- [ ] still need to review MX logs for our airplanes in more detail # 10/28/2025 ## review of missed questions on instrument written test - IR.I.B.K2g: AIRMET / SIGMET / CWA - review [AIM 7-1-6](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap7_section_1.html#$paragraph7-1-6) - AIRMET - remember that AIRMETs are not just for GA aircraft - these are released every 6 hours starting at 0245 zulu - SIGMET - these will not be sierra / tango, this would be related to an AIRMET - review these - Convective SIGMETs - IR.IV.A.K2 Interpretation, operation, and limitations of pitch, bank, and power instruments - good job - IR.IV.A.K3 Normal and abnormal instrument indications and operations - good job - IR.V.B.K1 Elements related to ATC routes, including departure procedures (DPs) and associated climb gradients; standard terminal arrival (STAR) procedures and associated constraints - climb gradients are not the same as climb rate, and all DPs will require a specific gradient (ex 200ft/nm) - good job with STARs - IR.VI.A.K1 Procedures and limitations associated with a non-precision approach, including the differences between Localizer Performance (LP) and Lateral Navigation (LNAV) approach guidance - LP and LNAV do not offer vertical guidance - IR.VI.B.K1 Procedures and limitations associated with a precision approach, including determining required descent rates and adjusting minimums in the case of inoperative equipment - review TPP supplement for inoperative visual aid / lighting changes to minimums ## KMLB LOC BC 27L - always read back the identifier for a parallel runway, don't say runway 27, always specify 27L - remember that with a BC approach you will always select the front course of the localizer and fly on the tail of the needle - this will cause reverse sensing on the G1000 HSI - when you make a mistake like this and get off of approach guidance (full deflection) you should always report that to ATC and should never continue on an approach - not correcting this could lead to a fatal accident - never try to save an approach and continue to descend when you have a full deflection, your safest option is to always immediately go missed ![[Pasted image 20251028072052.png]] # 10/24/2025 - end of course flight portion - [Link to Flight Plan (Open in ForeFlight Mobile)](foreflightmobile://maps/search?q=APT@KORL+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/270/14+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/280/14+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/290/14+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/300/14+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/310/14+HOLD@NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/310/14%23310OR001.00T%23%23%23+3000ft) ## Intercepting and Tracking and DME arc (see flight plan linked above) - satisfactory - tracked 270 radial outbound from ORL - make sure that you intentionally set intercept heading - 30 degrees within 5nm - 45 degrees outside of 5nm - arc - consistently stayed on the outside of 14DME arc by 1nm, did not make wind correction early enough (unsat) ## Hold (see flight plan linked above) - parallel entry (correctly selected) - turned too early while still having a full deflection - became confused during the entry (while outbound) and turned right back to the VOR - turned incorrect direction for hold entry (unsatisfactory) - did not make required report entering hold (unsatisfactory) - did not correct adequately for inbound leg course (approximate 20 knot crosswind) - make sure that turns are made at a standard rate and avoid rolling out of turn - did not consistently start timer when abeam outbound ## X04 RNAV A - in briefing stated starting at SHIMM would do procedure turn at MODIN, this is incorrect as is stated "NoPT" for that segment - instructed to proceed direct MODIN (from the south) -> did not reload approach to have holding pattern, turned around crossing MODIN (not procedure turn) and descended to 1,700 ft too early # 10/23/2025 ## Aircraft Systems Related to Instrument Flight Rules (IFR) Operations - [ ] review [[Known Icing Conditions.pdf|Known Ice vs Known Icing Conditions Legal Interpretation]] - keep in mind that the limitation for flight into known icing conditions comes from the POH, and it would be regulatorily required as power FAR 91.9(a) - you can relate the effects of icing on airplane performance by using the four forces of flight 1. lift reduced 2. drag increased 3. weight increased 4. thrust reduced - [ ] review [Tailplane stalls](https://www.pilotmall.com/blogs/news/tailplane-stall-the-aerodynamics-how-you-can-recover) - [ ] review [weather.gov aviation icing](https://www.weather.gov/source/zhu/ZHU_Training_Page/icing_stuff/icing/icing.htm) - [ ] review the following video about icing and hazards: <div class="iframe-container"><iframe width="560" height="315" src="https://www.youtube.com/embed/0JkLR_xgayM?si=a5VJ_YY3JHu1ouHI" 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> | Icing <br>Intensity | Airframe <br>Ice Accumulation | | -------------------- | --------------------------------------------------------------------------------------------------------------------------------------------------------------- | | **Trace** | Usually