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Question
1. In what instances does controlled airspace start at ground level.
2. How is a airspace zone that does not allow Special VFR operations depicted on the Sectional?
3. What is Class A Airspace?
Answer
1. Class D Airspace
a. Class D airspace is regulatory in nature and established as controlled airspace. They extend upward from the surface and terminate 2500' AGL.
Class B Airspace
a. Class B Airspace consists of controlled airspace extending upward from the surface or higher to specified altitudes, within which all aircraft are subject to operating rules and pilot/equipment requirements specified in FAR 91....
Class C Airspace
a. Class C airspace consists of controlled airspace extending upward from the surface or higher to specified altitudes, within which all aircraft are subject to operating rules and pilot and equipment requirements specified in FAR 91.

SPECIAL USE AIRSPACE
AIM 3-31 PROHIBITED AREA
Prohibited Areas contain airspace of defined dimensions identified by an area on the surface of the earth within which the flight of aircraft is prohibited...
AIM 3-32 RESTRICTED AREA
a. Restricted Areas contain airspace identified by an area on the surface of the earth within which the flight of aircraft, while not wholly prohibited, is subject to restrictions....
AIM 3-33 WARNING AREA
Warning Areas are airspace which may contain hazards to non-participating aircraft in international airspace.....
AIM 3-35 ALERT AREA
Alert Areas are depicted on aeronautical charts to inform non-participating pilots of areas that may contain a high volume of pilot training or an unusual type of aerial activity....

2. AIM 4-85 e. Special VFR operations by fixed-wing aircraft are prohibited in some Class B airspace due to the volume of IFR traffic. A list of these control zones is contained FAR 93.113. They are also depicted on Sectional Aeronautical Charts with a note indicating No SVFR. San Francisco is such a control zone. Helicopters are an exception.

3. Class A Airspace
Positive Control Area is airspace so designated as positive control area in FAR 71.193. This area includes specified airspace within the coterminous U.S. from 18,000 feet to and including FL 600....

Question
1. What pilot and aircraft capabilities are required for night special VFR operations?
2. How is Class D airspace depicted on a sectional.
3. How is an airport that offers airport advisory service (not UNICOM) depicted on the sectional?
4. If controlled airspace starts at a level other than (1) ground, (2) 700' AGL, or (3) 1200' AGL how is the lower limit depicted on a sectional chart?

Answer
1. FAR 91.157e No person may operate an aircraft in Class C or D airspace under the special weather minimums of this section, between sunset and sunrise...unless:
(1) That person meets the applicable requirements for instrument flight under Part 61 of this chapter; and
(2) The aircraft is equipped as required in Sec. 91.205(d)
AIM 4-85 g. Special VFR operations by fixed-wing aircraft are prohibited between sunset and sunrise unless the pilot is instrument rated (current) and the aircraft is equipped for IFR flight.(Simply: IFR pilot and aircraft)

2. AIM Chapter 3 ...Class D airspace is indicated on aeronautical charts by the blue airport symbol with a dashed circle plus extensions.
AIM 3-2 shows 4.1 nautical mile radius circle up to but not including 2500'. See also AIM 4-52

3. AIM AIRPORT ADVISORY AREA
a. the airport advisory area is the area within 10 statute miles of an airport where a control tower is not operating but where a FSS is located. At such locations, the FSS provides advisory service to arriving and departing aircraft. See AIM 4-8
a. It is not mandatory that pilots participate in the Airport Advisory Service program, but it is strongly recommended that they do. AIM

COMMUNICATIONS FOR VFR FLIGHTS
a. FSS's are allocated frequencies for different functions; for example, 122.0 MHz is assigned as En Route Flight Advisory Service (Flight Watch) frequency at selected FSS's. In addition, certain FSS's provide Airport Advisory Service on 123.6 MHz. Other FSS frequencies are listed in the Airport/Facility Directory. If you are in doubt as to what frequency to use, 122.2 MHz is assigned to the majority of FSS's as a common enroute simplex frequency....
b. Certain VOR voice channels are being utilized for recorded broadcasts; i.e., ATIS, HIWAS, etc. These services and appropriate frequencies are listed in the Airport/Facility Directory. On VFR flights, pilots are urged to monitor these frequencies. When in contact with a control facility, notify the controller if you plan to leave the frequency to monitor these broadcasts.

4. Refer to latest San Francisco Sectional. Representative areas north of Ukiah as shown with overlapping blocked blue lines. Altitudes are along block borders or inside areas. Extends along the Pacific Coast line at 5000'. This negates the necessity of following the terrain at 1200'. and allows level daytime flight in these areas below the named altitudes with minimums of 1 mile and clear of clouds. IFR and MOA operations will be above this level.

Question
1. What is the significance of daytime operation of an airport beacon?
2. Define and give actual V airspeeds for the aircraft you are using.
Define and give actual V airspeeds for the aircraft you are using.
3. What is the lower limit of controlled airspace in a transition area.
What is the purpose of a transition area? (No longer mentioned in AIM)
4. Discuss the color coding on the airspeed indicator.

Answer
1. AIM Chapter 2 AIRPORT (ROTATING) BEACONS
d. In Class D airspace, operations of the airport beacon during the hours of daylight often indicates that the ground visibility is less than 3 miles and/or the ceiling is less than 1,000 feet. ATC clearance in accordance with FAR 91 (SVFR) is required for landing, takeoff and flight in the traffic pattern.

Pilots should not rely solely on the operation of the airport beacon to indicate if weather conditions are IFR or VFR. At some locations with operating control towers, ATC personnel turn the beacon on or off when controls are in the tower. At many airports the airport beacon is turned on by a photoelectric cell or timer and ATC personnel cannot control them.

There is no regulatory requirement for daylight operation and it is the pilot's responsibility to comply with proper preflight planning as required by FAR 91.103. (No student SVFR)

2. Vso = the stalling speed or the minimum steady flight speed in the landing configuration; 35-40 kts.
Vs = the stalling speed or the minimum steady flight speed at which airplane is controllable; 40-50 kts.
Vx = speed for best angle of climb; 60 kts. This is the speed that gets you over the 50' FAA tree. Best altitude over distance.
Vy = speed for best rate of climb; 68 kts. this is the speed that gets you highest in a given amount of time.
Vno = means maximum structural cruising speed. This is where the green and orange arcs of the airspeed indicator meet.
Va = design maneuvering speed; 95 kts. This is the speed below which the aircraft is "guaranteed" not to fold, spindle, or mutilate with abrupt control movements.
Vne = never exceed speed. This is the red line speed of the airspeed indicator.

