking that course matches holding pattern direction (ex: holding pattern should not be SE of fix if instructed to hold NW) - Incomplete: - [ ] Recovery from Unusual Attitudes - [ ] Loss of Primary Flight Instrument ## Review - [ ] [[VHF Omnirange (VOR)#Loading VORs in ForeFlight|Loading VORs in ForeFlight]] - [ ] importance of drawing out holding pattern - [ ] importance of confirming direction of hold in relation to holding fix (think of this as double checking that you are where you should be) ## Preflight Preparation - satisfactory ## Flight Deck Check (Instrument Cockpit Check) - good job going through items and noting discrepancy in redbird with airspeed indicator - remember that discrepancy for attitude indicator is up to 5 degrees (this does not have to correct within 5 minutes if within 5 degrees) -> although this would be worthwhile to look into ## Basic Instrument Flight Maneuvers - satisfactory ## KORL TOLLZ2.TOLLZ departure - ==**practice flying departure procedures in the airplane -> you can add it into your flights easily and can be good practice when departing on an IFR flight anyways**== - stated had not done departure procedure before - satisfactory ## Intercepting and Tracking - Instructed to intercept ORL 270 Radial outbound while 3nm from ORL VORTAC - ==**utilized intercept angle of 90 degrees**== -> this caused overshooting of radial, noted mistake - within 5 miles from the station utilize 30 degrees, and beyond 5 miles utilize 45 degrees (generally speaking) - once established tracking satisfactory ![[Pasted image 20250905122047.png]] ## DME Arc - instructed to arc north 15 DME from ORL VORTAC - started turning onto arc at 14.7 DME -> good job noting strong headwind and adjusting when you would make turn - +/- 0.5 nm ![[Pasted image 20250905122218.png]] ## ==**Hold 1**== - instructed hold NW ORL310R 15 DME right hand turns from arc - stated did not know how to intercept, I asked what he should do in this situation and he requested heading to intercept - I gave vectors back onto radial ## ==**Hold 2**== - instructed to proceed on ORL310R outbound, then hold NW 19DME from vortac on 310 radial - stated correct entry was direct - ==**held SE of fix instead of NW**== --- # Mallory Evaluation (2025-09-01) Overall, Mallory made a few mistakes but pointed them out upon noticing and has a good attitude ## Flight Deck Check - good job ## NYTES2.NYTES - good job noting NYTES is fly over waypoint - good job talking about specific intercept heading to get back on course ## KTIX RNAV 9 Circle 36 - selected 094 degree course on NAV 1 radio -> discussed afterwords and noted that it does not make sense for GPS procedure - started descending below 2800 between BINNY and OMLOF, caught mistake and fixed - good job teaching through adjustments to course - good job noticing the NOTAM for increased MDA - intercepted glide path at 1900 ft -> not incorrect, discussed why intercept at selected altitude and had good explanation - started circling maneuver at 1.5nm from runway threshold -> discussed and noted mistake ## KORL ILS 25 (Raw Data) - followed localizer well, set proper wind correction angle - stated 2,000 at ENLOW was minimum altitude -> corrected self - good landing ## Slow Flight - within ACS tolerances - good job teaching through ## Steep Turns - within ACS tolerances - good job teaching through ## Power off Stall - good job # John Evan Evaluation Simulator Session Notes ## Simulator Evaluation Notes - John Evan - When I explained the next steps, that I would provide notes to Evan and that we would discuss before reaching out, he expressed frustration that he had not heard from Evan in two weeks and pressed about when he would “actually be able to fly,” adding that he had “not been able to fly in a while” - I reiterated that we would contact him when we chose to move forward in the hiring process, and I finished the evaluation by telling him it was good to meet him - Despite this, he ignored my closing remarks and remained in the lobby to wait for Evan, attempting to speak directly rather than respecting the process I had outlined These interactions reflected a lack of professionalism and respect for the hiring process and our expectations of respectful conduct, and combined with his simulator performance, they reinforced my assessment that he is not a good fit to move forward. ## General Notes / Concerns - Did not demonstrate ability to acknowledge or teach through mistakes during debrief or in flight and was generally defensive (blaming simulator) on mistakes made - Reliance on utilizing MFD for navigation to GPS fixes without loading them into FMS -> this does not constitute acceptable means of navigation and is only for situational awareness - when proceeding direct to fix, did not load direct using G1000 and navigated to it solely using MFD - struggled with proper usage of FMS - struggled loading approach procedures properly using FMS - activated vectors to final when cleared direct to fix, then attempted to manually load fix which caused problems sequencing flight plan and resulted in navigation solely by reference to MFD - during climb out from KTIX, accidentally made approximate 360 degree turn when attempting to load approach from getting distracted, and stated that it was because I was changing the winds in the simulator (I had changed the winds previously, this was due to distractions when attempting to turn direct to fix without having it loaded in G1000 instead of requesting initial / delayed vectors) - during debriefing, discussed