Oh bill I have reviewed your logbook and reviewed all of your application forms and I've determined that that you do meet all the requirements so we're going to go ahead and begin with the test now and I'd like to tell you that of course this is a practical test and what that means is that that every question I'm going to ask because of a practical nature you've already demonstrated your abilities academically on the written test so if I ask the question I want you to give me an answer from a practical point of view it will be better to err on the conservative side rather than to err on the side that would cause you to break a rule or put the flight in jeopardy and I've asked you to plan a cross-country out to the maximum range of the airplane basically with your destination being Denver and your first stop along the way what was the destination you chose this to for this length of this leg of the flight but the first leg get determined we could make it to Cedar Rapids Iowa so we've done the first leg from County to Cedar Rapids Iowa okay very good now how did you determine to use Cedar Rapids at your destination well based on the loading that you gave me here with the aircraft empty or anything 1127 pounds with the passenger and the baggage that we're going to be taking along the maximum fuel that I could take and still stay underneath the the maximum gross weight of the aircraft was thirty gallons which is 180 pounds using a conservative estimate of an our fuel reserve that's as far as I could know wouldn't be seen a rapid journalism a good choice okay that sounds good now bill I like to ask him a little curious sure you've used an hour of reserve fuel why did you use an hour of reserve Oh even though the rule is only 30 minutes for VFR day I like to use an hour just because I've got a lot of people you know that they count on me to do things so I'd like to stay around for them okay so for safety right okay good good judgment good judgement there okay very good now speaking of this light then I'd like to ask you to show me the documentation that you would check in terms of maintenance records for now regarding this airplane okay well we find trackdown me and the end in the airframe one for this aircraft let's move down here and we're going to verify that all these inspections on this sheet have been accomplished you know what does this sheet here this is just a sheet that I can use to walk through any particular flight with any particular aircraft you know it kind of guides me as to what I'm going to be looking for both in the aircraft and in the maintenance records so here I've documented when all these inspections were last done and then when they are due okay what's this inspection here on 6:16 Leighton so this inspection represents the last 100 hour and annual inspection done on this aircraft if we're going to go on to the annual that would not be due until 6:30 of 1998 if however were in an operation that requires a hundred our inspection the the latest time that we can fly it will be six thousand three hundred and eighty three hours on the tachometer because the inspection was accomplished in six thousand two hundred eighty three hours okay now what are some of these other I don't you listed here let's see here we have the transponder test which was accomplished on 721 of 95 which is do than 731 of 97 its of 24th calendar month intensity has is to pitot-static 10 we've done on the same date 721 95 do 731 97 and there is now Timoner correction table in the logbook as well indicating a very contested the e on T battery was last replace done in 728 95 and it is due for the manufacturers recommendation 930 97 which is also noted in the air for a logbook okay so we have the ELT battery date there okay how about any kind of inspections of the ELT other than a requirement along those lines yes there is an addition to the battery replacement there's also an ELT 12-month inspection required by part 91 okay good can you check that for sure that was too high yes I have I have a bookmark good like this it good all right I don't see anything here about 8 denotes first what what is an ad note and if you reviewed any of those when an ad note is stands for air worthiness directive which is issued by the FAA when there's a faulty piece or something that they've determined it's a safety issue that may require either one time replacement or recurring inspection and yes there there is a list of eight these in the airframe logbook for this airplane and I've gone over and verified that they've all been complied with there is one recurring 8d which is due every 100 hours for the seat rails and that was last done that's a hundred our inspector that we noted before okay didn't know how many hours since then it's been about 60 hours since the last 100 okay good all right can you show me the maintenance records just some of these inspections how about showing me the annual inspection return well if we're looking for the annual inspection that's gonna have to be done in the airframe logbook as well as the engine so mark the last last hundred hour and annual was recorded here at 6:16 of 97 the tech time has been a sheet six thousand two hundred eighty three hours then he notes the total time when the airframe and then he gives it a description of what he's accomplished and here is DDOT check you know T check for at they are ninety one to a seventh paragraph D here are some service bulletins it's that were complied with here are seven ABS that were also complied with CW is complied with a 92 it's a description of the ad and what we're really interested in is the magic words down there I certify that this airframe has been inspected in accordance with in 100 our annual inspection it was determined to be an air worthy condition and then the mechanic has signed it put a certificate number and then I a which looks very good and I see you've marked these with tabs I like that makes it easy to find these and these tabs represent all of the inspections you showed me on this status sheet here that's right so you have an altimeter static system here all right well I'm satisfied that did you have reviewed these and very nice job you did on the end let's talk a little bit about you as a pilot if you were going to carry passengers on this light what would you have to have in your logbook in terms of recent flight experience for a passenger carrying operations I must have done three takeoffs and landings within the proceeding in 90 days depending on how far out we're talking I may have needed a finding on flight review by that time as well okay fine a flight review is required however once every 24 calendar months okay all right now I'd like to ask you on this flight we're going to be departing and it might be that we would be delayed and might arrive there after dark is there any additional reasons to experience requirements if you ever run to land after dark Landing after dark I must have have made three takeoffs and landings again within the preceding 90 days landings to a full stop okay and those would have to be three Monday between sunset and sunrise okay basically want to start right right okay yes I think that's about an hour out here that's right there they want it when it's good and dark correct good very good all right now let's take a look at the weather have you reviewed the weather for the play yes specifically what how about this why don't you just show me for starters how about showing me the forecast for your destination Airport okay okay here we have the terminal area forecast for Cedar Rapids this is sympathy requite identifier this is the date and the time of issue so this was issued on the first at one one three zero Zulu this is a valid time here at first from one to zero zero zero until one - there was there the following day they're forecasting between 1200 and 1400 and Zulu winds variable at six knots visibility of four statue of miles to the mist and broken leg 2-0 thousand feet from 1400 Zulu winds of work tends to be 1 6 0 and 12 knots disability better than 6 miles and again a perfectly our 2-0 thousand feet that's good enough let's move down to the winds aloft you tell me what the winds aloft would be longer up sure here they have generally all the winds aloft for the various reporting stations along the route with different altitudes listed for example here at 3,000 feet over Joliet the winds are forecast to be 3 4 0 13 knots at 6,000 feet over viola at 3 3 0 and 17 knots or the temperature of positive 15 degrees centigrade that's good enough so you know how to do that fine alrighty let's let's move over to looking at I see these things are they stained Odom's what are those those are notices to Airmen and these would be reflective of you know things that might be out or broken or restricted on our route of flight and here we can see we've got a few notes here for pathological archery report C pal walkie runway one-six the last six hundred and forty-one feet is closed between 1400 and twenty hundred weekdays and this gives us the time that it's effective giving me yeah here that's good enough we get it all that excellent very good I'd like to move on to some weather charts just to discuss these with you very briefly we don't need to get into details here just some samples that I've provided here and just want to say that you've received some training on these I have a chart here that is a weather you know well I see a weather depiction as it says and this is a radar summary chart can you tell me what is the difference between these two well the difference is is that this shows areas of IFR noted by this shaded region areas of marginal VFR noted by the contoured region it gives individual reporting stations with bog cover and hide sentence and some cases visibilities and maybe instructions to visibilities and also frontal positions okay you say IFR what is I apart well IFR would be less than 1000 foot ceiling and and or less than three miles visibility and if you didn't know you could look right now in here okay great all right let's talk about this over on the radar summary what does that show us this on the other hand does not stories of IFR in fact shows areas of precipitation precipitation