3. TRANSITION AREAS
a. Transition Areas are designated to contain IFR operations in controlled airspace. above uncontrolled airspace, during portions of the terminal IFR operation and while transitioning between the terminal and enroute environment.
b. Transition Areas are controlled airspace extending upward from 700 feet or more above the surface when designated in conjunction with an airport for which an instrument approach procedure has been prescribed (magenta shaded borders; or from 1,200 feet or more above the surface when designated in conjunction with airway route structures or segments (rarely indicate by blue borders any longer). Unless specified otherwise, Transition Areas terminate at the base of the overlying controlled airspace.

4. White arc - Normal flap operation speed range.
Yellow arc - Speed range where in turbulence reduction is required
Red line - Never exceed speed

Question
1. Above what altitude is VFR flight prohibited? What is required above this altitude.
Answer
1. 91.135 Positive control areas and route segments. (Above 18,000')
(a) Except as provided in paragraph (b) of this section, no person may operate an aircraft within a positive control area or a positive control route segment designated in part 71 of this chapter unless the aircraft is -
(1) Operated under IFR at a specific flight level assigned by ATC;
(2) Equipped with instruments and equipment required for IFR operations;
91.205 (b)Visual flight rules (day). For VFR flight during the day, the following instruments and equipment are required:
(1) Airspeed indicator.
(2) Altimeter
(3) Magnetic direction indicator
(4) Tachometer for each engine.
(5) Oil pressure gauge for each engine...
(7) Oil temperature gauge for each air cooled engine.
(8) Manifold pressure gauge for each altitude engine.
(9) Fuel gauge indicating the quantity of fuel in each tank.
(10) Landing gear position indicator...
(12) ...an approved safety belt with approved metal-to metal-latching device for each occupant 2 years of age or older.
(13)...an approved shoulder harness for each front seat....
(14) An emergency locator transmitter, if required by .91.207
(c) Visual flight rules (night). floor VFR flight at night, the following instruments and equipment are required:
(1) Instruments and equipment specified in paragraph (b) of this section
(2) Approved position lights
(3) An approved aviation red or aviation white anticollision lights
(5) An adequate source of electrical energy for all installed electrical and radio equipment
(6) One spare set of fuses, or three spare fuses of each kind required, that are accessible to the pilot in flight.
(d) Instrument flight rules. For IFR flight, the following instruments and equipment are required:
(1) Instruments and equipment specified in paragraph
(b) of this section, and, for night flight, instruments and equipment specified in paragraph (c) of this section.
(2) Two-way radio communications system and navigation equipment appropriate to the ground facilities to be used.
(3) Gyroscopic rate of turn indicator...
(4) Slip/skid indicator
(5) Sensitive altimeter adjustable for barometric pressure.
(6) A clock displaying hours, minutes, and seconds...
(7) Generator or alternator of adequate capacity
(8) Gyroscopic pitch and bank indicator...
(9) Gyroscopic direction indicator...
(e) Flight at and above 24,000' MSL....equipped with approved DME..
(3) Flown by a pilot rated for instrument flight; and
(4) Equipped, when in a positive control area, with -
(i) The applicable equipment specified in Sec. 91.215
( 91.215 ATC transponder and altitude reporting equipment and use.
(b) (1) All aircraft. In Class A and Class B airspace...
(ii) A radio providing direct pilot/controller communication on the frequency specified by ATC for the area concerned....
(b) ...ATC may authorize deviation on a continuing basis or for an individual flight, as appropriate.

Question
1. What items of information must preflight include as listed in FAR 91.103,
Answer
1. 91.103 Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight. This information must include -
(a) ...a flight not in the vicinity of an airport, weather reports and forecasts, fuel requirements, alternatives available if the planned flight cannot be competed, and any known traffic delays of which the pilot in command has been advised by ATC;
(b) For any flight, runway lengths at airports of intended use, and the following takeoff and landing distance information:
(1) For civil aircraft for which an approved airplane...Flight Manual containing takeoff and landing distance data is requires, the takeoff and landing distance data contained therein; and
(2) For civil aircraft other than those specified in paragraph (b) (1) of this section, other reliable information appropriate to the aircraft, relating to aircraft performance under expected values of airport elevation and runway slope, aircraft gross weight, and wind and temperature.

AIM 5-1-2, FOLLOW IFR PROCEDURES EVEN WHEN OPERATING VFR
a. to maintain IFR proficiency, pilots are urged to practice IFR procedures whenever possible, even when operating VFR. Some suggested practices include:
1. Obtain a complete preflight and weather briefing. Check the NOTAMS.
2, File a flight plan. This is an excellent low cost insurance policy. The cost is the time it takes to fill it out. The insurance includes the knowledge that someone will be looking for you if you become overdue at your destination.
3. Use current charts.
4. Use the navigation aids. Practice maintaining a good course-keep the needle centered.
5. Maintain a constant altitude which is appropriate for the direction of flight.
6. Estimate enroute position times.
7. Make accurate and frequent position reports to the FSS's along your route of flight...

AIM 7-1-6. CATEGORICAL OUTLOOKS
a. Categorical outlook terms describing general ceiling and visibility conditions for advanced planning purposes, are defined as follows:
1. LIFR (Low IFR--Ceiling less than 500 feet and/or visibility less than a mile.
2. IFR--Ceiling 500 to less than 1,000 feet and/or visibility 1 to less than 3 miles.
3. MVFR (Marginal VFR)--Ceiling 1,000 to 3,000 feet and/or visibility 3 to 5 miles inclusive.
4. VFR--Ceiling greater than 3,000 feet and visibility greater than 5 miles; includes sky clear.
b. the cause of LIFR, IFR, or MVFR is indicated by either ceiling or visibility restrictions or both. the contraction "CIG" and/or weather and obstructions to vision symbols are used. If winds or gusts of 25 knots or greater are forecast for the outlook period, the word "WIND" is also includes for all categories including VFR.