options of identifying fix on approach, stated that RADAR (as indicated on KORL ILS 25 fixes) indicated that we could use GPS for approach procedure identification of fixes - was not able to expand - was not familiar with GPS substitution requirements - during debrief, was generally defensive of errors rather than receptive to feedback ## Instrument Flight Deck Check / Before Takeoff - good understanding of flight deck check and RAIM prediction - taught through loading departure procedure ## KORL NYTES 2 Departure - correctly calculated required climb gradient - flying departure procedure: Satisfactory ## KTIX RNAV 9 Circle 36 - reloaded approach when not necessary to navigate to IF (instructed to proceed direct to fix) - activated vectors to final when instructed to proceed direct to IF, loaded the fix individually into flight plan, and then navigated to IF solely using MFD instead of proceeding direct to the fix using FMS - started circle at 1.3nm from threshold which led to wide downwind leg - utilized the wrong minimums for the approach (as stated in NOTAM) - did not brief or teach importance of checking NOTAMs for approach procedure and was not familiar with the NOTAM (plan of action was given days beforehand for time to properly brief and prepare for) ## KORL ILS 25 Full Approach - instructed to proceed direct to IAF for approach - did not have IAF properly loaded into flight plan, started turning to it (without it being loaded using MFD solely) and became distracted by loading fix back into FMS resulting in a 360 degree turn and becoming confused with aircraft position and heading - stated that I must have changed something in the simulator - did not request initial / delayed vector - taught hold entry using "pen method" - turned OBS course before reaching fix so no positive navigation to the holding fix - again used MFD to navigate to fix - used MFD to determine crossing IAF without activating leg in flight plan -> you cannot use the MFD to determine when you are crossing fix it is only able to be used for situational awareness - crossed ENLOW at 2,200 feet (mandatory minimum and maximum 2,000 ft crossing altitude) due to becoming distracted with setting vectors to final when not necessary ## Slow Flight - Landing Configuration - satisfactory ## Power Off Turning Stall - satisfactory ## Steep Turns - satisfactory # Brett Glaser Instrument 2025-08-20 - Partial panel approaches - good job picking up IFR clearance - make sure to include the weather information that you have when calling ready for taxi - make sure to brief taxi instructions before taxiing (this can make you more distracted than normal when doing it while taxiing -> leading to potential runway incursions) - make sure that you read back when instructed to hold short of the runway, this would be different from the tower telling you to "standby", in which case you would not need to respond - always be careful to respond fully on the radio and try your best to avoid mistakes, for example you stated fly the TOLLZ 2 when cleared for the NYTES 2 -> this is important espcially when at an airport with multiple departure procedures from the same runway - I would recommend always bugging heading before turning, you have a tendency to overshoot headings - you have a tendency to be low on your altitude, make sure that you are paying close attention to it ## KLEE RNAV GPS 31 (Partial Panel) - make sure to sync heading bug whenever turning to a different course -> this will come in hand - pay close attention to your power settings, especially partial panel, this is where you want to rely even more on your pitch and power values, if you are trying to maintain level flight you can quickly tell that a power setting of 1700 RPM will not work - went down to 800 before crossing MULKE -> remember that these are minimum altitudes, it is much better to be a little bit above compared to too low - went a little bit below minimums on the approach MDA ## KORL LOC 7 (Partial Panel) - when making initial call to approach, when you have the weather, include that in your call - when reaching MDA, go straight to MDA cruise power and pitch, you're not bringing in the power sufficiently and causing a loss of airspeed / making it more difficult to maintain altitude # Sam Trawick Instrument 2025-07-25 - you can always invert flight plan by pressing "menu > invert flight plan > enter > enter" - when thinking about approach clearances and how to respond, you can think about the elements of a approach clearance (generally speaking), these are pretty standard so while it might be a lot of information, you can be prepared for what information to expect 1. position confirmation (you don't have to read this back) 2. altitude restriction 3. approach clearance itself - don't forget about cruise checklist (and leaning the mixture!!) - when doing a normal circling approach -> think about descending in a similar way to how you would in a traffic pattern -> reduce power, set flaps, stabilize, and turn base after extending a bit out to give yourself enough room to descend and turn final # Jordan Sorvillo Ground Trainer 2025-07-17 - demonstration of flight characteristics at various configurations and airspeeds - good job, just remember you don't need to point out what speeds are stated by our SOPs because the DPE doesn't care about your SOPs - slow flight - I would also note the need for increased right rudder as you enter into the maneuver - chandelle - make sure that you bring the bank angle to a full 30 degrees during