Mock Checkride!

[Music] [Applause] [Music] you greetings Aviators I'm Russ dill and tonight's live broadcast will follow along with a real private pilot candidate and a simulated private pilot oral exam the students name is Mike hanim and I can tell you that he's been feeling the stress that we've all felt when confronted with a checkride no matter how well we're prepared there's always some degree of anxiety involved in submitting ourselves to one of these things Mike's instructor is Jeff Jorgensen of Knoxville Iowa and Jeff has been instructing for quite a few years and he is one of it's EFI is affiliated with gold seal and he knows his stuff and has a 100% student pass rate on practical tests like many see FIS Jeff has his own privately branded ground school program at Sky web ground school comm if you're CFI you should check this out and see what he's done now gold seal we work directly with instructors to deliver superior training to their students we put them in the loop and over 1,500 instructors are already gold seal members now what this means is that instructors join our online ground school for free they get full access to the entire program at no charge but here's where it really gets good student monitoring is built right in this allows instructors to work more closely with their students if your instructor gold seal is the only place you'll find this capability and again it's 100% free to you sign up is quick and easy at ground school com so back to tonight our longtime friend Todd shell Nutt will be acting as the dpe in this oral exam Todd was the AOPA 2015 flight instructor of the year and has given hundreds of check rides at all levels he's about as experienced as they come so Todd welcome back we did one of these about a year ago is very popular so we're gonna do it again tonight thanks Russ there's always great to be back with gold seal I tell you this is my passion and I love doing it every time I think about participating and doing something like this it just really puts it well we really do have a lot of fun putting these webinars together and you've done done a few with us now check rides are something that when you get a new candidate in there they're always anxious and stressed you usually spend a few minutes trying to calm them down a little bit or I have to do that that's part of the check ride process I think everyone who goes into the check ride is just automatically has since it anxiety with them so I do have to spend a good good probably 15 or 20 minutes at that time just trying to try to do some coffee and donuts and just try to get him into that spirit that hey it's it's just you and I talking so try to relax as much as possible make it out like two guys talking about aviation all right okay well your candidate tonight his name is Mike hanim now let's go ahead and start out and assume that you've already done the paperwork you've looked over the logbooks for the airplane you've looked over as 8710 all those endorsements and everything so just for sake of time we'll abbreviate it and let's just make it where we can jump right in now one one comment I'll make right now is we're also streaming on Facebook YouTube and also in our own page online growl school comm /live if there's any of these sites that don't seem to be streaming or keeping up just jump on over to online ground school comm slash live and we've got a private stream run in there so Todd I'm gonna turn this over to you and then you can meet Mike and you guys have at it okay okay thanks good hey Mike you with us I am good deal so like Russ said we're going to assume that we've already looked over all the paperwork and that we're ready to go that that paperwork process where the dpe is sometimes can take a couple of minutes and when I say a couple of minutes may take anywhere from 10 to 30 minutes to depend on how well you've got it set up prior to coming into the check ride so with that being said since we've already understood that it's going to happen we can go directly to our ACS now the ACS is short for airman certification standards and that's gonna be literally our how-to guide of how to conduct this check ride so I know we talked earlier and I asked for you to have your ACS out during the check ride so we'll take our airman certification standards and we'll just put that right up on the very first page we'll let everybody at home see the airman certification standards we'll pop that right on the screen and as we go into the very first page look there I probably probably should have already been on that page but here we go area of operation one pre-flight preparation and the very first thing we talk about is our pilot qualifications now when we first talked about this checkride one of the things that we do is that examiner would like to do was the examiner's going to give you a scenario the scenario that I had given you was to create a flight plan from one Airport to another Airport and you've done that and we've also mapped out your route on a sectional chart for us so today our whole entire thing that we're going to do here between you and I is to talk about this scenario now if you remember when we talked about the scenario we've said that you are actually going to take one of your friends on a day trip down to this Airport to have some lunch is that correct that's correct all right so our entire scenario will focus around that and we'll go down through the airman certification standards and what we can see through the ACS is they're very there's are three very distinct chapters of each task and so the one of them is called our knowledge and the other one is called risk management and the last one is skills so as the examiner I have to pick one of the knowledge areas I have to pick one of the risk management areas and I have to pick all of the skill areas so we'll start off by looking at the knowledge area and I'll blend this these questions in or the scenarios into your scenario and we'll go from there do you have any questions before we begin nope all right well without further ado let's get started so the first one we're going to talk about is our scenario you're flying with your friend we've also established prior to starting here that you own your own aircraft you own a Cessna 150 and that is actually a true statement you actually really do own a Cessna 150 that's not a made-up thing here for our check right mock check ride tonight and so a lot of the questions I'm going to be asked are going to be tailored towards you actually owning your airplane versus renting from a flight school or some other scenario so we're going to stick with real things here to make it better for us one of the things here that we're gonna when we start off here is in your scenario flying with your friend down to this particular area you own your own airplane and one of the things that we must be concerned with is if we look at our ACS here we can see that we have to be familiar with privileges and limitations now what I'm going to do is I'm going to talk about two their privileges and limitations but I won't specifically just ask you a question about it I'll always pose these as a scenario sometimes