Question
1. What is the normal traffic direction at uncontrolled airports? What indicators are used to denote an irregular traffic direction? 91.127 AIM
Answer
1. Far 91.127; Operating on or in the vicinity of an airport: General rules
(a) Unless otherwise required by part 93 of this chapter, each person operating an aircraft on or in the vicinity of an airport shall comply with the requirements of this section and, if applicable, of Sec. 91.129
(b) Each person operating an aircraft to or from an airport without an operating control tower shall -
(1) In the case of an airplane approaching to land, make all turns of that airplane to the left unless the airport displays approved light signals or visual markings indicating that turns should be made to the right, in which case the pilot shall make all turns to the right;

TRAFFIC ADVISORY PRACTICES AT AIRPORTS WITHOUT OPERATING CONTROL TOWERS
a. Airport Operations Without Operating Control Tower
1. There is no substitute for alertness while in the vicinity of an airport. It is essential that pilots be alert and look for other traffic and exchange traffic information when approaching or departing an airport without an operating control tower. This is of particular importance since other aircraft may not have communication capability.
b. Communicating on a Common Frequency.
1. The key to communicating at an airport without an operating control tower is selection of the correct common frequency. the acronym CTAF which stands for Common Traffic Advisory Frequency, is synonymous with this program. A CTAF is a frequency designated for the purpose of carrying out airport advisory practices while operating to or from an airport without an operating control tower. The CTAF may be a UNICOM, MULTICOM, FSS, or tower frequency and is identified in appropriate aeronautical publications.
2. The CTAF frequency for a particular airport is contained in the Airport/Facility Directory (A/FD etc...)Also, the CTAF frequency can be obtained by contacting any FSS. Use the appropriate CTAF, combined with a visual alertness and application of recommended good operating practices, will enhance safety of flight into and out of all uncontrolled airports.
c. Recommended Traffic Advisory Practices.
1. Pilots of inbound traffic should monitor and communicate as appropriate on the designated CTAF from 10 miles to landing. Pilots of departing aircraft should monitor/communicate on the appropriate frequency from start-up, during taxi, and until 10 miles from the airport unless the FARs or local procedures require otherwise.
2. Pilots of aircraft conducting other than arriving or departing operations at altitudes normally used by arriving and departing aircraft should monitory/communicate on the appropriate frequency while within 10 miles of the airport unless required to do otherwise by the FAR's or local procedures. Such operations include parachute jumping/dropping, etc.
d. Airport Advisory Service Provided by an FSS.
1. Airport Advisory Service (AAS) is a service provided by an FSS physically located on an airport which does not have a control tower or where the tower is operated on a part-time basis. The CTAF for FSSs which provide this service will be disseminated in appropriate aeronautical publications. (123.6 at FSS only fields; usually tower frequency at FSS/tower fields)

AIM 4-52 VISUAL INDICATORS AT UNCONTROLLED AIRPORTS
a. At those airports without an operating control tower, a segmented circle visual indicator system, if installed, is designed to provide traffic pattern information. The segmented circle system consists of the following components:
1. The segmented circle--Located in a position affording maximum visibility to pilots in the air and on the ground and providing a centralized location for other elements of the system.
2. The wind direction indicator--A wind cone, wind sock, or wind tee installed near the operational runway to indicate wind direction, The large end of the wind cone/wind sock points into the wind as does the large end(cross bar) of the wind tee. In lieu of a tetrahedron and where a wind sock or wind cone is collocated with a wind tee, the wind tee may be manually aligned with the runway in use to indicate landing direction. These signaling devices may be located in the center of the segmented circle and may be lighted for night use. Pilots are cautioned against using a tetrahedron to indicate wind direction.
3. The landing direction indicator--A tetrahedron is installed when conditions at the airport warrant its use. It may be used to indicate the direction of landings and takeoffs. A Tetrahedron may be located at the center of a segmented circle and may be lighted for night operations. The small end of the tetrahedron points in the direction of landing. Pilots are cautioned against using the tetrahedron for any purpose other than as an indicator of landing direction. Further, pilots should use extreme caution when making runway selection by use of a tetrahedron in very light or calm wind conditions as the tetrahedron may not be aligned with the designated calm-wind runway. At airports with control towers, the tetrahedron is should only be referenced with the control tower is not in operation. Tower instructions supersede tetrahedron indications.
4. Landing strip indicators--Installed in pairs...and used to show the alignment of landing strips (runways)
5. Traffic pattern indicators--Arranged in pairs in conjunction with landing strip indicators and used to indicate the direction of turns when there is a variation from the normal left traffic pattern. (If there is not segmented circle installed at the airport, traffic pattern indicators may be installed on or near the end of the runway.)
b. Preparatory to landing at an airport without a control tower, or when the control tower is not in operation, the pilot should concern himself with the indicator for the approach end of the runway to be used. When approaching for landing, all turns must be made to the left unless a traffic pattern indicator indicates that turns should be made to the right. If the pilot will mentally enlarge the indicator for the runway to be used, the base and final approach legs of the traffic pattern to be flown immediately become apparent. Similar treatment of the indicator at the departure end of the runway will clearly indicate the direction of turn after takeoff.
c. when two or more aircraft are approaching an airport for the purpose of landing, the aircraft at the lower altitude has the right of way, but it shall not take advantage of this rule to cut in front of another which is on final approach to land, or to overtake that aircraft (FAR 91.113(f)).

4-53 TRAFFIC PATTERNS
At most airports and military air bases, traffic pattern altitudes for propeller-driven aircraft generally extend from 600 feet to as high as 1,500 feet above the ground.... Therefore, pilots of enroute aircraft should be constantly on the alert for other aircraft in the traffic patterns and avoid these areas whenever possible. Traffic pattern altitudes should be maintained unless otherwise required by the applicable distance from cloud criteria (FAR 91.155)
Right traffic indicators
At night or any other time, an orange light on top of the wind sock.
The white traffic pattern indicators at right angles to the landing strip indicators show that a right turn is required. Traffic pattern indicators may be installed on or near the end of the runway.