only so that as we move in on each contour level here we see more and more intense precipitation so this would be a very intense line in person publicans direction of the lines I can't tell me which one of these if either is a forecast of what the weather will be actually both of these are our history well the other one is before kids that's correct okay but let's take a look over another chart this one is called tea as you see on the top this is a weather prog chart you tell me what do you know about I can tell me a little bit about this chart in particular I'd like to know what these times mean here and what the difference is between this chart and the one below it they both seem to be for the same ballot time okay well basically the times are just that these are the valid times so these two panels for example are are valid at the same time they were issued 12 hours prior so this would indicate that these two panels were issued probably at 0 0 0 0 Zolo and these panels over here are valid at 24 hundreds of our midnight zulu so these would be more accurate forecasts than these at least from the Valentine you mean because of the fact that this is further in the future than they was correct okay good now the difference between the top and the bottom panel this indicates surface weather or its precipitation positions of fronts lows and highs at the surface whereas this indicates whether different types of weather for the surface up to 24,000 feet okay honey how do you know it's 24,000 feet well it says surface 2 to 400 millibars here and I looked this up in the aviation weather services book and they said that that was approximately 24,000 Athene sure 400 millibars for 24,000 sure okay excellent you seem well prepared on that I think - what just asked you I didn't see that there are any segments or Airman's what is a segment or an airman can you tell me well an airman gives us different meteorological conditions and generally speaking effect lighter aircraft things like widespread IFR areas of turbulence and icing and reports of the freezing level or forecasts of freaking level segments are our significant meteorological conditions which would be like stronger turbulence of a severe icing things like that and then we also have convective segments which deal with convective type activity you know tornadoes hail and thunderstorms okay good we're on a subject meteorology I want to ask you something about wind share reports and normally would get wind shear reports from the tower for landing and if you were landing then the tower told you that there was a wind shear report of an aircraft ahead and reported up and not loss of air speed on final what what action would you take because of this wind shear report well I would I would definitely use a higher approach speed at higher indicated approach speed to compensate for that loss of speed potentially happening okay sure okay sounds good all right very good let's well nice one more thing what if there was a thunderstorm went over the field and they were coming in and there an aircraft ahead report a 30 not lost in air speed with this have any effect then would you hold you what would you do in that case I'd yeah stay away and wait for the Thunder from the past and give it at least 20 minutes after it's fast all right different to a different Airport sure something good idea good judgment all right I'd like to talk to you about the pilot operating handbook now this is for a 180 to assess now you're taking your check right in for private pilot and let's talk a little bit about the use of the charts so let's start out with talking about those some some computations you have to make like how would you do a take-off distance problem okay oh I put to the performance section take off take off distances are towards the beginning here since we're almost at maximum gross we're just a few pounds underneath maximum gross weight I would use this chart here in the king two thousand nine hundred fifty pounds and very carefully read the conditions and then he notes the manufacturers include up with the chart then I jump right in go over into our weight of two thousand nine hundred and fifty pounds they give us a lift off speed and then a speed to used until fifty feet I would have an air on the conservative side use a higher pressure altitude than I really was back you talk about pressure out to what is pressure out pressure altitude would be the altitude of the aircraft if the or a standard day okay how could we get pressure altitude if we were sitting in any airplane and want to get it easily we could simply that's two nine nine - Anna Coleman window okay then we've created from the outside perfectly all right so go ahead and type so you're gonna use a thousand feet to err on the conservative side the elevation here it's 6650 okay so using the thousand feet that sounds good so a thousand feet and we have about positive 27 degrees centigrade so I would use thirty again using a warmer temperature which would be reduced performance so get more conservative and here we see a brown roll of 850 feet and 1635 feet to clear the 50-foot obstacle and I take 50% of these numbers and add them to them thinking I'm an exorcist okay good all right that sounds great well that's the first computation you want to do and I seen your notes you actually made this competition before I take off today all right good now the next computation you probably want to make is is a consideration of cruise performance what altitude did you select the flight we are going to conduct I selected 8,500 feet okay so we can go to the first performance for eight they also have our Chris performance table for one zero well let's just use eight okay if you don't mind it so we don't do terpil eight anything sir will you use this it's actually a little warmer than standard moments you standard this okay I normally run at about 2,300 rpm for noise levels normally about 70% power as well so I like to use 71% we'll come back and see that we need to make a full pressure about 21 inches at that manifold pressure on rpm combination and expect 140 knots true air speed and if you'll burn of 12.1 gallons per hour for the book and again I go then a conservative factor and call 13 there on 13 and a half gallons okay sounds good now I want to ask you you say that the plane will have a true air speed up 140 I'd like to ask you if you were at 8,000 feet and the airplane was going to true air speed of 140 what do you anticipate that your indicated air speed would be in order for all your time distance computations to be correct in other words how would you know if you're really going 140 well in order to do that I have to figure out what I would expect to indicate so we'll come back over here per our chart we saw that it was minus one degrees centigrade at at 8,000 feet so using my 6b that come to 8,000 feet but minus one degree it's hard to be real precise answers yes good so we've got minus 1 over 8,000 feet we have a trigger speed of 140 so we've come to the honor scale it's using these directions here coming the outer scale of 140 knots true and reading the inner scale and see about 125 calibrated okay calibrated of 125 how about indicated in one with empty well I would then take the calibrated airspeed in terms of the performance charts towards the front problem where there is a airspeed correction table okay then it cruises probably probably one or two not one is that okay let's just say that the calibrate didn't indicate it are the same so that would give you an indicated speed of 125 okay now my question to you is this suppose on this light when you say your true airspeed is 140 you say your airspeed indicator is only going to indicate 125 though but suppose on this light you check your ground speed and your ground speed is 135 of your airspeed only shows 125 all right put your ground speed is 135 do you have a head wind or a tail on that case I would have a five nine and wind component because I would want to compare my true airspeed to my grounds made to determine excellent I get a lot of people come to this test or very confused about this and they think the indicated speed is the factor but it's really the true HP is most important excellent you seem well prepared Lynette let's move over now to a landing distance problem okay and you're going to do a landing can you show me just how you do a landing system Pro sure well essentially the same way as though in determined the take-off distance come to the landing distance chart it's a short field here so I would again read any conditions and notes that that exists for this chart look at the maximum gross weight to give us your arm again a most conservative estimate they give us a recommended approach speed at 68 of 60 at 50 feet in and air on a conservative side of a thousand foot pressure altitude Cedar Rapids is about eight hundred they go to the warmer temperature so for a thousand feet at the warmer temperature of 30 degrees centigrade seeing a ground run of 645 feet and a total of 15 feet of 1440 feet and again I had 50% of those numbers okay just for conservative right I see good okay now I notice that it shows the indicated approach speed to be 60 knots to sea level what if you were land in an airport that was shown here say 7,000 feet would you use the same speed a higher speed or a lower speed at high elevation to make any differentiation I would use the same indicated approach speed no matter what my elevation and so it's fun same indicated however I have a much higher true airspeed at that altitude so I'd be eating up more ground so that's why you'd use more runway at higher altitudes your true airspeed side that's right okay that's a perfect answer good now I'd like to talk to you referring to our takeoff little early we're looking at the takeoff chart and it showed these distances and it also showed performance for a higher elevation right if you were taking off from a higher elevation what would you do different as far as the engine controls and the flight controls and whatever what would you do different possibly from at a higher elevation than the lower elevations well I would I would lean lean the engine because I'm going to be excessively