I may ask you a question in regards to the privileges and limitations but I'll immediately follow it with a scenario to make sure you totally understand exactly what I'm asking and make sure you have that mastery of the elements that's what the FAA says that you should have as a private pilot in regards to the airman certification standards from private pilot so your friend that you want to take with you on this flight today he knows that you own your own airplane and he knows that it cost money for the fuel and your friend has said hey look I really appreciate you taking me to lunch today and it's your Chris your plane and your cost of the operation and you're gonna take me all the way down here and but you know as your buddy I'd like to be able to do you a big solid and I'd like to be able to take care of the fuel bill today for today's flight now can your friend do that no you can only take care of his portion so if it's just me and him going he can do half of the half of the fuel cost for the trip but otherwise that would be getting paid to take him on a flight which is not allowed okay absolutely and we have some more probably some more privileges and limitations that we could talk about they're listed in the regulations and it's requirement for you to actually know those as a private pilot so in regards to that's a privilege but I mean or a limitation can you tell me about some of the privileges that you would have as a but pilot so the privilege of I would be able to to take him with me I need to look that up okay so these are one of those things that a DP II would do to you or I should say an examiner would do to you in the checkride they would kind of put you on the spot for something like that but you'd actually did say good answer and that is let me look that up now we can take this all the way back to the student pilot phase where it requires us to know about part 61 and 91 applicable to that so as a private pilot you want to know what you can do and what you can't do you already knew what you couldn't do which is fly for hire and then you also told me that you had to do the pro rata share now pro rata share is one of the privileges so I'm gonna give you that one let's go to the next question assuming that your logbook shows that you've only flown about once in the past 90 days and it was just a local area flight by yourself around the local traffic pattern area at your home Airport are you perfectly legal to take your friend today on this trip with you no I'm not I actually need 2 3 . or I need to have 3 landings in the last 90 days and if it's at night and they need to be full-stop landings if any portion of our flight will take place at night without a stir okay well we're hoping that none of this flight will take place at night but we don't know how the check ride is going to go yet because the scenario is just an ever-changing scenario and that's what's really cool about the airman certification standards know to check rides would actually be alike if the examiner was actually working this scenario like they're supposed to so let's go into that's would take care of the one part of the risk management area let's talk a little bit more about that that is actually a requirement referred to as currency that's located within 60 57 of the of the regulations but sometimes as a pilot just because we're current doesn't necessarily mean we're safe tell me what you think this word proficiency means to you versus currency well just because I'm current I could have three night landings or I could have just three landings in the last 90 days but if it's been 30 days that's kind of a long time and if I'm gonna put somebody else's life at risk I'm gonna make sure that you know that I have a good flight in the day before or but then a reasonable amount of time if I haven't flown a lot okay very good the last time we're going to talk about here is going to be the skills and it says here that we're apply the requirements to act as P I see under VFR in a scenario given by the evaluator so the the scenario is you get out to the aircraft and you're ready to go and yeah you tap your back of your pants pocket and you realize you've left your wallet at the house and although with your logbook you have your pilot certificate and you have your medical and you have your logbook with you you left your photo ID in your wallet which is at the house tell me about how that would affect your flight today that means I got to go back to the house I do have to have a valid government-issued ID okay accompanied with my private pilot certificate or student pilot certificate or whatever certificate I'm holding I agree so yeah you you have a you you've realized you have your your United States passport in your car would that work that would be a valid government-issued ID I think it would work absolutely sometimes an examiner may ask you a question kind of sounds like they're kind of contradicting what they just said so don't get caught up in that dpe trap okay sir let's go down to the next one here that's good so area of operation one I've asked you some questions about that according to the FAA you've met the standards on those particular items let's move on to area of operation one task B which is airworthiness requirements that we're going to be talking about your airplane that you own your little 150 or your 150 and let's start off by just simply just talking about the general airworthiness requirements and compliance for airplanes so the first question is I know that there's some required paperwork that must be onboard the plane prior to flight so my first question is could you tell me about that paperwork yeah so I need to have my poh I need to have the airworthiness certificate the registration like I'm missing a piece hey my logbooks okay are you familiar with the chapters of the Poh not by number okay what about by content sure is there something in there that would help you figure out your center of gravity weight and balance yes okay is that some of the paperwork you need yes I need my weight back sure okay so can't help you out too much more like that and that would be the examiner almost borderline teaching in the checkride so that's probably not going to happen but that's me out there fishing and see what I can get from you luckily I got a snag on that one so that was that was pretty good two of these certificates have to be with in plain view of the passengers when they get in the in the in the plane now I know you said you just bought this plane about a year ago so what are these two documents that must be with in plain view of the passengers or anybody getting onboard the plane the registration and the airworthiness certificate okay now how does that air were than a certificate how does it stay valid it's valid for the for the life of the aircraft as long as it is complied with the ATS are complied with and it is current on its inspections okay so the airworthiness certificate stays good if the airplane is air worthy correct correct okay now in this scenario you just bought a plane about a year ago this is a realistic scenario and when you bought that airplane you had to change