Question
1. Discuss the structure of a typical Class B Airspace. Use VFR Area chart; AIM Chapter 3
Answer
1. AIM 3-2-2. Class B Airspace
a. Class B airspace consists of controlled airspace extending upward from the surface or higher to 10,000, within which all aircraft are subject to the operating rules and pilot/equipment requirements specified in FAR 91. Each location includes at least one primary airport around with the Class B airspace is located. Descriptions of Class B airspace can be found in FAR 71
b. Class B airspace is charted on Sectional, World Aeronautical, Enroute low Altitude, DOD FLIPS and Terminal Area Charts.
AIM 3-2-2. Class B OPERATION
a. Operating Rules and Pilot/Equipment Requirements.
REGARDLESS OF WEATHER CONDITIONS, AN ATC AUTHORIZATION IS REQUIRED PRIOR TO OPERATING WITHIN CLASS B AIRSPACE. Pilots should not request an authorization to operate within a Class B unless the requirements of FAR 91.215 and Far 91. 131 are met. Included among these requirements are:
1. Unless otherwise authorized by ATC, aircraft must be equipped with an operable two-way radio capable of communication with ATC on frequencies for that terminal control area.
2. No person may takeoff or land a civil aircraft at an airport within a Class B airspace or operate within Class B airspace unless:
(a) pilot-in-command holds at least a private pilot certificate;
(b) aircraft is operated by a student pilot who has met the requirements of FAR 61.95 (endorsement requirement);
(c) the following primary airports, no person may takeoff or land a civil aircraft unless the pilot-in-command holds at least a private pilot certificate. SAN FRANCISCO ...
4. Each aircraft must be equipped as follows:
(a) two-way radio capable of communications with ATC on appropriate frequencies for that area.
(b) IFR operations, an operable VOR or TACAN receiver.
(c) Unless otherwise authorized by ATC, an operable radar beacon transponder with automatic altitude reporting equipment.
(b) Flight Procedures.
1. IFR Flights. ...
2. VFR Flights must remain clear of clouds and 3 mile visibility.
(a) ARRIVING AIRCRAFT MUST OBTAIN AUTHORIZATION PRIOR TO ENTERING A Class B AND MUST CONTACT ATC ON THE APPROPRIATE FREQUENCY, and in relation to geographical fixes showing on local charts. Although a pilot may be operating beneath the floor of the Class B airspace on initial contact, communications, with ATC should be established in relation to the points indicated for spacing and sequencing purposes.
(b) Departing aircraft require a clearance to depart the Class B airspace and should advise the clearance delivery position of their intended altitude and route of flight. ATC will normally advise VFR aircraft when leaving the geographical limits of the Class B. Radar service is not automatically terminated unless specifically stated by the controller.
(c) Aircraft not landing or departing the primary airport may obtain ATC clearance to transit the Class B when traffic conditions permit and provides the requirements of FAR 91.1131 are met. Such VFR aircraft are encouraged, to the extent possible, to operate at altitudes above or below the TCA or transit through established VFR corridors,. Pilots operating in VFR corridors should use frequency 122.75 mHz for the exchange of information.
(d) VFR aircraft not cleared into the Class B airspace are cautioned against operating too closely to Class B boundaries, especially where the floor of the Class B is 3,000 feet or less or where VFR cruise altitudes are at or near the floor of higher levels. Observance of this precaution will reduce the potential for encountering an aircraft operating at Class B floor altitudes. Additionally, VFR aircraft are encouraged to utilize the VFR Planning Chart as a tool for planning flight in proximity to Class B airspace. Charted VFR Flyway Planning charts are published on the back of the existing VFR Terminal Area Charts.
c. ATC Clearances and Separation
AN ATC AUTHORIZATION IS REQUIRED TO ENTER AND OPERATE WITHIN CLASS B AIRSPACE. VFR pilots are provided sequencing and separation from other aircraft while operating within Class B airspace. (SEE AIM 4-16)
1. VFR aircraft are separated from all VFR/IFR aircraft which weight 19,000 pounds or less by a minimum of:
(a) Target resolution, or
(b) 500 feet vertical separation, or
(c) Visual separation.
2. VFR aircraft are separated from all VFR/IFR aircraft which weigh more than 42,000 pounds and turbojets by no less than:
(a) 1 and 1/2 miles lateral separation, or
(b) 500 feet vertical separation, or
(c) Visual separation.
3. This program is not to be interpreted as relieving pilots of their responsibilities to see and avoid other traffic operating in basic VFR weather conditions, to adjust their operations and flight path as necessary to preclude serious wake encounters, to maintain appropriate terrain and obstruction clearances, or to remain in weather conditions equal to or better than the minimums requires by FAR 91.155. Approach control should be advised and a revised clearance or instruction obtained when compliance with an assigned route, heading and/or altitude is likely to compromise pilot responsibility with respect to terrain and obstruction clearance, vortex exposure, and weather minimums.
4. ATC may assign altitudes to VFR aircraft that do not conform to FAR 91.159. "Resume Appropriate VFR Altitudes" will be broadcast when the altitude assignment is no longer needed for separation or when leaving the Class B airspace. Pilots must return to an altitude that conforms to FAR 91.159 as soon as practicable.

Question
1. Define Class D Airspace as it exists around an airport with tower operating and closed. AIM 3-2-5; FAR 91.127, 91.129 MORE

Answer
1. Standard Dimensions ____radius, up to but not including ____
FAR 91.127, 91.129 AIM 3-2-5, 91.127 Operating on or in the vicinity of an airport: General rules
(a) Unless otherwise required by part 93 of this chapter, each person operating an aircraft on or in the vicinity of an airport shall comply with the requirements of this section and, if applicable, of Sec. 91.129
(b) Each person operating an aircraft to or from an airport without an operating control tower shall -
(1) In the case of an airplane approaching to land, make all turns of that airplane to the left unless the airport displays approved light signals or visual markings indicating that turns should be made to the right, in which case the pilot shall make all turns to the right;
(3) In the case of an aircraft departing the airport, comply with any traffic patterns established for that airport in part 93.
(c) Unless otherwise authorized or required by ATC, no person may operate an aircraft within an airport traffic area except for the purpose of landing at, or taking off from, an airport within that area....
91.129 Operation at airports with operating control towers
(a) General. Unless otherwise authorized or required by ATC, each person operating an aircraft to, from, or on an airport with an operating control tower shall comply with the applicable provisions of this section
(b) Communications with control towers operated by the United States.
No person may, within an airport traffic area operate an aircraft to, from, or on an airport having a control tower operated by the United States unless two-way radio communications are maintained between that aircraft and the control tower. However, if the aircraft radio fails in flight, the pilot in command may operate that aircraft and land if weather conditions are at or above basic VFR weather minimums, visual contact with the tower is maintained, and a clearance to land is received....
(c) Communications with other control towers. No person may, within an airport traffic area, operate an aircraft to, from, or on an airport having a control tower that is operated by any person other than the United States unless - (Example: North Las Vegas has NFCT)
(1) If that aircraft's radio equipment so allows, two-way radio communications are maintained between the aircraft and the tower; or
(2) If that aircraft's radio equipment allows only reception from the tower, the pilot has the tower's frequency monitored.
(d) Minimum altitudes. when operating to an airport with an operating control tower, each pilot of -
(3) an airplane approaching to land on a runway served by a visual approach indicator shall maintain an altitude at or above the glide slope until a lower altitude is necessary for a safe landing....
(e) Approaches. When approaching to land at an airport with an operating control tower, each pilot of -
(1) an airplane shall circle to the left; and ...
(f) Departures. No person may operate an aircraft taking off from an airport with an operating control tower expect in compliance with the following:
(1) Each pilot shall comply with any departure procedures established for that airport by the FAA.
(h) Clearances required. No person may, at an airport with an operating control tower, operate an aircraft on a runway or taxiway, or take off or land an aircraft, unless an appropriate clearance is received from ATC. A clearance to "taxi to" the takeoff runway assigned to the aircraft is not a clearance to cross that assigned takeoff runway or to taxi on that runway at any point, but is a clearance to cross other runways that intersect the taxi route to that assigned takeoff runway. A clearance to "taxi to" any point other than an assigned takeoff runway is a clearance to cross all runways that intersect the taxi route to that point.
(X) Readback required. Ground control is required to obtain a complete readback from the pilot of any taxi clearances which include the word "hold".