not hazardous event if de-icing/anti-icing equipment is NOT used | | **Light** | Occasional use of de-icing/anti-icing equipment removes/prevents accumulation | | **Moderate** | Rate of accumulation is such that event short encounters become potentially hazardous and use of de-icing/anti-icing equipment or flight diversion is necessary | | **Severe** | De-icing/anti-icing equipment fails to reduce or control the hazard. Immediate flight diversion is necessary | ## Aircraft Flight Instruments and Navigation Equipment ### [[VHF Omnirange (VOR)]] - remember that the range is based off of line of sight - chart supplement will have ground checkpoints and VOT test facilities - this will be at the end of the chart supplement: see [VOR receiver checkpoints (chart supplement)](https://aeronav.faa.gov/Upload_313-d/supplements/CS_SE_20251002.pdf#page=514) - [ ] review [[VOR Inspection]] - airborne VOR check is only allowed when neither a ground or VOT test signal is available ### [[Distance Measuring Equipment (DME)]] - stated "some VORs will have that capability", but remember that DME can be stand alone without a VOR - good job with slant range error ### ILS - good job ### RNAV / GPS - good job ### Pitot Static Instrument System - airspeed -> good job - altimeter -> good job #### Standby attitude indicator - review below video about Pendulous Vanes and gyroscopic precession: <div class="iframe-container"><iframe width="560" height="315" src="https://www.youtube.com/embed/_MoS5Yw9ZgE?si=tN4yj_SfZuC7b50z" 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/P3smLuTr0Fk?si=2PZQgTsuL4WSmvWF" 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> ### PFD instruments - [ ] review AHRS failure modes - ![[Pasted image 20251023114012.png]] - specifically you can say that the G1000 will use pressure transducers to measure the static and pitot pressure - [ ] review GMU 44 (magnetometer) - remember that this is not a gyroscopic instrument - the magnetometer provides data to the AHRS which can then be displayed on the PFD/MFD ### Magnetic Compass - good job ## Inoperative Equipment - good job # 10/22/2025 ## Pilot Qualifications ### Currency Requirements / Proficiency - [ ] review logging instrument approaches: [InFO 15012: Logging Instrument Approach Procedures](https://www.faa.gov/sites/faa.gov/files/pilots/training/firc/InFO15012.pdf) - in simulated conditions: must be in simulated conditions to minimums on the approach - in actual conditions: must be in actual past the final approach fix (does not have to be to minimums) - good job with proficiency vs currency ### Personal Minimums - selection good: 1,000 ft and 2 sm visibility - I would work on explanation of why you chose your numbers ### Flying Unfamiliar aircraft - good job ### BasicMed - [ ] review basicmed - [ ] [FAA website: BasicMed](https://www.faa.gov/licenses_certificates/airmen_certification/basic_med) ## Weather Information - used weather briefing on foreflight for flight (KORL KAGS) - [ ] review fronts - thunderstorm formation: don't forget about atmospheric instability as a requirement for thunderstorm formation - atmospheric stability - review chapter in the aviation weather handbook about atmospheric stability - review NOAA imagery legends to see symbols on the surface analysis chart (in ForeFlight drive) - review trough - stated that weather would be worse around a high pressure system - low pressure systems would be more conducive to thunderstorm activity - isobar lines: each line itself will represent a line of equal pressure - review surface analysis - [ ] review [AIM 7-1-6](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap7_section_1.html#$paragraph7-1-6) - [ ] review AIRMETs > [!info] Airmet Issuance Times > |**Product Type**|**Issuance Time**|**Issuance Frequency**| > |---|---|---| > |AIRMETs over the Contiguous U.S.|0245, 0845, 1445, 2045 UTC|Every 6 hours| > |AIRMETs over Alaska|0515, 1315, 2115 UTC <br>(standard time)<br><br>0415, 1215, 2015 UTC <br>(Daylight savings time)|Every 8 hours| > |AIRMETs over Hawaii|0400, 1000, 1600, 2200 UTC|Every 6 hours| - [ ] review SIGMETs - [ ] review Convective SIGMETs - these are released at 55 minutes past the hour - TAFs: these will generally forecast out 24-30 hours into the future - review wind chart (numbers indicate the temperature) - make sure that you set the proper altitude for flight plan on foreflight so that you get accurate wind and temperature readings for your briefings ## Cross-Country Flight Planning - KORL KAGS - route planned: KORL NYTES WORMS GUANO MMKAY CARDO KAGS - distance between MMKAY and CARD 234 nm - planned route through multiple restricted areas, MOAs, alert areas - I would recommend flying a victor airway routing - for cross country flight planning you should make your cruise power decisions based on MCP and not RPM, as you want to think about it as how much power we can use, which changes with altitude ### KAGS ILS 17 (planned approach at destination) - stated that TAA was minimum vectoring altitude - the non-standard alternate minimums do not matter at your destination airport, you would want to consider the non-standard minimums for planning at