rich if I don't do that excellent wanted it believe me and you're know okay good all right I think to ask you just a little general consideration of the use of flaps if you were taking off at a high elevation is there anything you've been taught about performance and to use of flaps when you're taking off from high elevation high-density altitude airports well you'd want to take off at the minimum flat recommended by the manufacturer for anything come because if you use flat at the higher higher density altitudes you're gonna have much much decreased lung performance okay excellent so what if the runway was a problem what if you're taking off from SIA and Airport to around here and it was a fairly short runway right and you had no obstructions what about flaps would they help you there they would if you use flap in that situation and probably decrease your ground roam okay so it would be an advantage that's correct and just to be sure I understand you if we were at an elevation of say six or seven thousand feet and we had a runway that was ten thousand feet long but performance was in question you were at maximum weight and and it appeared you could make it but would you think that flaps would would help you in that case or would they hurt you they might hurt me okay sure decreased performance excellent very good we're on the subject of performance I'd like to ask you suppose you were taking off from a high elevation Airport like Cheyenne and and you saw the sign that said check density altitude and the temperature outside was ninety degrees Fahrenheit okay you tell me what do they mean and how would you determine density altitude well density altitude is pressure altitude corrected for non-standard temperatures so that that definitely is an indicator of how well the aircraft is going to perform the higher the density altitude they don't worse the performance and I determined density altitude using these you show me what the density altitude would be for for Cheyenne which is six thousand one hundred feet a day when it's ninety degrees Fahrenheit which happens to be I think about thirty to seventy so we're gonna be at 6,100 feet will say the altimeter setting is 29.92 so so we can use feel elevation the same as pressure altitude and they tell me what the density altitude would be okay well if our pressure altitude is a skill elevation then excuse me 6,100 feet and 32 degrees centigrade over 6100 would give us a density altitude of just under 10,000 feet okay good you seem to know know how to do that just fine what does that mean really we say we have a density altitude of over 10,000 feet what does that indicate to you in terms of performance in Kate's aircraft isn't performing as if it were at 10,000 feet so I would expect very poor client performance I would expect much much longer takeoff front and climbing sure okay good he say would be performing as though it's at 10,000 feet under 10,000 feet on what conditions Johnson I'm a standard that's tentative sure okay you seem very well prepared on a performance you showed me your weight balance just a minute ago let me take a look at this here we were looking at this earlier you showed me the weight balance now I can see you've determined it's within wait how do you know it's within balance well I can determine whether or not attempt within balance them to different charts here for this aircraft we can compare the weight and the center of gravity or if you compare the weight and moment divided by a thousand how do you view a chart for this wait balance section of the there the two charts this one again is the moment in the weight chart so we can look over here and we noted that we have 125 point 72 and 29:41 so one 225 point seven two would be approximately along this line in 2941 or three just underneath there so we did that approximately there in this envelope picture okay good I like to ask you how far above the maximum weight can you be no no okay that's a perfect answer good all right how far aft of this line how far over there could you be okay if you were to actually not do awaiting balance and you actually were flying then so you didn't know unknown to you you took off in the center gravity not was located right here the center gravity compared to girls weight was over here what flight characteristics would the airplane you know over here I would expect with an F CG expect a lower stalling speed and it's bent very unstable aircraft harder to control but seeing you know that our competitors performance may be higher true airspeed okay so basically sort of what staple you said I mean of course now if every okay good right and what if it wasn't too far forward you know too far forward would have a higher stalling speed there should be a bad thing might be difficult to rotate be very stable would have good stall recovery characteristics and decreasing this performance okay about it landing if you were making a short field landing for instance would you maybe find any problem with an inclusive take Larry now terrific yeah I'm be difficulty the building flaring I'd be tough to reach that they good Flair attitude partner a lot of back pressure well if everybody had if you had enough okay good that's a good I like to hear that if you had enough you might not even have enough right right perfect very good answer okay one more thing I'd like to ask you when you do this weight balance you use an empty weight of 1927 where did you get that weight well I got this actually from the weight and balance of this aircraft done by mechanic a few months ago they had a piece of equipment okay excellent so you mean this empty weight changes from time to time yeah anytime anything is added or removed from the air crap these numbers have to be recalculated okay so the empty wait includes equipment in the airplane is there anything else that it includes and includes unusable fuel oil okay good soon understand that very well I'd like to move on now I'd like to talk to you about the systems on the airplane okay now I have a cockpit picture here from a 172 I realize your airplanes the 182 but we'll just use this for general reference first I'd like to talk to you about the pitot static system I'd like to ask you if the standing v were clogged up if you had water in the in the in the static line which of these instruments would be affected by that but a static line we would have the airspeed indicator okay that's exactly what if the pitot tube itself only the pitot tube were clogged by an insect for example hold that thing that was only effective okay thank you right no I'd like to ask you are you familiar with the stall with the stall warning on the airplane yeah okay it has a little this will read out there and in the in the wing I'd like to ask you does that work when the airspeed indicator gets right down the stall is that what makes that read sound no no what makes that retell angle-of-attack they are failing over that right okay does it have anything at all to do with the airspeed indicator absolutely not nothing exactly right now referring to the airspeed indicator and notice that there's some color marks on there and you tell me a little bit about those color marks in particular the white mark what does that mean sure this this white aren't bright in here indicates an all-black operating range okay so what would be the lower limit of the white art well they'll be associated the lower limit of the Y&R could be associated with the power off stalling speed in a landing configuration in this case okay what would the upper limit of the white dark indicate upper limit of the wire could be the highest recommended airspeed to deploy flat as recommended okay good how about the green arc what is that indicate green R represents a normal operating range bottom of the green arc indicates power off stalling speed with the flaps up or they specified configuration and the top of the green arc indicates Vienna or normal operating okay how about the redline what is indicated red line over here indicates B and E which is never exceed speed or the max all right and what about the yellow arc was in yellow arc indicates caution range to be used in smoother they're only okay but I notice on this particular SP Decatur has some some numbers so it looks like temperatures and pressure altitudes there what would you reuse that well again in flight if you wanted to check your true airspeed you could you could make the adjustment here just as we did um you 6b earlier we put our outside air temperature and just read it off to the oit we put that over our pressure altitude we could determine pressure altitude begin when just push them into that name to there you have to write down then we could read what our true airspeed ones on this powder blank scale here you can see a hundred and ten hundred and twenty Lucy good look it was just an extra feature they hasn't this around you good excellent alright I'd like to ask you this over here I see an instrument says that it's suction I mean and your 182 you have one of these also what does that indicate to you in particular here doing your run-up and you saw that was abnormally low right what what does that indicate in potential problems or what effect will that have possible well I would expect that my attitude indicator my directional gyro may be inaccurate and may be okay but I wouldn't know wouldn't anticipate they'd be okay okay where does this suction come from that do with these jurors well this is measuring the suction generated by an engine-driven vacuum pump okay very good now let's talk a little bit about this instrument here what kind of an instrument is this and how does it operate this is the the turn coordinator this indicates a rate of turn rate of roll and this is called inclinometers and this indicates the quality of the turn so it indicators we are skinning or they're slipping right and it's got DC electric power to it but the power is is not reaching the unit you two little red flying here good very good answers he tell me here we have some fuel gauges we have an oil temperature and oil pressure over these parts these are our electric cables which means all of them need electricity to operate this also records the