Class D Airspace
C. FAR 91.129 requires that unless otherwise authorized by ATC, a pilot operating to or from an airport served by an operating control tower must maintain two-way radio communications with the control tower while in the airport Class D surface area which includes the movement areas of that airport. FAR 91.117 sets the maximum indicated airspeed for operations in an airport traffic area at 200 knots.

Questions for discussion with instructor
1. How are License/medical expiration dates determined.
2. How do you use of VOR to intercept a course
3. How do you use the following Airspace?
Visibility/cloud clearances in controlled airspace,
Visibility/cloud clearances in uncontrolled airspace,
SVFR and in Class Delta airspace
4. What is the procedure for NTSB notification for incidents/accidents
5. How do you plan a cross-country flight?
How to flight plan the navigation?
How to get and plan around weather?
How to get a weather briefing?
How to compute altitudes/fuel/ weight & balance
6. What are the procedures for operating in, over and under Class C airspace
7. How do you compute TAS/ETA/GS while flying
8. How will you plot a NEW course GS/ETA if diverted to another airport
9. Do you know definitions of IAS/CAS/TAS and how to find or calculate?
10. How do you interpret segmented circle and pattern arms at uncontrolled airports?
11. How do you perform slow flight and stalls under the hood?
12. How do you spiral down over point from altitude holding constant airspeed, turn radius, with 40 degree maximum bank and completing exercise in position for emergency landing
13. How do you make "Constant altitude turns" at 45 degree bank.
14. What is the 'magic' of 1500 AGL while performing stalls?.
15. Can you use only 30 minutes to plan cross country to maximum range of aircraft?
16. What are the ways to file a flight plan?
17. 17. How do you reverse course during ground reference without getting out of position?
18. How do you used your checklist in an emergency with demonstrated forced landing?
19. Do you use an after takeoff checklist?
20.Did you know that at one time any turn to final may not be less than 1/4 mile from runway?
21. Can you make a normal touchdown beyond but within 400' of point selected?
22. Short field within 200'?
23. Do you use of aircraft manual. See Manual.

Checkrides:

Return to whittsflying Home Page
Contents:
Checkride #1 ; Checkride #2 ; Checkride #3;
Checkride
Exercising your power at pilot in command during your checkride may includefinding another place or altitude to perform a maneuver. Doing this can be and should be a big PLUS because it shows that you accept the PIC status and will go contrary to a passenger's desires. Do not give the examiner a responsibility that is yours and do not allow him to take it.

Checkride #1
Unbelivable as it sounds, I passed my PP SEL test! Gee only took me 116 hrs.
Actual, the main credit goes to my CFI, Gene Whitt, who put up with my complaining and whining. If you need to get you PP-SEL go see Gene. If he can get me through the Private, he can....
After two weeks of prep (40 + hours of ground, flying and studying), the checkride was sort of anti-climactic. Last night I stayed up way too late and could not get to sleep. I had about 4 hours sleep before the test. To top it off, they had just worked on the plane yesterday and it had not yet been flown.

In my planning, I had a very detail flight plan from Concord to Pine Mtn Lake to Fresno. I had checkpoinst very 15 miles or so, times to the seconds, step climbs, etc. I also had all the weight and balances for take off, at Pine Mtn Lake, and at Fresno. Had the Standard DUATs weather breif ready to go with all winds factored into heading and times.

The examiner wanted to fly first and then to the oral. That was great with me since at 8 AM the wind would be less. We go to free flight and he watches me for a bit and then says he has to go to the bathroom. He comes back about 20 minutes later and were off. While taxing I asking what type of landing to do and he says soft field and o by the way we are diverting to Napa as soon as we are airborne. I take off with the best soft field I have ever done and climb within 2 knots of Vy.

As We turn on course, I recompute and give him the ETA to Napa. Two mintes later there is a house on fire below us. We make a minor detour to fly over head and watch the fire crews work. We go to Napa I do emergency, short field, & slip landings and were off to go do ground ref. My landins were legal, but not pretty. He points me to a train track and tells me to do S turns. We do 3 and then he points to an intersection and tells me to turn around it. We has me put on the hood, tune CCR on the VOR, and climb to 3000. I climb to 2000 keeping speed right at Vy and VOR centered. At 2000 he says my plane and puts it into an unusual attitude. I straighten it out and we climb to 3000. He has me take the foggles off and we do a power on stall, a power off stall, and some steep turns. He says time to go home. I get the ATIS and we head back. He asks me to do an emergency descent to 1500. I do it a bit too quick and scare him. He tells me to do a soft field and we land. On the way back in he says my flying is OK, but my landings are "klutzy". He says I passed the hardest part.

After I tied up the plane he points to the board and tells me to do the Weight and Balance probs, take off calcs, fuel consumption, and diagram the fuel system. It takes me about 15 minutes. He pulls out the sectional and points to 4 or 5 things and has me tell him what they are. We do aero medical,... questions. Radio out procedures..

After about an hour were done and he wipes out his typewriter. All told the test took 4 hours. I really liked flying first. The flying was actually the least stressful part. My suggestions are to be prepared and try to get some sleep. The time will go by faster than you can imagine.

I. Preliminaries:
I went down to the field 3x in 4 days to check the a/c and log. I didn't want to be surprised if "my plane" was pulled for annual or 100-hr, squawked, or anything. Ensured ARROW paperwork all in place.