your alternate only - review different ways in which you can verify the visibility on the approach (length of the MALSR) / distance between runway lights / ability to see certain marks on runway - you can fly an approach if the reported weather is below minimums - review shaded region going down from VDP (indicates unobstructed path down to the runway) ### Alternate (KSAV) - you always want to have an approach planned at alternate airport - remember that alternate planning requirements are for PLANNING PURPOSES ONLY!! you cannot plan to do a GPS approach at your destination and alternate airport, but that does not stop you from doing it # 10/21/2025 - flight to KISM -> partial panel approaches - make sure to read back the departure procedure you are cleared for when cleared in takeoff clearance - you have to address the person you are speaking to on the radio - before landing checklist should be done well before the final approach fix # 10/17/2025 ## [[KOQU VOR A.pdf|KOQU VOR-A]] - joining approach intercepting and tracking route FALMA $\rightarrow$ PVD - review required holding reports > [!info] Required Reports: Holding > The time and altitude or flight level upon reaching a holding fix or point to which cleared. > > this means that upon crossing you can simply state "crossing PVD at 2,100 ft time 1234 zulu" - much better job than last time - make sure that when crossing final approach fix you immediately should set pitch and power for the descent as that is what you are transitioning to - I would recommend that you go to 50 feet above minimums when leveling off at MDA because ACS tolerances for the instrument rating are +100/-0 ft meaning that you cannot go a single foot below the MDA - you should make turns when circling to 30 degrees of bank, remember you are essentially VFR at that point and should fly accordingly > [!info] Operation below MDA: 91.175 > The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and for operations conducted under part 121 or part 135 unless that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing; - it is important to note that you can only go below the minimums for the approach procedure when you are able to make a continuous descent path down to the runway meaning that just because you are visual and have the required references in sight does not mean that you can go below MDA until you want to actually start your stabilized descent ## [[KGON VOR RWY 23.pdf|KGON VOR RWY 23]] (Partial Panel) - delayed starting descent crossing BABET, up to 3/4 scale deflection on the VOR course when approaching - descended below minimums for the approach - did not go missed at MAP (miscalculated timer, but remember that this will be less accurate compared to using DME distance, so you should only use the time if necessary and you don't have another way of identifying the MAP # 10/16/2025 - ground trainer session (redbird not available) ## KOQU VOR-A Approach ![[Pasted image 20251016110038.png]] - ==*circled to land at PVD airport instead of OQU airport*== - this was compounded by our plan to circle to land on runway 34 and that airport also having a similar layout and a runway 34 - descended below published approach altitudes and crossed VOR inbound at unsafe altitude - messed up missed approach procedure as well - review AIM 1-2-3 for RNAV substitution ## KGON VOR 23 Approach ![[Pasted image 20251016114611.png]] - vectored onto final approach course - remember that when being vectored onto the final approach course you should not expect to have to do course reversal - started hold at WAPOG instead of the actual holding fix of BABET -> but also should not have done hold anyways > [!info] Vectored onto approach > Except when being vectored to the final approach course, pilots cleared for an [IAP](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-i.html#$IAP) are expected to execute the entire procedure commencing at an [IAF](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-i.html#$IAF) or an associated feeder fix as described on the [IAP](https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-i.html#$IAP) chart. Pilots are not required to execute the entire procedure if: # 10/15/2025 - don't forget about the PIC briefing! - make sure that you read back the full IFR clearance -> ex you need to read back "cleared via the Nytes 2 *as filed*" - remember that you can tell which minimums we can use based on the name of the approach as it is loaded into the FMS, and it is good practice to verify that that switches over in the HSI within 2 miles of the FAF - great job memorizing checklists, but also remember that you still need to verify checklist after doing the flow (which is what caused missing the lights on cruise checklist) - when going partial panel, make sure that you include that you would like vectors to a VFR area ASAP, you don't want to just continue on the approach # 10/14/2025 - redbird session (airplane not available) ## KAGS ILS 35 (no GPS) - intercepted feeder route between IRQ and BUSHE - intentionally started close to IAF to give less time to setup for approach after previous discussion of requirement to request delayed vectors - crossed BUSHE but remained on IRQ VORTAC - when