temperature parts of temperature here okay all right if the if we say friends it had an electrical system failure you say these would fail and how about these here what they what they operate or what they fail I believe that they would actually operate stones sure that's right yeah well you were correct this is an electric one did the temperature but it's a it's a self generating electric system we are correctly without freedom that and the oil pressure which you can't see is hidden here that is it's not electric spotted pressure just a pressure instrument sure thank you right good now suppose we were flying a lot while we're talking about the electrical system right suppose you're flying along and cruise and a little red light came on you can't see it here it's hidden by the wheel but it says something like low voltage right that light comes on and also you see that the amp meter here is showing a discharge what action would you take and what does this indicate well since I've never actually had it happen to rehearse - I've never had it happen I would still consult the the pilots operating handbook for the emergency checklist look for the procedure for having a low voltage level emanated and what it indicates is that most likely I have had some kind of failure with the alternator okay is there any way you might be able to fix this inflate potentially no we could shut off the alternator portion of the master switch back on again and see if we could bring it back down okay but suppose that that doesn't work the light is still on and the amp meter is still showing a discharge what kind of problems are you doing what kind of situation are we in right now well we're we're running on battery power our least electrical components are running a battery power so I wouldn't expect them to film within 15 minutes if I'm lucky okay 15 minutes or so right no tell me this suppose that that you were to to fly and suppose that the battery did did fail first of all is there anything you can do to extend that battery life to maybe go beyond 15 minutes not sure I could I could begin to shut down the necessary electrical equipment you know I would turn off any lights - there really weren't required you know obviously if it's at night I'm gonna have to have certain points to line during the daytime I would probably like to turn all of them on I'd probably turn off the number two radio only monitor on the number one this transistor takes up a lot of power and I'd leave this on okay anything about it alright and suppose though that you couldn't land before this time and the battery did go dead all right what kind of problems would we have that the battery didn't do this well I could transmit or see you honey night okay could you navigate with your radios no okay and would your position light stay on or anything and no they would go dead so that would be very bad right how about extending the flaps we would be able to extend the Flex wouldn't be able to extend the funds what was it these are electrically a turbine clients in a lot great modern sure okay that's exactly correct so it's a good idea to get on the ground how about the engine would the engine continue to run just fine just fine well where would it get its electrical current and it gets its electrical current from Magneto's okay good all right let's move over here and talks more about the pitot static instruments in particular about the altimeter right now I'd like to ask you this suppose that that we're here at pal walkie what elevations about 640 feet and suppose that you went out to the airplane to go flying on this test and the altimeter read just like it does here that read 1,400 feet what would cause that altimeter to Reese 1,400 feet just overnight without our touching it just getting in the plane the next morning what would cause that to him low pressure system moved into the area so the aircraft docked an inclined sure exactly so what would you do to correct this problem listen up today it is get the correct house ever setting it right in pretty simple good okay now when we're flying cross-country we're going to see the reference right if for instance they give us an altimeter setting that is lower than we have set in here suppose you have thirty inches set and they give you an altimeter setting of twenty nine eight zero for example and if you fail to set that in now in there what kind of problems would you have well I would be lower than I thought I was find a low look out below okay and if you do set the current altimeter setting in there then when you land what would your altimeter read in general if I had then the correct altimeter exactly correct I'd like to talk to you about this I've heard that there are hairs in the altimeter associated with temperature all right you doing a little bit about how you ever correct for that if ever well essentially it's hot too cold look out below so on I'm flying in colder than standard temperatures less than fifty nine at the surface I would want to pay particular attention to any terrain or obstacles that I might be flying over the error tends to disappear the closer I get to the ground because it's a percentage G type error error okay yeah okay yeah the error tends to get less as you go subscribe okay right well tell me instead if you were going into Cedar Rapids and it was very cold it was uh you know below zero there and you were going into land there when you land in Cedar Rapids what would your altimeter read if you set the current altimeter said they'll dominate relocation so the cold air doesn't affect you as far as landing in it at an airport tunnel no and when does it affect you it affects you a high absolute altitudes or very far away from the ground okay further away for dipping in the air pay attention so if there was an antenna along the route and you thought you're gonna clear it by a few hundred feet if it was cold air well how would this affect it if it were cold air then I'm and I thought I was just gonna be a hundred feet over it right I probably smack right that's exactly correct good okay you seem to understand the adult Emma tree excellent job very good okay I'd like to talk to you about these or radios here right and I'd like to ask you we have to be age of nav comms here and we have an ADF radio over here right are any of these radios associated with the term line-of-sight and are any of not associated with the the vor radios are associated with line-of-sight reception every HF frequencies okay and then about the ADF okay good now I'd like to talk to you about the VHF radio I'd like to ask you if there's any special frequency that you know of that you can use whatever you're in an emergency that can be used 1 to 1.5 and if you had to use that frequency who would you probably be able to contact whoever happens to be listening okay probability or anybody that monitors this routine I'm sure a fight service what service okay okay good how about towers towers no sir okay good all right now we have a device here it's called a transponder are there any special codes you know of that you've memorized for use in a transponder 1200 I have this VFR typical for emergencies we'd have 7700 for general emergency 7600 for communications emergency engagements failure specifically [Music] okay okay okay good suppose you called you were going to receive a rapid and you call the pros control they said squawk code 0 2 1 5 and you dialed that in there should you push this button that says ID on it then only if they're requesting only if they requested sure exactly very good answer okay suppose that you were coming in there you were say for instance you're at the 8,500 feet and you call approach control they tell you to squawk altitude right what does that mean small council two minutes to verify that we've got the altitude mode selected here in other words were and then emergency mode okay it doesn't mean you should put 8,500 in here or anything that's right I've got a red you know that there was a person that that did that one time and he was at 7,500 feet when he did that he put in 7,500 they thought he was being hygienic you see so that's why I wanted to ask him that to be sure you know that very good thank you okay when do we turn the transponder to I'm taking the runway for departure okay when do we turn to offer the standby okay excellent very good all right I'd like to move down here to the O to the mixture control okay now of course in your airplane you have a constant speed propeller and I'd like to ask you how do you lean out your airplane for cruise flight well after I've got the appropriate cruise settings and I'm given a minute or two for the temperatures gotta stabilize then I I begin to leave here and I used my exhaust gas temperature easier he gauge and I had looked for the peak in other words as I start to to lean the mixture do it very slowly you know slowly twisting it back watching for this temperature they cater to rise eventually it'll hit a point where it Peaks the peak and then they'll start to come back down again if I continue to lean it would you be bad I kept doing them quit potential sure so I would after I saw it pika no work peep so for example if the peaked right here I didn't rich in it in richmond richmond area until it eventually peaked again and then it would start to cool back down the rich side of peak and I wouldn't enrich them to they actually say in the pilots operating handbook that for 65 percent power and so on you can leave it to peak EDT for best economy my mechanic recommended to me that Eileen or Kurt yeah Eileen to 25 to 50 degrees of rich people okay good now what if you leave that to leave what kind of problems would you have if I leaned it to lean well potential damage to the cylinders they're not getting enough fuel for proper clothing you know might have a rough running engine telling them okay how about the temperature of the engine would that be affected temperature would probably be high okay good owner good let's get out when an engine gets hot I want to ask you if the engine gets too hot what kind of problems can this lead to on the engine with the enzyme getting too hot we can have you know cracked cylinders we get rapid temperature