The week/half prior to the checkride date, I made sure I scheduled myself for the same a/c. The FBO has a little over a dozen C-150/2s, each with their idiosyncrasies, equipment, and set up. I wanted to minimize any lapses in reaching for a control (adj or location) such as digital vs rotary comm, detent flaps vs the one with the one-one-thousand...flaps, inop HI, seat w/crank, the shoulder belt that chronically slips off the metal post, etc.

Went down to the FBO 2 hrs early. Went over charts, secured wx briefing, calc nav log, ensured all paperwork i order (8710 form, medical/student certif, photo ID, logbook, W&B calc for 235 lb DE, etc), grab hood from CFI's desk. Flipped through FAR/AIM and Gleim books. XC destination and waypoint info was given to me by DE 10 days prior. Ample time to plan and plot.

II. ORAL
DE asked for 8710 form and logbook. Spent about 10 minutes carefully scrutinizing required totals for flight time, XCs, night landings, dual, solo....

He then asked me to pull out the sectional chart and grilled me on the following, as well as vis a vis the planned XC:
Where are your checkpoints?
Why did you pick the checkpoints?
How will you ID the checkpoints using pilotage, dead reckoning, and radio nav?
ID obstructions on chart.
ID apts and differences between hard/other surface.
ID apts w/service.
ID apts restricted/private.
ID rwy lengths.
ID airspace at various apts.
What does Class E airspace mean? (IFR traffic, VFR minimums, and SVFR expected to be explained).
If ceiling is 500' at Class E, can you t/off or land?
What are SVFR minimums?
Who specifically would you call for SVFR?
What is significance of 30nm radius (points to Bravo 30nm veil)?
Is every a/c required to have Xpdr w/n 30nm veil?
What is planned ETE for XC?
How much fuel will you use?
How much fuel does your a/c hold?
What are VFR fuel minimums?
Where do you plan to refuel?
Reviewed W&B calculations.
How arecenter-of-gravity limits determined?
XC route takes you through MOA. Explain caveats.
Can students fly into Class C?
Can students fly into Class B? Explain fully.
Explain airspace indicated by fuzzy magenta and fuzzy blue.
What does flag on chart denote?
What does [27] indicate on chart next to Delta a/space?
Is this measured in AGL or MSL?
Recite terminal forecasts for XC destinations.
Any Airmets or Sigmets today? If so, what are they?
Highlight all significant NOTAMS along XC flight.
Would you (or not) fly XC today? (I said no, due to my personal limits, some IFR, fog, and low vis along route.)
What is hypoxia? What are indications of...?
Recite minimum equipment for VFR day/nite.
When is maintenance required for a/c....Xpdr, ELT, 100-hr, annual..?
If annual has been done, will this suffice for 100-hr?
If 100-hr not done, what are limits of a/c use?
What is definition of hi-perf a/c?
As new PP, can you fly a C-172?
Who is responsible for ensuring that Annual is performed?
Who is responsible for determining if a/c is airworthy?
Where are a/c mainenance logs kept?
What is significance of temp 65, dew point 60?
What is Va of a/c?
What is reading of ASI if a/c is in a spin?
What is significance of density altitude? Recite causes and effects.
Low pressure winds revolve which way?
If you're flying with high density altitude, how does this affect your ASI?
Recite light gun signals.
What are differences in airspaces: restricted, warning, prohibited, MOA, Alpha, above refuges...
If DE wanted me to fly him to (x), can I be reimbursed?
If I'm flying to (x), can the cost of trip be split?
Would you fly PTS today? (yes)

III. PRACTICAL
Preflight of a/c...yacking at each step to explain not only what I was doing but why.
Queried on diff color/octane of fuel. What does our a/c take?
Review of ARROW paperwork.
Review of mainenance sheet for a/c.
Preflight talk to DE who is now taking "...his first flight in airplane." To this, I included briefing on wx, what I was looking for during pre-flight, chair adj, harness un/latch and adj, door/window op, primary controls (my operation), their eyes needed for traffic, headset (PIC/pax vs PIC/ATC communication), if airsick...
Normal takeoff. Start stopwatch. Sim FSS/open flight plan.
Queried on various traffic patterns used at BFI (Boeing Field).
Asked me to explain radio nav, eyeball of, and time clocked to first checkpoint. Within acceptable time tolerance?
Diverted me from XC leg and asked to track (x) VOR radial.
When would a pilot purposely track *away* from the VOR needle?
What is differemce between PILOTAGE and DEAD RECKONING?
Using pilotage, now head towards (y) airport. How long before you will arrive over this field?
If lost what would you do?
What is Xpdr code for "lost?"

HOOD WORK -
While under hood, hold 2000' @ 200 degs.
Demonstrate straight and level flight.
Slow to 70 kias, 200 deg, and 2,500 MSL.
What primary instruments are used when performing this manueuver?
Hold 70 kias, descent to 2000, hold heading 200.
Return to normal cruise.
Maintain 2000', turn to 270.
Close eyes (as he rock n rolls). Open eyes and recover from
unusual attitude. (it was a spiral - approaching yellow arc).
Hood off.

MANEUVERS -
Demonstrate POWER ON stall and recovery. ID imminent, then go to full stall.
Demonstrate POWER OFF stall and recovery. ditto (saw that I was on extended centerline to nearby, yet distant Class E, so relocated further away)
Demonstrate SLOW FLIGHT. Hold heading 180, then recover to normal cruise.
Demonstrate STEEP TURNS, 360 and 720s, both left and right turns.
Demonstrate EMERGENCY DESCENT.
Set up and demonstrate TURNS AROUND POINT.
Set up into ESS TURNS
TAKE OFFS/LANDINGS -
Head to first apt on XC and demonstrate....
SOFT FIELD LANDING....but he called GO AROUND right at flare.
SOFT FIELD LANDING....then called sim engine failure abeam numbers.
Demonstrate SLIP TO LAND on sim engine failure maneuver. FULL STOP.
SHORT FIELD T/OFF
SHORT FIELD LANDING....floated a bit as I carried a tad extra airspeed but still landed w/n specs. Should have chosen go around.
SOFT FIELD T/OFF
SOFT FIELD LANDING
Returned to BFI for normal landing.
NOTE: DE tried to pull a fast one by opening door as I was taxiing to stall. I firmly asked that he stay put until complete shutdown. He just smirked. (Mamma didn't raise a fool.) DE helped me pushback, watched me tie-down, and secure plane after I gave it a final 30-sec look over, inside and out.