ownership just like we do a tag on a vehicle on an automobile and you had to fill out what paperwork what does that call it was that a bill of sale yep and then the so the accompanying the airworthiness certificate on the airplane is what did you call that a minute ago the registration their registration so when would you be required to do a new registration for your aircraft in two more years the registrations good for three years very good so the registration is good for three years and so that would take care of our knowledge area k1 a certificate location and expiration dates do you have an annual inspection coming up soon for your airplane I do I actually I need to drop the plane off next week before it outstanding and that's a good thing for me to know because that allows me to drive now this scenario into that way so every time I figure out a different piece of information it helps drive the scenario and the way I want to try the scenario for the check ride so let's talk about their required inspection as an airplane logbook documentation let's see if we can drive the scenario down through that so you don't get a chance let's say that the weather changed for today and you weren't able to get the the trip done today could you do it in two weeks or a week provided that the that the annual inspection is completed and then it passes you know once that's done and then the aircraft's air worthy weather permitting we're ready to go okay so your mechanic is a brand-new mechanical in the field and your mechanic tells you after the annual inspection that he was only able to get half the annual done and he'll come back in a couple of weeks and do the other half of the annual can you fly the air playing where the half of an annual not if it's expired if my if my annuals expired it's not the planes not moving until he is done with his inspection that is correct however that's been a scenario that's actually happened in the past with aircraft owners where they try to do the the annual inspection and the aircraft owner flew it during the time before it was actually completed so realistic scenario for for this checkride when you get your airplane back from the from your maintenance person what are you looking for in the logbooks I'm looking in the logbooks for what he's written I'm gonna want to see what he's done to it that he signs off that it is it is they're worthy there's a line at the bottom I believe that he signs off on it and does grant an airworthiness okay very good where could you as an aircraft owner locate a complete list of airworthiness directives that would be applicable to your serial number of your Cessna 150 FAA gov outstanding outstanding have you been there at to the f8 gov website and looked at some of those things I was actually on there just a few minutes ago oh great did you happen to look at anything called a special air worthiness information bulletin yes there's actually one for my Cessna 150 that talks about the elevator bolts walk out so interesting very interesting so as examiner if I wanted to I could actually delve into that and ask you more information about it as an aircraft owner to make sure you understood that to ensure that when your mechanic done the work that you understood the scope of actually what was to be done to make sure that it is that you are familiar with it as the aircraft owner as well as to make sure that the that that it was properly documented and as the aircraft owner who is responsible for ensuring that this maintenance is actually done on the aircraft oh yeah as the aircraft owner it's my responsibility to make sure that that airplane is maintained and ready to go that's correct and that's why as an aircraft owner it's very important for you to actually make sure that you have a little bit more working knowledge in regards to these special air worthiness information bulletins and airworthiness directives because you're actually responsible for making sure those things are up and are taken care of let's say that you're the scenarios changed a little bit and you weren't able to get your airplanes annual inspection done the mechanic just wasn't available and now we're our annual inspection has actually expired now your airplane has become under worthy the mechanic that you usually take it to on your field it's no longer there he's on vacation and you want to get this thing done you've found a mechanic that is at another airport that is very close to where you live and you want to fly your airplane over there to have the annual inspection done can you fly your aircraft over to that Airport to have that inspection completed over there okay first contact my local Fisto and get a ferry permit than I can very good outstanding that's a good answer for that so the ferry permit is used to basically go outside of the rules that the FAA would normally dictate and you could go do something that would normally not be legal for an unaware of the airplane and that would allow you to fire that airplane from one place to another very good let's look at the the risk management for this during flight I would like to be able let's look at your route can we get the route shown here for the viewers please looking at your route on your your cross country and it looks as if on your route or root okay all right okay so if we're looking at the root thank you very much if we're looking at the root what we can see is that I actually want to see the sectional chart can we see the sectional chart on the big screen I see I'm looking at the airspace that you're flying through now if we're looking at the airspace that you're flying through you when you go out and did your pre-flight inspection you notice that your transponder was inoperative do you need a transponder for this route today no I do not and can you tell me why because I won't enter the controlled airspace that requires the mode C transponder okay very good so in regards to that question you notice that the transponder is inoperative and there are some legal requirements for that if you notice that this transponder is an operative prior to the flight is there what are some risk management items that you as the pilot must be familiar with in regards to knowing that that transponder is not gonna work on today's flight I need to know that if something were to go wrong and I needed somebody to come find me that's gonna be impossible we're gonna make their job a lot harder they're not gonna be able to just look up and see where I'm at if I have to divert for some reason and end up through controlled airspace airspace I'm not gonna have that mode C transponder so I'm gonna have to it's gonna limit my limit my options very good and and it would it would absolutely when you're out there flying along we like to use a little service that we call basic radar service I think we have a nickname for it what's the nickname for that when we we have a following flight following and flight following likes to be able to see your transponder so that actually works pretty good we've already talked about on the skill side here where your air worthiness and registration are located within side of the aircraft so we can skip