changes in their heating or cooling get cranked cylinders we can get you know valves that they start to crack put his old fed engine real fast okay when is good you ever heard of the term detonation that nation what what is definition detonation is basically an ignition of the engine when it's not supposed to be I do too so this would cause definition to anything all right all right perfect now what if you were too rich suppose you've written it up too much or you never leaned it out at all what kind of problems what you have in that case I'd have higher fuel burn I have a real cool engine in some cases for higher performance and it's that's not good to run it to quality they're good I can go run an engine yeah potentially and hire out the teacher sure okay all right good how about the spark plugs is there anything that can cause the spark plugs to come fall for ginger no excessive force okay that's not good okay good excellent let's go over now let's talk a little bit about well as long as we're talking about the power settings you were saying you were going to set the power set in a normal true is something like 21 23 or something like that and my question to you is this if we were cruising along at 21 23 with this constant speed propeller if we were to get carburetor ice this is a carbureted engine how would you what would indication would you have in this airplane of carburetor ice this here financier reduction and manifold pressure because we're blocking off the throat okay so you drove a drop in mantle pressure right now you know 172 or you're opening with a fixed pitch propeller you get a drop in our p.m. why wouldn't the RPM drop in this airplane well we've got a prop governor on this airplane which will basically change the pitch of the blade to a flatter pitch to maintain the higher rpm it's a little awesome sure okay good no it gives you if you kept bringing the throttle back for Sica just like you're getting more and more ice right and yeah is there a point where the RPM might finally drop offers that stay the same always know it'll it'll eventually drop off one could reach the flag pit stop and over is it a propeller can only twist so Farge once it hits that limits that's that's it that's that's exactly correct good now just to see if you truly understand the manifold pressure in rpm again we're back at cruise a 2123 for example and suppose we'll the engine died from fuel starvation what would you expect the manifold pressure to do basically is stay about the same same trip check very good I've determined you completely understand the constant speed propeller could have let's see it because I get some people come to me that just have no idea how that operates excellent very good job now I'd like to talk to you a little bit about priming the engine and it's a carbureted engine we go to start it we want to prime the engine right now we have a primer here right and I'd like to ask you we prime it probably a few strokes for starting what is the danger of over priming it carburetor fire covering fire okay certainly exactly right now suppose that that you were priming it you may have primed it too much and it wasn't starting and you had someone standing by outside with fire extinguisher in case it caught fire but but it just wasn't starting and I wasn't catching fire either Kreitman and so the engine is you want to use a technique for starting when the engine is flooded there and I want to ask you what technique you know about for starting a flooded engine and I go to the pilots out for hamburgers armed a very determined planned airplane but in this case I would pull the mixture all the way back okay well full forward so we're giving it no fuel and grab there is a hope that we find the magic mixture okay to light it off we try starting again if it eventually did start we enriched in the mixture rapidly but not cramming it in and then we'd smoothly pull the throttle back to normal yeah good excellent all right that's a perfect answer I'd like to ask you suppose that that while we normally prime the engine with the primer in case and I see people that prime the engine with the throttle not that that's necessarily recommended but I see people doing that right what in effect are you doing whatever you pump their throttle in your so-called friend nothing wrong go into the carburetor what why is that well basically the fuel is being metered you know to some extent by the throttle position so as we start to come up with that drama I'm not only are we introducing more air into the carburetor but also this dumping a lot of rock fuel so that if you were going to be doing this you certainly wouldn't want to do it without having the engine turn you want that to be okay stop so you pump the pump raw fuel in there I think that's called the you know that device is called the pumps that fuels there like the accelerator accelerator pump sugarcane they use that for normal operation to provide the proportional amount of fuel so some people do that what's what's the disadvantage of crime in the engine with throttle as opposed to using the primer do you know anything our fire sure exactly especially with that updraft carburetor you know important right down right down under the air filter and good possibility carpet for sure so we don't like to do that we don't have to excellent job you see something down here it says alternate it says alt static air pull on what is that this is this is our alternate static source so that in the event that we did have a clogged static port okay good thank you ask you this do we have the magneto switch I'd like to ask you sometimes what if you suspected you hit what we call a hot magneto how could you check to see if we have caught Magneto I'm dying shut down before we pull the mixture back I don't cut off we think quickly put this back to off and then back the boat and it should start to die a little bit when we go it off and then come back to life when we put it back to boat if it does go off that indicates that the leads are in fact normal normal okay if we did have a hot magneto what dangers are there hot main either well anybody that goes out there and you know wants to look in that cowling for bird's nest and they want to turn that crop a little bit it's a potential firm for firing the engine if they're running that sounds good alrighty we've covered just about everything here with this right here that's the most important Kazmir ok good excellent I want to talk to you a little bit about the cabin heater right we have a cabin heater it says cabin heat pull on when you use the cabin heat what what concerns do you have concern for carbon monoxide poisoning see we don't have a carbon I said detective over in the panel so I'd buy a carbon monoxide detector to put it on turn four carbon exit point okay where does the cathodic yeah but he'd get a teen from its from a shroud around the exhaust so if there is a leak in potentially getting exhaust air in the cabin okay now here we have the carburetor heat where does that get it seen from this again gets its its its heat from the shroud around the exhaust okay a little earlier you told me that we were cruising along at 21 23 and if we had a drop in the RPM that was an indication of carburetor rights if got my man thong manifold pressure I'm sorry I dropped in the manifold pressure that was an indication of carburetor ice okay if ice for present how could you determine if ice was there by putting under what would you actually take well what I would do and my airplane if I saw that drop the manifold pressure and pull on the carburetor heat knob what I would probably see since we've got higher temperature or less dense air probably see it a more of a decrease in the manifold pressure and then it was the ice starting to clear would rise back up again once I thought it was all gone forever any bank in that should write back everywhere it wasn't it good that's a perfect answer excellent job seems very well prepared at all this we have magnetic compass here what part is the magnetic compass okay excellent we have a we have some lights here we want a date/time plate are there any of those lights that are required to be on everywhere offline well right now I don't believe that this is required to be on during a day time of your recommended anytime the engines running and I think in future there's like never changes that really make it or actually they've changed the rule already oh it is a new rule hello okay new rule okay good anyway it's a new rule that it used to be just a good operating practice it is now mandatory that they'd be on the airplanes equipped with it I think my instructor yeah I mean they have yeah good thing teach you to put it on so they need to know that okay good excellent very good okay you seem well prepared on that let's move on to talk about a few other things we talked about some our narrow medical concerns regarding the carbon dioxide poisoning I'd like to ask you about hypoxia what is hypoxia and what do we do hypoxia is a lack of oxygen to the brain usually because at least in flying by half flight at high altitudes so their corrective action v2 descent okay are there ways okay so like let me do it sure what indications if any are there that you're becoming hypoxic feeling of euphoria you know blueness and the fingertips and the lips you know the extremities you can see the loss of oxygen first what effect would it have on your and your abilities and so on I might make you tired decrease judgment you know you think you're doing better than your actually don't perfect answer good are there any altitudes above which you have to use something that oxygen yes above 12,500 feet the use of supplemental oxygen is required by the curve four iterations over 30 minutes above 14,000 C it's continuous used by the crew and then about 15,000 feet it must be supplied to the passenger business provided for them okay good now tell me this is there any altitudes that are good operating practices the F is told you about for using supplemental oxygen recommended at 10,000 feet during the day and 5,000 feet during the night because it play such a large role in patience okay so four night is the division is there consideration