IV.
Forgot to fasten my shoulder harness (nervousness?) and tried to fake it by pretending it popped loose.
On the SHORT FIELD T/OFF, I didn't raise the 10* flaps until well beyond the departure end of the rwy (ie over my obstacle). (C-152 not C-150)

On POWER OFF STALL, DE had to prompt me to idle the throttle when I left it on 1500 rpm.
On two of the clearing turns (I use left, then right 90 deg) I failed to note heading for roll out purposes. Used SOP and butt/body clock as a result
.
On one SHORT FIELD LANDING I floated a tad but still within PTS specs.
I remembered to taxi w/respect to winds, normally a chronic forget for me.
Be sure to perform clearing turns prior to each required maneuver !!! You'll never be marked down for making "excessive" clearing turns...but you can be sure you will be if you don't.
Remember to glance at switches, fuses, and settings on the chance your DE tries to set you up with a "how would you handle this?" kind of surprise.

I made a special, "Checkride Checklist" which was laid out sequentially beginning with pre-flight checklist/tips, passemger briefing hints, before start, etc like POH text, V-speeds, reminders to "start stop watch," "open/closing flight plan," TPA of local apts (in case DE picked one I was unfamiliar with, etc.... all the way to shutdown.

I constructed this partly because I needed a good one, discovering that the Jepp plastic sleeve version I've been using didn't allow me to write on them w/o pulling the page out of the plastic. When I was introduced to (DE)
a couple of weeks earlier, all he said to me was "Pretend that I'm the dumbest first-time pax you've ever flown". Then before turning away, he shook his finger at me, saying, "checklists!..checklists!..and checklists." Ergo, I made
checklists.

Show awareness of other a/c in vicinity by listening to comm radio, and on freq appropriate to your location. This seemed to impress the DE that I was savvy to the traffic around me.

Talk aloud, explaining any safety tips and moves which explain what and why you are doing something a certain way. If you know it, flaunt it. Get credit for it. The DE can't read your mind e.g "squaring the turn....lifing the wing, looking", "turning final, looking for possible a/c on a straight-in", "noting any areas below in case of forced landing". "I'm turning the landing light on during departure/approach for visibility" (AIM's "see and be seen" recommendation)

I had CFI *viciously* grill me beginning two weeks prior to checkride. He ripped me to shreds, revealing my weaknesses on FAR/AIM.. PTS booklet is good to know what, and how, you will be expected to perform in the air.

However, note that Gleim's redbook enhances on the PTS with beefed up explanations as to the whys/hows/background on each maneuver. Written in outline form in outline form for quick reading. I also read Randy Fowler's book, "Flying the Private Pilot Flight Test." This has nice narrative of PTS and how to perform maneuvers. He writes from a more systemic point of view and teaching.

Not disappointed (as I grabbed the temp airman's certificate and ran for the door), but I was a bit intrigued that the ORAL was not more intense than it was. I felt the same as I did with the WRITTEN...knowing that there were questions that I *did* have trouble with. Interesting (or lucky) that these questions didn't come up during both tests. No problemo, "ahm goin ta Dinny-land" regardless.

This is like a job interview. Go in there and show confidence, and above all, awareness of safety moves, tips, and maneuvers performed safely. On the couple of questions which I blanked out on, I paused, smiled, and said, "I don't know, but I do know where to look for the answer"....reaching for the FAR/AIM book and leafing through the index.
Good luck, and I hope some of the aforementioned stuff proves useful to you.
Completion!

Checkride #2
What started out as a challenge to overcome my fear of heights/flying last November turned into an addiction. I found my life turned upside down as I struggled with this obsession to complete flight training. All the stress that came with studying, memorizing, the apprehension, sometimes stark terror...culminated last Tuesday when I met with the DE for my checkride. After 3.75 hrs of review, it was his opinion that I possessed the modicum of skill necessary to be bestowed private pilot privileges. Hot damn!

Misc for books, charts, Flight Guide, tri-fold, plotter, E6B, flight bag, stopwatch, sunglasses, headsets, nav logs, thank-you-gift for CFI, etc.
Velcro - I made heavy use of this on all smaller items (pens/pencils, stopwatch, lights, etc) with large mating patches on tri-fold lap/board.
Pens/pencils - Funny how the smallest details can be crucial. I found that the BIC-click type pens the most useful (one hand operation) vs roller ball pens which required two hands to remove cap. Same thing goes for pencils....I went with mechanical pencils with soft lead so that it could be used as back-up, nav logs, and E6B.

Spin training - to acclimatize you to sensation, recovery techniques, and to assuage fears of stall recovery. My apprehension to stalls, espe cially to power-on stalls, disappeared after the 1.5 hr training. Ergo, my confidence rose exponentially immediately after this training session.

Visit FSS, ATC - to give you an insight to the faces and operation behind the voices and instructions. I had tremendous state/mike fright. Once I visited the services, keying the mike became less a performance on-stage rather, I grew more at ease as if I was now talking to someone I knew.

Fly IFR - with someone/CFI to see how easy one can succumb to spatial disorientation; to learn how important it is to trust and use your instruments.

Fly for fun - to remind yourself that this is why you fly and when you need a break from the stress of training.
Library - incredible number of magazine titles, all of the Tab flight books were available at the library...no doubt due to the importance of local Boeing industry. Great aeronautics collection at the library. Also, they had all the King Private Pilot videos, and Jepp books on PP training. Because they are also a Federal depository library, I was able to access most of the FAA publications.

Important that students (especially) read NTSB reports and/or reviews of mishaps. Learn from what has already occured, so that you may avoid doing same. Note conditions, frame-of-mind, the 20/20 hindsights, and "shoulda-woulda-couldas". Very helpful. Internet - rec.aviation.* were of immense help. Much was gleaned from the posts. Free access to the Internet and WWW is available at (yup, again) the library. DUAT and WX maps were easily accessed prior to each flight.
FAA Workshops - Local FSDO sponsors regular how-tos on ATC tips, accident prevention videos/discussions, new ICAO wx reporting, mountain flying, etc.

CFIs - I went through two instructors. My first instructor was a good pilot but had a one dimensional teaching style, differing from mine. I arranged to be assigned to another CFI who was more methodical, patient, and willing to work at my pace. Wow, what a difference! My comprehension and progress skyrocketed from that point on.

Checklist - Knowing my propensity for memory loss when nervous, I printed up enhanced cheat sheets covering POH info, pre-flight, V speeds, local frequencies (comm/VOR), pax briefing, open/close flight plan, clearing turns and proper altitude prior to each maneuver etc....for easy access during flight. The sheets were all sequentially laid out (similar to POH) from preflight, before TO, TO, maneuvers, landing, etc. I knew of my weakness for memory failure when nervous. This worked wonderfully during the checkride.