the first 90 degrees of the maneuver - steep turns - good job - steep spiral - this maneuver should be done to the students side # Elise Phillips 2025-07-01 - make sure that flaps are fully retracted before taxi - crossing 1,000 feet go to cruise climb (85 knots) and complete climb checklist - first thing to do is fly the airplane when going partial panel!! - when you have to report crossing a fix (especially FAF) make sure that you aviate / navigate and then communicate -> make sure you have the airplane properly configured before you make a report to ATC - go straight to MDA cruise when reaching minimums, don't pitch up without adding power # John Hobbs response 60:1 rule formula $ \frac{d}{60}*x=error $ where - $d =$ distance from the station - $x=$ the angular deviation from the desired course (degrees off course) - $error=$ the distance off course 1. Rewrite formula to $\frac{d}{60}=\frac{error}{x}$ 2. Replace terms $\frac{d}{60}=\frac{error}{x}$ # Laura Barrios 6/12/25 - arrived 10 minutes late, I completed dispatch sheet to save time (make sure that you do the dispatch sheet early and try to arrive early to maximize the amount of time we have in the airplane) - continue to practice with checklist, we were only able to start taxiing from parking 55 minutes past the hour - utilize the radio script that is available in your google drive (this will help you know what to say on the radio) - don't do the run up at the parking area, always wait to go to a runup area - check where the mixture is before doing the runup so that you can return it to original position - you desperately need to chair fly and practice the checklist as much as possible, you are making a lot of mistakes and are not proficient with it - level off should be made at 1/10th of VSI before altitude (if climbing at 500 feet per minute, start level off 50 feet before altitude) - raise wingtip and check for traffic before turning - struggled to reduce power to 1500 during slow flight (stated the throttle was all the way in, I asked how to reduce RPM, and stated trim) - did not add power and continually descended in slow flight - was not sure of recovery procedures for slow flight # Cristian Ortiz Logbook Edits Required - [x] total landings - [x] total approaches - [ ] fix total time (SEL and MEL do not add up) - [ ] was flight on 8/2/2023 1.8 or 1.9 simulated instrument? fix time on flight or time that was counted # Eddie Jackson 6/9/2025 - remember when you are in actual conditions you can log the approach assuming you are in **IMC on the final approach segment** - **middle marker** identifies decision height - **Dry Line** - a boundary separating moist and dry air masses.  It typically lies north-south across the central and southern high Plains states during the spring and early summer, where it separates moist air from the Gulf of Mexico (to the east) and dry desert air from the southwestern states (to the west) - # Brett Glaser - remember that approach mode on the autopilot will not change CDI scaling # Daniel Availability - monday/tuesday/wednesday: before 2pm - thursday through sunday: all day # Pim - make sure to reduce power after leaning mixture - ensure you can overpower both the roll and pitch servo on the autopilot - touchdown attitude was a little bit nose low - make sure to continue to pull back on the elevator throughout the round out - you don't want to make the initial pull on the elevator stringer, as this will lead to you ballooning - make sure you start to level off a little bit later - remember the rule that $\frac{1}{10}$th of your vertical speed can be used to lead your level off - pay close attention to your ground track to maintain a consistent distance from the runway centerline on the downwind - zoom in the MFD so that you can see the extended centerline of the runway and maintain a track parallel to that - you can use your heading bug if necessary with the opposite heading to the runway, but just make sure that you are lining up the magenta diamond with it and not your heading --- $ \frac{5}{9} \times 0.1 = 0.05555555 $ $ 1 - 0.0555555 = 0.9444444 $ $ 995 \times 0.944444 = 940 $ $ \frac{6}{9} \times 0.1 = 1 - 0.066666 $ # Dutch Shoemaker (1/20/2024) - --- $\frac{9.1}{60} \times 45$ # Larry Spencer (12/29/2023) - ground lean $\rightarrow$ set throttle to 1200 RPM and lean for peak - add back pressure during taxi turns - check oil temperature before run up - november - 330 9 - 10 - clr - 11 / 4 - 30.09 - 25 in use # Leland Giddens (11/25/2023) - bravo - 060 8 - 10 - 8' bk - 21 / 14 - 30.17 - 7 in use - charlie - 040 4 - 30.15 - 7 in use - add crosswind corrections on the takeoff - make sure to give position report before beginning any maneuver - always bug headings and altitudes - slow flight (landing config) --> bug altitude that you are beginning the maneuver at / nice job managing airspeed and altitude, but bug headings/altitudes - power off stall --> watch out to catch your 65 kts for the descent and establish it - power on stall --> can be a little bit more aggressive with pitch to hit 55 knots and maintain altitude during the entrance - engine failure --> great job / make sure to make mayday call / control of airspeed and gliding to beginning of runway was good - steep turns -- good job holding airspeed / bank, just watch your altitude a little bit closer - coordination good throughout the flight # Randy Fox (11/25/2023) - zulu - 020 8 - 10 - 7'5 sc - 18 / 13 - 30.16 - 7 in use (visual) - great job with checklist, passenger briefing, and PIC briefing