okay good all right you seem to know about that very well okay I'd like to talk to you about air traffic control lightgun signals and I just want to ask you what where did they use air traffic control 8 cont signals air traffic control towers ok perfect answer good and when would they use those in their traffic control tower when you have an aircraft company in okay and if you had an inoperative radio and you were coming in at an airport with a car what light guns signal would you want to see before you land steady green staggering okay perfect all righty I like talked about some airport markings and other lighting so both are going out to fly we look Dora we looked at the rotating beacon and we saw it on today what would that indicate if anything the rotating beacon at the airport yes that would indicate the field was aya far during the day okay very good and what is aya further less than 1,000 foot ceilings visibility good can you tell me any difference in lighting between runway lights and taxiway lights runway lights generally are white or amber and tanks and where lights are good all right I wanted to show you some some other other eyes I want to talk to you about some traffic pattern indicators and right here we have a an airport and it has some some of these what we call a little markers right around here and this is a is a tetrahedron here right I'd like you to tell me if you were coming in to land at this Airport which runway would you land on and what type of traffic would you make to that runway Wow this indicates that Southwest so it make right traffic to run right to to okay that's perfect now tell me this notice that runway to to has these ship runs only 1/8 has these arrows what are the Chevron's in the arrows mean the arrows mean this place starts out this is a stop wire run over okay so we could use this and we're landing in this darkness and overrun but technically only all right well let's talk about takeoff for starters okay if you want to take off is the full length usable at both of these no okay which one is it you this one okay all right and so is it now but this one you can't use it for landing correct that's correct no current income okay it's kind of an unusable area basic that's a car okay and you can't use it for takeoff right now for takeoff can you use this for takeoff yes I couldn't okay good that's perfect answer good okay no by the way this is number runway two - what does that mean to - I mean is it a disorients in 220 degrees okay magnetic or true not have any perfect answer good all right seem very well prepared on this I'd like to talk to you a little bit more about just some things about the airplane suppose that you got your private license today and tomorrow you took up a friend and your friend wanted movers how's that the first place - always wanted to go and then he said what do you wanna do now and he said I'd like to do whoop-dee-doo right and and he said can you do whoopee does you so I don't know what hope you do is but I'll go out do some stalls with you or me you went up did a few stalls they said well these are all right but this is like I want to see a real wolf to do alright so you pulled it way back and kind of a power on stall and broke off into a very hard install alright and you did the normal recovery what you thought but it didn't seem to work and all of a sudden the plane was everything was spinning around in front of you right and you said you know I'm Ben I'm in one of these things I've heard about called a spin and I've heard you're not supposed to get out entities and I think it sometimes be hard to recover from right what action have you been taught as to how to recover from this spin well to recover from that spin now and reduce the throttle to idle ailerons neutral full opposite runner opposite to the direction of rotation once I have gotten the full officer rudder pulled forward briskly with the with the control yoke once the rotation has stopped neutralize the rudder and then recover from the resulting that okay and what about deadlines what do you do with those Emma Ron's new people okay good that's perfect answer he told me anything you've been taught about where stall spin accidents occurred so that you could avoid getting into situations takeoff and landing take off specifically if we have power loss right after takeoff before Anna left aim climbing turn or we tried to make a left turn background to the airport chances are real good that we're gonna feel boundary okay so on takeoff power failures don't come back the field my husband okay perfect very good answer I'd like to ask you a little bit on this airplane about some of the emergency equipment we get up the plane and I want you to show it to me but first of all you showed me earlier that the plane has an ELT yes you go question about it first of all what frequency was that zetton unit transmitted huh okay Mirchi frequency good now is that any VHF or is that a low frequency transmitter eh have your children is that Lena cider or is that not like a second plant site sure now normally the ELT goes off on the impact force of the crash is there any way that can be turned on without having to crash sure there's a little flying switch on get out to the airplane to like you to show me how to operate that show me the ELT with a very sure do we have any any other kind of emergency equipment on board the airplane not at this time but if I were going in ten area they would require that I take out a lot of proprietary fire extinguishers or anything yeah there is a fire okay we get out there they could show me how to operate the fire extinguisher okay how about if you were flying at a trip and it was sub-zero temperatures is there anything you want to bring with you on zero temperature dangerous master blankets jackets matches I'd like to talk to you about how we operate with pieces of inoperative equipment right if you know that the number two radio is inoperative and you want to document this okay okay maybe if you could do any other way you collectively I could pull the breaker but if it was over okay good what if you went out there and you looked about at the magnetic compass you saw the magnetic compass was was a all the fluid leaked out right how would we handle them by the way to come from somewhere you can't go okay or what you put in an operative sticker up there could you do that that's why no that's required by 91 2:05 okay sounds good to me something you're very well sure all right let's talk about Nate flame you've already told me about the how the taxiway lights and so on margin and I want to talk to you about whenever you do a a night takeoff for night landing is there any special precautions you use like takeoff you know I'm gonna pay closer attention in particular to the altimeter pay attention to the airspeed not necessarily rely on this because of the acceleration okay so the attitude indicator has an error that might be dangerous at Stern okay but how about on a night landing yeah anything you want to know about night landings for safety pay closer attention to Senator watch and always watch you know clothes good speaking about some night lighting and so on what color beacon do we have at this airport to help located they have white and green if there have to be a military airport nearby is there any way you could use the beacon to help tell you which one is the military airport which is the similar important we have to whites in the green at the military or one civil okay that's a very good answer that's exactly great now let's talk about your cross country but you get the chart out here will take you at that just the chart well let's look at the the flight log and also via the church okay so you planned this trip out here this overweight know what altitude did you slip for this trip okay and okay and in the way you talk about 185 later so but anyway forty five hundred on this flight plan right right excellent now how did you select four thousand five hundred feet I selected four thousand five hundred based on the based on the direction of flight okay all right how about traveling at 3,000 feet could we do that sure can we fly at 3,500 feet yeah okay but now why is that that's an odd thousand plus five hundred so the ground here is is about seven hundred feet or so so plus three is thirty seven so 35 is okay because it's less than that what you're saying that scar okay that's what you're saying it sounds good exactly right good okay how about flying is four thousand could we flat fourth out okay if we did fly in four thousand would be breaking any rules or that's just a bad operating pressures we'd actually be breaking our all okay so this is a rule in the slight increase even thousands plus 500 okay yeah excellent now I'd like to ask you here exactly I have an example here I want to show you and then I have four out of them is gonna bring this in here this happens to be out around Rapid City South Dakota he knows the variation here is about ten degrees right all right ten degrees of variation and you can see an airway that runs down here right from this vor and the airway says on at 176 degrees however you can see that based on true South where the line of longitude is that this line is actually to the west of true south I want you to pretend that you're going down this airway stopped on this airway and you have a wind from the right causing you 10 degrees of wit correction angle okay right so what I want to ask you is what altitude would be appropriate for your direction of flight if you are operating more than 3000 feet above the ground well one of interest to them is as my magnetic course I know that this airway is referencing the vor which are oriented with magnetic so this would be my magnetic corpse of 176 degrees that's between zero and 179 so this would be in a thousand plus five hundred and Sophie you know around here probably 7,500 feet okay sure okay or however not 9,500 okay good what about this Bank that the wind causes you to correct 10 degrees to the right with that Nevada would that change anything no okay well now that way if you Ted 10 degrees more to the right what's your magnetic heading be about 186 W make magnetic heading but