past that one your air planes transponder being inoperative would that make your airplane air on air worthy it wouldn't look until I have fixed a placard or a marked it it's inoperative per ninety 1.2 one three well I'm gonna tell you you're a man after my heart because I consider myself a regulations connoisseur and when you spout off those Reg numbers that really has some extra bonus points with me as an examiner because I like to hear that you know about the legal side of the FAA s what they can do and what they cannot do remember part 61 is all the ways you can get your certificate and part 91 s all the ways fa can take it away from you let's look at the last question here which is applying the appropriate procedures for operating with an inoperative equipment in scenario given by the examiner and you've already done that as well because you've talked about the ferry permit you've talked about the 91 213 so you've satisfied all those requirements I think it's time would move on to the next area of operation so let's go up to area of operation 1 task C so the next task and not area of operation and let's look at some weather information here that we have now one of the things that we are that we wanted to look at was the nav plan the nav log that you did so if we were to look at your nav log let's pull the nav log up for the viewers to see and we see here that you have some some information written across the top of your nav along so would this be the nav allowed that you actually brought into a check ride no I'd rather clean that up ok what information should you have up there what when is this information from when did you write that up there I wrote that up there while I was doing my flight planning okay so remember when you come to a check ride you have to make sure that the that the information that you have on your Naville aughh is current information as if you were truly going to go on this ride in in actuality you are but you're just not going to fly the whole entire route so it's very important that your weather data be accurate and be current for the flight that we're going to do so that would be something that if I was looking at it as an examiner I would want to look at that information and I want to see that information to be actually current it wouldn't it's very hard for me to examine when I'm looking at data that is old okay so that would be a hit if you would or not a good item in the check ride nonetheless let's continue with this and see exactly what we're going to look at here today so we have task C weather information and the first thing we have is probably one of my big pet peeves here and as far as an examiner goes and that is acceptable sources of weather data for flight planning purposes and the key thing there is acceptable sources of weather data so would that beam said can you tell me how do you get your weather data I get my weather data through for flight and weather brief one 800 WX weather brief and I use for flight to keep it to keep current while I fly and I check use a sauce or a wass as I get enter free enter of air spaces okay when you use for flight to get your data what are you looking at on for flight I'm looking at at the for flight the forecasts for the area wind speeds that kind of thing okay when you are looking at your data in for flight do you do your nav log in for flight do you put your where you're going and your waypoints along there sometimes it depends sometimes I do okay so when you put that nav log into for flight do you ever click on that little button that says file and brief or brief I never had known okay it's a good thing to do that the reason for is because you want to have a record of you actually getting that weather briefing so if you use for flight holistically you want to make sure you always click on the brief button that way it's on record so you also said that you did the that you called a 1-800 WX brief is that correct I did and I gave them my tail number very good now when you call them do you file a flight plan when you talk to them yes okay so tell me while we're on that subject right there how do you or how would you when you're coming out of your airport how would you open your flight plan so I can either call them before I take off or I can do it from the radio and radio in to start my flight plan okay all right who would you radio into flight service flight service okay I have to look up the frequency good and we'll actually talk about that in a minute where to find the frequency so uh standby for that question that's coming up so that's acceptable weathers and acceptable sources of weather data for flight planning purposes that answers that question I need a nose like some legit services that you're getting them from and 1-800 WX brief is about as legit as you can as you can get because that's the the FAA official contractor who provides that let's scroll down just a little bit to the risk management portion we're actually going to come back up to the knowledge portion here in just a minute and you'll see why well get down to the bottom of the page but on the risk management side let's talk just with the risk management area of area one and we're gonna talk about factors involved in making that go/no-go decision that you would have so you depart you're on your flight and as you are flying to to your destination you see that there's like a big black cloud and it appears to be moving a over your flight path now when you're when you were training your instructor told you to stay how many nautical miles away from what maybe appear to be a thunderstorm 20 nautical modest 20 nautical miles okay sometimes I think pilots like to cut a little close sometimes they don't know what 20 nautical miles may look like from a thunderstorm but let's just say for instance that it looked like this thunderstorm or this big black cloud that was raining is moving right across your path and it's actually blocking your flight path what could you do as a pilot at that time risk management can I can turn around and go back I can pick a different place to land and try and wait it out but if it's a large storm I'm probably gonna turn around and go back okay and that is an absolute good idea that is one option that you would have the good thing about aeronautical decision-making and risk management it is it is very dynamic and it's it changes a lot so the diversion is something that we always have to have on the table as a pilot it's a tool a very useful tool for increasing safety now looking at this flight that we're going to do today and knowing that this weather system was out there this cloud system that was out there it seems like to me that we don't want to be just taking off and just going out there and just playing it by ear all the time and that a pilot should probably have some way that they can mitigate that risk with them so in regards to personal weather minimums is there any type of tool that you could use to help you mitigate those risk as far as the weather as far as everything as far as everything the pavé checklist would be an excellent way to do that very good you're you're saying all the right answers this is