asked about using the correct navaid, switched to localizer and turned localizer course to 172 degrees - remember that with a localizer course, you should never change the course selection from the front course of the localizer, if you twist the localizer around you will get reverse sensing - started to correct in wrong direction and went to more than full deflection on localizer - paused simulator and debriefed for second attempt ## KAGS ILS 35 (no GPS / Attempt 2) - good job getting the weather - crossed through the localizer course, make sure that you are consistently going back and forth between the VOR and the localizer - you can also utilize bearing pointer to make sure you see as you are approaching the course ## KAGS ILS 17 (partial panel) - went to full deflection on the localizer (made correct decision to immediately go missed) - became fixated on the glideslope when did not intercept, causing deviations in heading as attempting to rapidly descend down on the glideslope # 10/9/2025 - make sure to visually verify (left, center, right) that the propeller area is clear in addition to yelling "clear prop" - you have to read back "climb via the SID" when included in your clearance as that is the altitude clearance (the A in CRAFT) - did not apply crosswind taxi corrections or pull back on elevator during taxi turns - always check in with approach with full callsign and only use abbreviated callsign when they use it first (this aids in avoiding confusion) - for our round robin clearance, I would not load KORL, you can always invert flight plan when returning to the field, and if you leave your first airport as the destination it will make loading an approach there MUCH easier - make sure that you lead level offs (# of feet to lead = 1/10th of VSI) - click on approach briefing on the descent checklist and always do the IFR approach briefing in addition to your normal review of the plate, this is a useful and important review of the approach - still S turns on final, but consistency is improving - when you are listening to the ATIS on COM 2 while listening to approach on COM 1, you always want to turn the volume down so that you don't miss radio calls from approach (this will take more time while listening but its better than missing important calls from approach) - when the PFD says "turn to xx now", that is when you should start your turn, it will calculate the approximate lead that you need, you tend to overshoot your turns - [ ] review ![[IFR Required Malfunction Reports]] # 10/8/2025 - instrument pattern 5: constant rate climbs / descents without turns - general oscillations of a few hundred FPM during climbs / descents - this is something that you should continue to practice on your own in the ground trainer - constant rate climbs / descents with turns - overall good job, tended to be a little bit higher than standard rate during turns while climbing (keep in mind this is likely because turn rate increases at slower airspeed) - it is always good practice to double check after a second or two that the timer is properly running so that you don't fly without it for an extended period of time - intercepting and tracking (KMCO ILS 17L intercepted glideslope at 6,000 ft) - started full panel: good job - partial panel: overall flew pretty well, failed magnetic compass, did not note the malfunction, but did note airspeed indicator failure - homework: - practice instrument flight pattern 7A and 7B in the ground trainer to improve proficiency and continue practice (to simulate this in the ground trainer partial panel you can turn off the master / STDBY and use a separate timer) # 10/7/2025 - please avoid placing fingers on the G1000 screen - I would recommend plugging in headset before starting engine so that you already have it set up ## KISM RNAV 6 Partial Panel - consistent deviations in altitude and heading exceeding 100 feet and 10 degrees - remember to fly the airplane first before declaring emergency / reporting failure (when going partial panel declared and started to lose control) - get checklist done earlier before joining approach so that you can solely focus on the approach itself ## KORL RNAV 7 - set incorrect minimums for approach (LNAV/VNAV) instead of LNAV which caused descent below minimums on the approach - airspeed +15 knots during approach # 10/5/2025 (Emma) (From CTA) Student was given more partial panel approaches today. The first approach student lost AHRS student automatically started banking when lost the equipment. The next 2 approaches student had little situational awareness. When flying inbound on the VOR approach did not descend via the approach plate, made a good decision to go missed instead of trying to make a steep descent to the runway. # 10/4/2025 (Emma) (From CTA) When put on the localizer student originally made standard rate turns when corrected to only make half standard rate student did much better job of keeping the lateral guidance. Student had 3 approaches with 3 different failures, student did well of trying to aviate first, needs to work on continuously scanning the instruments, would drastically loose or gain altitude. Student is still missing checklist unless reminded. Noticed