I'm basing my altitude selection on magnetic course only okay magnetic course that's correct okay so but now it does appear that this is a little bit to the west of true South doesn't that make any difference it is a little to the west of the true sound we're not basing it off of true we're basing it on both good perfect if your firm began to get me excellent very good job you're very well very well prepared now on this flight that we're going to fly from pal walkie out to Cedar Rapids can you tell me if we would what we have to have a transponder on this light yes what can you tell me some reasons why we would be within 30 nautical miles - B airspace in Chicago O'Hare okay number one and reason number two would be that Cedar Rapids is Class C airspace but it also required and above biasing okay perfect given above that's exactly correct alright now by the way is there any altitude above which if we were in route we would have to have an altitude record transponder above 10,000 feet we need a mode C transponder yes have ever been ever posed enough okay good alright next little Chuck okay now I'd like to ask you if we are flying this trip say we took off here and we're flying along and you notice here's what here's Rockford and suppose we were flying at 4,500 feet like you suggested it's supposed to do with some weather up ahead and we decided to deviate around that weather and we're flying to the right and as you're flying to the right you look down and you see that you're directly over the Rockford Airport okay and then you continue on but then you turn back and you continue on and you never called anyone all right but you're at 4,500 feet would you be in any violation of rules for doing that no no why not it appears that this goes up to 8,000 feet this is voluntary participation in the terminal radar service area was not mandatory okay if this were a classy airport then yes my eyes but it's not okay it's exactly correct all right well then listen to that the surface of the classic D airspace Harold it goes up to treat downer not to service the top of the Class D airspace only goes up to 3,200 feet and that 4,500 on the abundant okay good would it be a good after a practice to call them as you pluck through there yes you're gonna do okay they would provide you with what kind of service they provide man with what sequencing and separation basically radar service right good sure okay exactly correct okay that's a perfect answer now I'd like to ask you though suppose we get back on course when we go down over the Polo whoever flying near the Polo vor on this trip and as we're flying along you decide that you want to call foursome you want to call flight service station for whatever reason there ain't what frequency could use to call the flight service station but would you call the frequency would use okay well using the photo vor we could use the RF Co here talking to Kankakee radio is noted by underneath a or frequency box I will put one 11.2 in my nav radio I have listened to that monitoring and put one two two point one in my communications radio because they receive only on one two two one listen they are it's very good excellent answer suppose you wanted to instead of calling flight service you wanted to call flight watch what frequency would you use for them one two two point zero okay now what kind of service does slight watch provide in a route destination weather okay acceptance of power okay now can flight watch provide you with radar flight following service absolutely not absolutely nothing that's exactly correct the perfect answer right a lot of people think cuz it's light watch that they're going to watch them somehow not true okay excellent well prepared so posted on your cross country you were right here right right in this position that you can see right there well you know pointers to assure you detective it is okay you're right there you're at 4,500 feet what are your VFR minimums they're at 4,500 V would be in the device ie airspace so we need a minimum of three miles visibility at 500 feet below the clouds a thousand above and 2,000 okay but as opposed to up ahead it looked like it was going to be questionable as to whether you could maintain three miles visibility because it's light rain you see falling okay how could you continue on with maybe less than three miles visibility okay so go below that what would you have to have to be down there okay good know as you continue on it you get in this area near this Airport is there anything else you'd have to do in order to continue Oh once I hit this magenta vignette and have to duck down to below 700 feet as you go okay alright well what if you got down there and it looked really bad or it was looking lightening up ahead you decided you were going to diverted you're gonna land at this Airport right here the tri-county airport you landed there and it was raining very hard and you tied the plane that you stayed in the plane as matter of fact it was raining so hard then when I stopped raining you tied the plane down and you went inside you can check on getting a rent-a-car and just as you went inside you saw somewhere in there that had a coke tie on and a clipboard yeah he said I'm from the FAA I'm here to help you right and then he said did you just land here VFR used it yes sir and he said how much what does the visibility and and everything have to be that wasn't meteorological conditions what they have to be in order to land your VFR what would you tell that's exactly correct my own clear clouds okay now okay so you go over the rent-a-car place and they don't have any rent of cars they say the closest place to get a rental cars over here at Clinton all right and suppose you check the weather and they said that Clinton currently has 1500 overcast visibility two miles in rain would that present any problems to go over there to Clinton yeah okay what kind of problems would have presented wow I would need a special VFR in order to get to the surface base classy okay what would you call you go ahead if you were to fly over there I could do it in a number of ways if I wanted it before I left the ground I could call flight service that creates hassles for them so that's probably the best way because if I took off and I had an estate beneath this stay below 1200 here I probably would not be able to receive one city approach they're probably the ones who haven't have to issue it who didn't they probably would be able to hear me okay all right well let's say you took often when you took off it was actually pretty good around here right seamless up around four or five thousand feet here and the visibility was probably about five miles here okay when you took off you listen to the a wash and it was giving it was giving two miles visibility right now how would you get a special VFR girl and their City approach quickly I look here well they don't give a frequency normally they would give we go there to anus frequency but they do not give an approach frequency here right so I'd listen up to this and probably tell them sir yes perfect answer right so suppose they said you you're cleared into the Clinton area surface area Class C airspace at or below 5,000 feet and he said maintain special VFR conditions while we did in the class a airspace surface area Class C airspace what does it mean when they say maintain special VFR maintain visibility clear the clouds okay where would that be would that be right over here or just while you're within there okay sure that's exactly right good are there any restrictions on special VFR is having to do with the time of day that you're a perfect yes at night the pilot must be ensuring than the air contents or an equipment okay good answer all right well you get over to Clinton and and you tie the plane down you got your special VFR in there and you're in the rent-a-car line whoever just want to get to you they say sorry last one last one just went here we don't have any more cars or eight so you decide that you're gonna have to wait out the weather right so you wait for about four hours and sure enough the weather does clear up right however they still have two and a half miles visibility here it's much better as you get to the west or anything would we need a special VFR to take off from this Airport okay all right it's not quite dark yet so so you are able to get a special VFR it's still daytime and you take off with a special VFR and you depart the area you're not going you're not going over to the Clinton okay / correction / - a Cedar Rapids I mean however by the time you get there it is it is just it is night all right and the tower is closed they closed it I don't know exactly what time they closed let's say they closed that whatever you're getting there after the time they closed my question to you is what frequency would you use in order to possibly enhance safety to be aware of other traffic in the area well frequency would you monitor what frequency would you use to see there and listen up further traffic that may be in the area also broadcast at 7:00 okay that's a good answer very good how long is the runway there at that Airport length of the longest runway is 8,000 or 600 feet okay good now what's that frequency there 122 and 85 would it did I see unit count okay good then we service a little better okay not a rental car okay call them they could arrange for things like that good okay next day you come out you're going to the once I got towers area where they're retired of partner okay sure that's good thank you right would you expect that they would assign an altitude at this Airport when you depart there they may give me a restriction to my altitude okay so many cases all right all right exactly now suppose did you took off and you wanted to go you wanted to go visit a friend all right and this friend was over here we'll find some Airport here right down here at Mount Pleasant Airport right quite pleasant this town Pleasant are you going in there I noticed that they have a frequency near one 22.9 all right and you might notice that the other airports have 122 seven so I'm here 1:22 point there's 123 0 my question to you is what does what is 122 night 122 none is this multi count basically