really really good I like the answers that you're giving me the pavé checklist is a wonderful checklist that you could use to be able to do that can you talk about well actually I tell you what listen let's just keep with this scenario and you got me excited we answering these questions so well sir I want to tell you you're going to do very well on your check ride let's continue on with the risk management things and we'll we'll double back to the letter B there on the risk management risk risk one B we'll double back to that by going to the skills portion as you can see here it says use available aviation weather sources and obtain an adequate weather briefing and correlate weather information to make a competent go no-go decision now at this time and the check ride is where we would actually bring up the actual weather along your route and when we bring this weather up lab and look at the meet our and the TAF maybe the graphical area forecast because it doesn't look like there's a lot of tasks along your route and I would use that to go over that weather data in real time we are going to bypass that and I'm gonna ask you very specific questions in regards to weather but we're just not going to look at the current forecast that we have and the reason for is because if we were in the check ride and you brought in the nav along and we had that data across the top and we're dealing with outdated weather I would just simply have to pull the weather reports up live and go from there so let's go to the next one skills 2 and see what that has and we may actually double back to the weather and and see what we can look at there so it says discuss the implications of at least three of the conditions listed in 3a through 3k above using actual weather or weather conditions in a scenario provided by the examiner so if I go back up and I'm looking at 3a through 3k I'm gonna have to pick a couple of these two to close out that scenario so we've already talked about having this thunderstorm that would be in your area and you've already told me about the the way that the state 20 nautical miles away from the thunderstorm but if you were looking at weather reports and you were trying to look at a weather report and figure out if a thunderstorm was actually a probability for your area what type of weather would you be looking at what are the things that actually make up the formation of a thunderstorm I'll be looking at the dew point the the winds and and I'd be looking at the map looking at the the radar map or to the surrounding area alright so it is it is fair game for an examiner to instead of actually looking at a chart just to ask you what like textbook definitions things like what are the three things that make up a thunderstorm that's your high moisture content your lifting action and unstable atmosphere so if we're looking at these particular things here you know examiner was in there fair scope to ask you very specific questions about weather like which way high-pressure rotates which way a low-pressure rotates so on that thunderstorm thing you probably want to do a little bit more research and not just how a thunderstorm looks on a radar chart but the things that would make it up and the different charts that would show you how stable the atmosphere is as your along your route you do get a little bit closer than 20 miles you get actually pretty close five to seven miles and you get into a little bit of rain it's not really that bad at first but then you fill the airplane getting pushed down very hard and it's almost like the airplanes going down and you're pulling back on the yoke and increasing your angle of attack what could this possibly be like I mean that's wind shear okay what do you what is the definition of wind shear what is wind shear wind shear is a downward force a downward downward wind just shoves down on the airplane okay very very dangerous in a light aircraft okay so as the examiner I would start digging so now you've created a like a little rabbit hole for me and I could start digging at this particular juncture and by way of that I'm looking for 14th for you to say a certain thing and I'm what I'm looking for you to talk about microburst but you we went into wind shear now wind shear is just a sudden change of of the winds so it's a change of winds a shearing against one another so what I was looking at for you to talk about was microburst because I was specifically talking about thunderstorms and I wanted you to start talking about microburst those things that are pushing you down 6,000 foot a minute you know push pushing you down towards the ground and that's what I want to talk about so the examiner can get into and how'd you create these rabbit holes for yourself and then I can run down that rabbit hole and see what you know and I thought I wanted to I could just run down through that wind shear because you gave me the wrong definition for wind shear and I could run down that rabbit hole which I'm not due to time constraints so let's talk about something else then we know that we have some thunderstorms we can probably have see those along our route we know that microburst are a byproduct of that but we also know that there's some other byproducts of that thunderstorm so if we were looking at our list here we can see that there's a lot of these lists here within the ACS which and things that may come through thunderstorms but specifically I want to talk about the turbulence how can you using the weather forecast know where there may be some turbulence present along your route what are some forecasts you could look at high reps would be where are you go for that okay I agree with you that PI rep could definitely be one of those things that that are an issue let's let's do this right here let's let's go live here to aviation weather gov and I want to pull up some some reports here and have you look at them and give me the airport identifier for your home Airport again Oh exit K o XV k o XV ox x-ray nost oh yeah there you go all right and let's bring this up on the big screen and let's see what we have here on this C go make sure I put in the wrong thing here yeah I'm an old guy so I have to put my spectacles on before I make a spectacle of myself and it's a Oscar x-ray Victor correct that is correct okay okay some reason I'm not getting anything up on that and it's Oscar x-ray Victor yep I don't want to watch killing an Oscar x-ray and Victor yeah I don't see anything coming up on that again what's another airport is close to you another airport would be at UM WA otm Oscar Tango Mike okay all right I see that one come up see the other one come up for some reason alright so we see that we have some some weather here that we're looking at for the for the national weather service here no apologies to be made here but I just want to make sure that we get to the right thing here let's look bring this up again and go for the for the meet our oh here we go this is actually what I was looking for here Oscar x-ray Victor alright so now we have this up on the screen and we can see here can you see what I have yeah can you move it right you may move it to the right just a