student rocking back and forth when briefing the approach, please keep watch on this. # 10/3/2025 - cross country flight KORL KOCF KORL ## Biggest Areas to Focus on Improvement - [ ] checklist usage - [ ] consistency and not skipping items - [ ] knowledge of each item (reviewing amplified checklist procedures) - [ ] intentionality with course and altitude corrections - [ ] want to set the heading bug before making corrections every time ## Flight Planning - suggest utilizing alternate with its own TAF to verify weather conditions at the airport (ceiling / visibility) to verify meet alternate requirements - you can use the [ceiling and visibility tool](https://aviationweather.gov/gfa/#cigvis) from aviation weather.gov if you would like to verify if no TAF available ## Flight Notes ### Airplane Operation - don't forget about doing the PIC briefing! - don't forget about leaning mixture before starting taxi - when checking standby battery wait 10 seconds for test light - when priming, this is one area where you should memorize the checklist because it will help avoid over priming if reading slowly through checklist (review amplified checklist) - [ ] review Engine Starting / Run Up Procedure below ![[Engine Starting and Run Up Procedure]] - don't ever taxi anywhere unless you have fully briefed the taxi!! - you should always draw out taxi route on the airport plate to avoid any confusion - [ ] review crosswind taxi corrections - keep feet firmly on the brakes anytime you're stopping somewhere, particularly when doing run up - go slowly and thoroughly through the checklist, especially since you are unfamiliar, this will help you avoid missing any potential items - make sure to keep RPM at 1,000, you have a tendency to set it high (1,200 to 1,300) ## Flight - good job loading ATIS frequency before departure, this is a great thing to do to reduce workload in the future - consistent deviations on heading (+/- 20 degrees) and altitude (+/-200 ft) - we want to work on being as consistent as possible with these deviations, I believe that the best course of action will be to go back to some of the instrument flight patterns (7A and 7B) which will help to force intentionality of setting pitch and power / heading values - always address ATC before calling, when talking to orlando approach you always want to say "orlando approach, skyhawk N55297 ..." # 10/2/2025 ## Notes for Both Approaches - always remember aviate, navigate, communicate - if for any reason you have misprogrammed something, are getting overly task saturated from forgetting to do a checklist, or anything else, DO NOT CONTINUE!! - the primary concern for all flights is safety, if you find yourself on an approach and have things that need to be done (navigate / communicate) that will cause you to become overly distracted, DO NOT CONTINUE on the approach!!! not doing an approach you're not quite ready for is always better ## KOCF ILS 36 (starting at CUSAB) (No GPS) - great job on DME arc - remember to load VOR frequency in nav2 so that you have distance information on the final approach segment ## KORL LOC 7 (partial panel) ### Required Reports of Failures - think about what is required in your report to ATC: ![[IFR Required Malfunction Reports]] - what you want to consider here is the importance of getting across what you need from ATC given the situation, most controllers are not pilots and will not understand if you state "AHRS failure", you should be more general, ex "I have lost my primary flight instrumentation and I need vectors to VFR conditions immediately" - there have been many instances of equipment failures that lead to bad accidents because the pilot did not communicate effectively the importance of a failure. See the below video: <div class="iframe-container"><iframe width="560" height="315" src="https://www.youtube.com/embed/7sfHlzv6Rlk?si=4BB5yWme9ebexM7E" 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 this example (not quite the same as AHRS but vacuum pump failure) it showcases that it is very important to be overly cautious and communicative of the failure that has occurred ### FMS Management - while the G1000 in the redbird does not allow deleting holding patterns that are loaded as part of the approach, you still cannot proceed direct to a fix that is on an approach segment, in your case you are not allowed to proceed direct to DNMOR when you are supposed to proceed from ESRAQ to DNMOR - you could also acceptably just switch over to the localizer immediately, or activate the leg between the HOLD and DNMOR (because the hold is located at ESRAQ) # 10/1/2025 - recommend practicing preflight and before engine start procedures (potentially with CFI applicant) - make sure you maintain 1,000 RPM when on the ground - I would recommend doing instrument flight deck check during initial taxi - make sure to always address the controller ex "executive ground" before making a request - very good proficiency with the G1000 - try to be as consistent as possible bugging headings to allow for more consistency with following vectors / course - review pitch and power table for all configurations - review callouts from SOPs - KLEE RNAV 4: flew below minimums on approach