means that it will be unmonitored there no one on the ground they're listening to it so to come up and say like what is inactive maybe another you know their airplane and tell you but no base station okay right how about these other airports like Burlington here with 123 okay down here suppose that you wanted to go to Macomb notice Macomb is located within this this area here this magenta shaded area special type of differentiating what does that indicate to you this is special use airspace specifically this is a military operations area this is calm Howard East and my way so I could find out the altitudes and at times of use for this Howard East my way of looking at the top suppose that the area was in use about five thousand feet okay and suppose you want to fly through there even at that above 5,000 feet and you went and did that even though you knew the area was in use what what problems might you have if any would you get an F a violation for they no no violation if I run into somebody if you're in a violation I have you ran into somebody they're dead okay good okay sounds pretty good and I'd like to just take a minute to look at the other side of the map here we have M an area that's another kind of airspace I want to ask you about here this right here this right here right here you notice there's an area here that seems to be marked in big letters it says restricted rr6 903 what does that indicate to you of anything well restricted area again that means there's some type of suppose it was in use and you flew through it anyway what problems might you you know that would be a violation violation is there anything else might happen to you might you be shot down good me okay will they shoot you down in purpose always be they never say I'm gonna shoot down that once every two I'm tired of him coming through here okay alright yeah be good the accident they probably say they're sorry about it but okay very good you seem very well prepared I'm gonna just review over here and see if there's anything I want to ask you about II haven't if you were lost right what could you do to help help locate yourself you've already tried using the V wires and you determined they're not working that's why you're lost right well what what assistance my TF will provide you well I could call up a radar facility and they would do it tell me to squawker particular code maybe I did okay something like that and perfect good suppose that you didn't have a transponder is there any other service that might be available in some locations yeah some flight service stations and still have DF steer equipment in this case they tell me you know transmit or open the mic and I'd open up the mic and then their their receiver what the point by that my sure barrel so what equipment would you have to have to get DF assistance Tom Rainey I'm coming ok sure perfect answer good ok I'd like to ask you if you went out to the airplane it was winter you found it to us some frost and snow and are playing a bigger could we take off with either frost or snow or what's it what's the rule associated with that how much could we have on the plane and still take off my rule would be not ok good rule I would say none tempered by there's no reg the saying that we don't we don't have on the airplane but I think I'd be good operating this picture good ok let's talk a little bit about wake turbulence suppose that you were going to be landing behind a large airplane larger plane has departed big for engine airplane big put up those engines up all this thrust and runs down the runway about half way and takes off you're landing behind him in Cedar Rapids how would you avoid that with that turbulence Romania plane whatever you're landing there well I land prior to his point of rotation okay so you try to make put it new numbers for example would be very mature yeah thank you very good okay that sounds sounds pretty good I think we've covered things pretty well one other radio wait I want to ask about is we talked about the usually eight of the our station and maybe a kind of an other show me that kind of radio waves me on this man okay around the like airport you can see an NDB with a little sibling what kind of radio would you use to do them in this you would use an ADF okay alright can you show me any other kind of radio eights sure heroin would have a Vortech at an Oshkosh this is the line of sight and Hill and this would I forgive you a specific rail that you were on from good okay now I know your plane is equipped with DME what kind of radio waves do you use to get DME DME and use more tax or the Army's okay all right how about EDX could you use it on an EDA no no good news yeah okay good seems like you're well prepared I see these lines going across here what are these lines these lines represent Victor areas which begin at 1200 feet AGL are we allowed to fly on Victor it was sure good safety right okay this is the end is anything else I want to talk to you about it basically I can see everything looks good let me brief you a little bit about what we're going to do we get in the airplane okay and then because basically uh then you saw the ground testing here what we're going to do is we're going to depart on this cross-country the VFR cross-country do to stay on this course I want you to basically review your flight plan here in just a minute and I want to you tell me simulate activating that flight plan when we get in the air okay I'd like to also I would like to tell you that we're gonna go out and when you seem to be on course doing well then I'm going to ask you to basically begin some maneuvers starting with slow flight okay of course I'll expect you to do clearing turns prior to maneuvers when necessary and we'll do some slow flight after we're in the slow flight I made a few turns I'm going to ask you to bring the power back and we will do some stalls with the flaps down and we'll basically be doing approach to landing type stalls and we'll end up concluding these with a go-around using normal go-around procedure and then we'll make sure the area's cleared we'll do some power on takeoff type stalls we'll be doing these with about 15 degrees of Bank okay I basically have an order of things that I've developed something called a plan of action it allows me to check off things that I have to have to test on this mandatory test I also have a checklist of items that I've been going through now and checking off somewhat and when we're all finished I'll ask you to sign this showing that you were completed the FAA test but after our slow flight installs then we'll do some steep turns at 45 degree Bank steep turns I'll have you put the hood on we'll do a little instrument flight climbs turns to sense navigate to a vor recovered from an unusual attitude under its I'll probably have you do an emergency landing over some airport that I'll find out emergency spot for an emergency landing then we'll probably do some drama reference maneuvers like turns around a point then you've probably got lost by that time so we'll use lost procedures and diversion and I'll have you divert to another airport and you're allowed to be allowed to use radio navigation effect encouraged to do that we'll get into that Airport I'll watch your traffic pattern we'll do some soft and short field landings will probably be diverting forward to a little controlled airport I know I'm out here and then we'll basically be returning back to Bechet I walk the airport here that's the basic plan I would like to look at your flight plan here just to see how you can altitude 4500 what directional is this that's your true airspeed you have another book you see your true of course is the same you're not a wind correction angle corrected for the variation all right the deviation was zero where do you get deviation by the way maybe a shouldn't get for that card I'm perfect okay you figured your grounds be good now when you get to your first one or two checkpoints here I want you to be able to tell me sake say I'm ahead or behind on my flight plan because after all you're planning this to the maximum range of the plane so it's important to be able to determine that if you're falling behind that your flight plan that might mean that utterly stop for instance for fuel so it's going to be important that you demonstrate to me that you know how to see whether you're ahead or behind on flight plan okay it's not a nice job here you feed the fuel you put down a lot of frequencies you're going to use excellent you've done a very good job this is an excellent oral test so far and we're going to go out and do the fly now so you got to do it that basically they say it's a practical test just perform exactly as you would is if you were taking passengers on this trip so very good
Mine was 90. He wanted to make sure I was getting my "moneys worth."
Oh joy.
Jesus, you guys have long exams...
Mine was 10 minutes...
If anyone is looking for other videos to prep for a check ride.
Instrument
http://video.google.com/videoplay?docid=8726531650079974323
Private/Commercial
http://video.google.com/videoplay?docid=-870992955929198726
Multi
http://video.google.com/videoplay?docid=1868936227169608345
I've never had an oral exam last longer than 30 minutes, I must be lucky. That kid got grilled.
Wow, 90 minutes for the oral? I think mine was about 30-40. My examiner mostly just kept asking questions while in the air like "Now, if ___ happened, what would you do then?"
I never knew that the Beacon used to not be required to be on. That is neat. Good video. Is there one of these for CPL and Instrument? I would be interested in watching a good video for those orals.
If I recall correctly, my ground portion of the exam was approx 60 minutes, and air exam was 90 minutes.
My flight had me go through Toronto airspace and he wanted to make sure I knew how to navigate through that in a 172. I think 40 minutes of the oral exam were going over that.
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My oral was almost 4 hours, followed immediately by the check ride. Never been more mentally exhausted in my life. Luckily, I watched this video about 5 times prior and it seriously helped my confidence and patience throughout.