little way either way my other right my military right yeah my right sorry yeah yep okay so as an examiner I would just ask you to read that for me so if you would tell me what the weather is and on the 27th day of the month and OH at midnight 35 minutes Zulu autumn an automated weather it wind is a hundred and forty degrees at seven knots ten statute miles of visibility few clouds at 12,000 feet 17 degrees Celsius and 11 degrees is a dew point when I'd said the altimeter to to nine point eight three okay very good and probably I think the biggest flaw that we have on this would check rides is people getting out of touch with reading raw data there's it's within the it's within the examiner's scope of the check ride to show raw data and not show decoded data so just make sure that you don't get too caught up in in having the decoded data versus that data what do you know the closest airport you that has a Taff I don't K DSM is closed okay now everything give me that dumpy yeah don't the Sierra Mike okay thank you alright so now we have a at a fear and we're just going to assume that this Taff relates to you I got it over to the right you should be able to see it clearly is that correct yeah get about half of it there okay so I'm just gonna look at a time here that we would that we would do that can you see it now yeah can you go keep going keep going more yeah that's good okay so let's assume that our departure time was around just for the sake of this was around 2100 Zulu okay tell me about the weather that you would probably have around 2100 Zulu that would be more than six statute miles overcast at 15,000 feet okay so that would be around 1900 right yeah well good night yeah yeah okay what is the weather gonna be at 2200 at 2200 the visibility is gonna come down just a little bit go to two six statute miles showers rain broken clouds at 4500 feet okay so start from the six statute miles and read that again for me just to make sure I heard it correctly six statute miles rain showers mist and broken clouds at 4500 feet very good when you say wrong things on a check ride I like personally just ask you to repeat it sometimes on a check ride that may be a sign for you to kind of rethink what you did you did give me one piece of incorrect information however if we were actually in the exam and I was giving this exam I I would not say anything I would let you just continue to read because I don't want your anxiety levels to go higher so if we go back to that 1900 mark what you had said was greater than six statute miles overcast at 15,000 1500 its 1500 and again that's just one of those things worth examiner here's it you can create a rabbit hole you know I'm like ah really I listen well let's pull up some other charts and have you read those and I'm just going to have you read them until I'm convinced that you're actually know do know how to read the the decode of the Nandi coded Taff okay some I think a lot of people nowadays are actually so used to seeing decoded stuff because the technology that we have but just to understand on the check ride that thing's actually written in the raw data the raw code is too preferred way for the examiner to actually conduct a check ride okay let's go back over to the the ACS and let's look and see where we are in the ACS it says hazardous weather conditions to include known or forecast icing so what type of weather reports would we go to look at to see if there was icing along our route we would go to meet ours and Pyrus now what a meet our show you if there was icing up at 4,000 feet no not at 4,000 feet but it would tell us the temperature in the dew point okay probably not the best report to look at when you're looking at icing aloft okay there's some pretty good reports for us to look at in regards to icing aloft so if you are looking at some of your weather reports either at 1-800 WX brief calm or some other one what are some reports that literally spearhead the that conversation in regards to icing air Mets and Sigma air Mets and Sigma it's very good air mention Sigma CH both deal with forecasts for icing that's very good and then you did say the last one which is the most reliable which is PI reps because it's a live report not something that is actually a forecast it's a live report it is fair game for the examiner to bring out an air met and ask you to read an air met in raw form not decoded so you want to make sure that you keep that very close to yourself so with that we went back to the weather report and we went back to skills one which is using available aviation weather sources obtain an adequate weather briefing and correlate weather information to make a competent go no-go decision so based off what you've seen just in the TAF assuming that we're actually going to leave at that time period what I brought up there is this a flight that you would that you would do based off just seeing the meat are in the TAF just for your departure Airport you know okay with the hypothetical being that the tap was actually within the area of your departure Airport sure and no tell me why you would not do that the 1500 feet was it's too low for me it's beyond my personal minimums and there were thunderstorms or there was more weather coming okay very good so you saw that trend there right yes very good and so that's how we could got we could get started on some of that weather stuff this is a one of the areas that the examiner could spend a large amount of time on this chat on this task I just try to give a strong sampling tonight of this the reason for us we're just kind of a time constraint and in with this live broadcast that we have so with that being said let's move on past weather into the next one and let's see if we can take a sampling from the next one we're on to our cross-country flight planning task now and one of the things that we are going to look at here is again it is within my full authority as the examiner to to test you on whatever I want to test you on as long as I'm testing the master of the elements so K 1 through K 5 here I'm going to ask you specifically about I'm going to take the easy side of this and I'm going to ask you about the elements of a VFR flight plan actually let's talk about the procedures for activating and closing a VFR flight plan have we already talked about that we touched on it with I think we touched on it so as you can see there are some portions of the of the checkride that can actually overlap and you can kind of double dip in some these things are just asked a question once and get credit for it and another task normally if an examiner see something they've already asked on they're probably going to ask you something else from regards to that so because I've already done that and that was a pretty easy thing I'd already talked about on a previous one I'm actually going to go back to k2 now k2 says altitude selection of counting for terrain and obstacles the lightness of the airplane to VFR cruising altitudes and effective wind but well it's just going to take this one one bite at a time let's say for instance that in your flight planning that you did that you you didn't want to get up into the thirty five hundred and forty five hundred foot range after looking at the weather due to some some no - I mean some PI reps that you heard about some turbulence there so looking at your aeronautical chart that you're going to use for your cross-country flight planning what would be the lowest altitude that you could be at on your route on your initial segment of your route the lowest segment that would be safe from all obstacles 1,600 feet now I'm looking at your chart here and I see your first checkpoint there which is the town of the is it pronounced busy well see bussy okay fine looking at your chart a minute ago I look like it only said B us why this reason why I was asking and then I have another checkpoint down here is that Ed evil yeah Eddie bill is down there okay very good so tell me on your chart there word why would you say 1600 where it's circled there that one six it tells me that that's there's obstacles to about 1500 feet okay good and where do you see these these numbers like that do they appear all over the Charter just in one spot or where well they're kind of sparse throughout at different elevations okay so if we were looking at the let's look at the whole in tire root bring up the whole entire route and let's look and see if there's a different figure but besides 1600 on there there is 1700 and 1800 okay so just to be on the safe side and instead of going and climbing and descending all the time what what's the lowest altitude you'd probably choose for that route one thousand one thousand nine hundred okay I like that that's fine you're giving yourself a little buffer there so I see that you're going one part of this route you're going east and another part of it you're going west talk to me about the VFR cruising altitudes for your cross-country planning it is above 3500 feet AGL evens and odds so evens to the west and the south and odds to the north and the east plus 500 feet because we are VFR okay now you said above 3500 foot AG Oh what did you mean by that so below 3500 feet AGL the separation is not require that the distinct altitudes are not required but it is recommended it's a nice nice spot to be so that you know what's around you I think if you look that up in the in the regs I think you're gonna see that's three thousand feet three thousand feet yeah three thousand feet but you're higher which makes you safer but it's still that's something that the examiner would would ask you about I where'd you say where did you see that will show me show me where you say that I don't I don't understand where you saw that at so that's a good that answers that question for altitude selection and accounting for terrain and obstacles I also see here that there's a question it wants me to talk to you about glide distance of the airplane so at that particular point I would start asking you questions like well do you think that 1900 is a safe altitude 1,900 I think 1902 safe altitude for the terrain in the area there's plenty of places to put it down if I had to put it down on engine now I would like some more altitude than that for scenarios wearing loose thrust and need to try to restart the airplane or work my way through my checklist for different problems I I agree I agree with you there and I personally from a personal standpoint I'm always going to try to get the highest I could possibly get it's cooler temperatures and there's three things in aviation you can never get back the runway behind you the fuel in the truck and the altitude above you and that's an important thing to remember let's the effect of wind so what is another good reason for choosing a an altitude for the for the wind I'm actually on this trip I ended up with a better tailwind at 3,000 feet so it carried me through usually less fuel allowed me to use the less power out of the airplane and and make decent time good so you can kind of see that if we're asking you just specific questions on this ACS and you see the examiner going on a certain route if you had the ACS out in front of you you could probably almost see where they're gonna go with the questions as you're pairing right along because we're just covering the information as it's the pick as it's depicted in the ACS if we're going down to the risk management side of this and we're looking at the we talked about risk earlier you mentioned something called the pave checklist which I thought was phenomenal and we talked about mitigating risk but if you're the person that is acting P IC and you're the P IC for this flight what is a good checklist for you for for yourself to have there's a checklist I am safe so it's illness medication stress alcohol fatigue and emotion ah okay very good so the I'm safety check I think a lot of people are very familiar with the I'm safe checklist so the scenario is you started to feel bad yesterday you had a little bit of sign of something you don't want really fill in hundred-percent so you stop by your local drugstore you picked up a packet of sudafed and you took a dose of it yesterday you took a dose this morning and you want to probably take another dose before you go flying because you just weren't feeling good is is that something that you can do it's a pilot can you just go by the drugstore and just grab some medication off the shelf and take it it's definitely something that that I want to be leery about because different different medications affect you differently I'm visit the AOPA website and look for approved medications that I can take or if it's something that I've taken if it's something that prevents me from flying then I'm gonna postpone that flight that is the most appropriate answer it's very good a lot of people like to say the fa website which is I understand why they're saying it but a OPA website is probably the better one due to the fact that it's searchable and it gives a lot more pertinent data on it so if you didn't have access to the Internet what's another way that you could probably what's another resources you have at your fingertips for asking about medications that you can actually take and go flying I mean I can probably come but I heard weather briefing and they don't know anything they just know about way it then at my fingertips oh I've got a book I've got a big book tells me about like my far a book it's telling me now that wouldn't help you I would but you're on the right track you could call somebody somebody who knows about medicine oh call my uh call Miami you could probably call your AME yeah that's a good person to call I always be on a good relationship with your AME because they can help you answer a lot of questions he or she can help you answer a lot of questions in regards to that very good so let's we're kind of getting down to the to the nitty-gritty in side of the broadcast here and we've already talked about some of the skills portions here we talked about navigation plan and simulate file on a VFR flight plan for that particular instance what I would want you to do is I would I would literally say show me how you're going to do it I I think you told me that a minute ago but if you were using for flight I think you said you used to do a lot of your flight planning how do you file the flight plan you click the file button it just clicked the button pretty simple in regards to I think what we talked about a minute ago was actually making a phone call or I know we said open and close is actually what I asked but filing it you just if you're use in the electronic means you just simply click the button and with aviation with the 1-800 WX brief you can actually do a text messaging service as well so that's some things you also want to consider let's talk just a little bit let's see the the flight plan here I think yep thank you very much let's look at the nav like I'm sorry the nav log alright if you would serve what I'd like for you to do I see that the and you can see why we're saying busy because it looks yes that's no worse I want you to talk to me about that first line they're from Knoxville to bussy and just tell me the numbers that you have across there and how you got each one of those numbers whenever you're ready okay so of course route so I used my ruler on them on the chart I got the wind so it's very common that the examiner would just have this information out in front of you sure and you have all the weather data out in front of you and he would the examiner would just say show me how you got this a lot of examiner's are not interested in how a person did it on for flight or other electronic means and they'll just say show me how you did it sure so if don't get too hung up on flight planning by the two-finger flight planning method you know the long press and then take your fingers off and boom flight planning done this is a little bit this is the nitty-gritty stuff that it takes for the the private pilot to know so with your kind of balking at some of this I would be more in tune to spend a lot of time on this in regards to the numbers I'm also looking at some of the other things too like your distance I see that there's nothing written in for your distance there a lot of the things the departure codes are not on there as well I would be picking this thing apart pretty heavily this is a tool that we use in flight to make sure that we can actually get to our destination and the time is correct and the fuel is correct and so without these items being on there and the data being from another day it would actually be a little bit more difficult for me to use in the checkride so I would definitely before your check ride I would get really good at doing these and then the day you could actually have it completely almost completely done 90% done and then the day of your check ride just drop in the weather use your lit electronic nixb and write all the data in that that you actually need to have when you're doing the nav alot but you could take the same nav along on the day of your checkride and just transfer all the the data over to it - the weather and you literally have 90% of your workload done okay all right just about a minute here left that we can do let's see what else I can ask you in regards to this so apply pertinent information from an appropriate and current aeronautical chart so this is where I would bring out your your chart supplement and I would bring out your aeronautical charts and I would ask you very specific questions about your route and then I would start asking you very specific questions in regards to your your Airport facility directory is the old name we call it a chart supplement chart supplement nowadays so do you have your chart supplement out for this Airport that you're going to I do okay so it seems like your route your time has actually gone a little bit longer than what you've actually expected and you didn't ask the guy to refuel the airplane before you left what would be the latest time that that guy could probably fuel your airplane that night it'd be 9:00 p.m. okay and why would you say that their hours of operation are 8 a.m. to 9:00 p.m. okay very good and you found that information from your chart supplement there for the airport that you're going to apologize for not having that up but if you follow along with us at the airport that he's going to you can see give us that Airport identifier one more time it is o TM ko2 em Oscar Tango Mike that's right so if you're looking at Oscar tango Mike excerpt from the chart supplement you could actually see there the FBO closes at that particular time at night and that's where he's reading that data from all right well at this particular time we have really kind of come to an end on this time for our our event tonight and I'm gonna turn it back over to Russ and Russ is going to close this out okay good job mica Todd gave you a pretty good run through but I think you did a good job probably found some areas that you can work on some more and that's why they're doing these things in advance is good for you and it's also good for everybody else out here who's watching too because a lot of them are in the same boat so from a synopsis how do you think Mike did overall so there was some I'll tell you from an examiner standpoint when something when we go to the check ride and I've started to examine people there's only one set of standards Russ and the set of standards are the airman certification standards or the practical test standards and in essence what I could what I can tell that that student before the check ride starts is look all I'm looking for is a strong d-minus okay I want you to be above that but that's the standards so if you're just meeting the standards at every single question there's only so much of a d-minus that the examiner will take over a period of time so what I did see throughout his exam is he had a lot of good a plus points on their regulations knowing the regs that is awesome stuff he was at my heart with the pave checklist and he knew a lot of those things but there were some other things too that I was really worried about like his nav log and some other information in regards to whether I wasn't too impressed in that I would probably want to see those again okay well good deal I think that's a pretty good summary so Mike thanks for joining us and tell Jeff your instructor would you tell Jeff your instructor that we're glad to we get you hooked up so I think you have a your check ride coming up pretty soon Todd gave you some good points to work on and everybody else out there I really hope you found this to be a useful useful thing we did one of these about a year ago and it was very very popular that's why we decided to do it again we're probably going to do some more of these so make sure you stay stay in touch with us here at Cole seal so I think we're probably about done for the evening so thanks everyone for joining us fly smart and show everyone that you're a gold seal pilot pass your written test and your check ride with gold seal the Internet's number one ground school take a free test drive today and see how much fun learning to fly could be online ground school comm [Music] you

Channel: Gold Seal Flight Training

Views: 69,109

Rating: 4.9389091 out of 5

Keywords: Checkride, Private Pilot, Pilot Training, Gold Seal, Todd Shellnutt

Id: QCzHmk3piEA

Length: 70min 48sec (4248 seconds)

Published: Thu Sep 26 2019