Flight School - I had several in mind, debating the merits of one 45 minutes away (uncontrolled airport and very low rates) vs an FBO who was only 5 minutes away (Class D, and 30% higher rates). I elected to go to Boeing Field, deciding that if wx was good, I'd be there in 5 minutes. Maintenance crew was more visible and eased safety concerns I had about getting into a plane.

Tape recorder - Patched a tiny VOX microcassette unit into the plane's intercom prior to each flight. Debriefing was done, noting areas of improvement and making mental/logistical tweeks for next outing.

When I started flight training, my fear of heights overwhelmed my ability to focus during flight. Taping of each lesson allowed me to relax at home and listen to what I may have missed. This information was logged on paper and kept in a notebook for review of wx, maneuvers, ideosyncracies of a particular plane, frequencies used in diff a/spaces, communication errors....etc all with the intent of improving with the upcoming lessons.

Ham radio - Made a minor modification to my radio, allowing me to receive the aviation frequencies. This allowed me to acclimatize myself to the verbiage used by ATC and pilots. To enhance the reception, I pieced together a 1/4 wave antenna using coat hangers and tossed it in the attic....ugly, cheap, and effective.

Cockpit management - My photographers vest proved invaluable given the plethora of pockets, allowing me to gain access to needed items quickly.
Frequency of lessons - I tried to fly a minimum of 3 hrs a week based on colleagues' advice as well as input from folks on rec.aviation.
Navigation Logs - I began using the Jepp version, migrated to the ASA logs, then decided to customize my own using Excel spreadsheet.
Medical certificate - Got mine before the 1st lesson. Read of folks who waited until just prior to soloing and surprised that they may have physical problems.
LOWS
======
Missed a 'go around' call plane did not respond to Ground and was about to cross the runway. Terse communiques followed. Replayed the tape to find that ATC's go-around instruction was blocked by another plane on the ground keying up at the same time. ASRP form submitted (students!...be sure to keep a wad of these handy :-) ATC reversed the traffic flow during my 2nd hr of solo and I didn't know this was possible (then). Some very confusing moments when tower tried to get me to understand what was happening.

Practicing TGs in the Aerobat during my low hours and disappointed that I had difficulty landing at less than 2.5 - 3 Gs. However, it WAS helpful to have a G-meter to refer to during this stage. Approaching to land and had a plane cross 4 to 2 o'clock, no more than 150' below me....nary a peep from tower. Do not DEPEND on them; YOU are still ultimately responsible for separation. Pay attention and try to be aware of readio calls from other a/c.

First unobserved solo found me snaking my way towards the runway. Run up performed and clearance requested. Tower response: "..uh... Cessna Zero Eight Kay-beck, you're at the wrong end of the runway...." They proceeded to call out the intersections and hold my hand until I was positioned at the hold-short line. Oh brother...
.
90-day solo signoff - Mine expired prior to checkride, requiring me to try and schedule time with CFI, who by now, was busy with another student/job interviews. I was unable to fly for over a month. When I wave good-bye to him and signed on with another CFI, I had to get checked out on maneuvers all over again: another $200 and another two days of review time.

Written test - To some degree, a joke. But as long as it was required I made the best of it. Many questions were of dubious quality and I hope they are reviewed someday. Nevertheless, primarily with the help of the King computer program (over and over and over....) I was able to score a 90.

Oral and Flight Test:
Induction icing - corrective action
electrical system parts and their functions, malfunctions
Airport lighting VASI, PAPI
Function of elevator and horizontal stabilizer (downward moment)
ADs as part of maintenance logs.
Everything on Sectional especially transition areas northwest of Ukiah.
Controlling agencies of MOAs
Isogonic lines
Highest point in quadrant
Weather charts
Vacuum system

Flight Test
Short/soft field operations
Use of checkpoints.. ETA to first during climb --why error?
Diversion to Rio Vista
Non-control tower procedures/departure
Emergency spiral descent
Slip to landing
Power on/off approach/landing stalls
Eights
Turns about point
S-turns
Steep turns
Hood
To CCR VOR while distracted...heavy conversation

Checkride #3
"You'll do great." That's what everyone said as I did my final preparation for the big checkride in hope of receiving my Private Pilot Certificate. Only I knew how prepared I was, and my confidence was questionable. I studies volumes of information...FARs, AIM, Aviation Weather, Private Pilot Manual, Cessna 150 POH, and reams of Gene Whitt's computer print-out of compiled information on everything and anything a proficient pilot should be know.

After spending 7 months of flying on a regular schedule and completing all the necessary requirements in flight training, (I had previous experience but dropped out for 9 months...I strongly recommend that you stay with the training till the license is in your hand.) I was finally ready for the true PIC time to begin. Reservations were made with Rich Batchelder one week in advance, and flight time was schedules with Gene Whitt CFII 3 days in a row and the checkride to follow on the fourth day. This is very helpful in becoming familiar with the airplane and current weather patterns.

On Wednesday afternoon I called Rich and got my cross-country route. I planned my cross-country; did weight & balance, and fuel calculations for distance , time and gallons.
The following morning, I called FSS for a standard weather briefing. I calculated ground speed and WCA for MH; then calculated my distance times to complete the flight plan form. Soon I was packed with a book bag and flight bag and on my way to meet him.

When he arrived we took a walk to get a cup of coffee and talked about life outside of airports (short conversations) Soon we were in a classroom getting the process on way. First in order was the log book, then review of written test results, medical license, driver's license, and application form. Rich had a few sample problems of cross country planning. "If wind is 010-degrees at 20 kts, TC 270, TAS 95K, V= 16E, temp 12-degrees Celsius, pressure altitude 4000'. what is MH, CC, Ground speed, density altitude and hemispheric rule for flight level. I had about 10 minutes figure and explain results. We then moved on to oral questions. In general we covered the sectional, cloud clearances for VFR in different airspaces, FAR questions on aero-medical, radio out procedure, private pilot privileges, and aerobatic rules. We covered AIM on airport signs, lights, beacon colors for military and land, VASI, PAPI, tricolor VASI. Weather questions covered were....What is an airmet, 3 examples, sigmets, 24 hour prognostic charts, SA reports, 9900. Know weather signs * . ;etc; radar analysis including intensities, hooks, NE 120 . Next...Airplane systems, pitot static, vacuum, fuel types & systems, purpose of oil, aileron purpose, flap purpose and spin recovery.

Finally, to the airplane for pre-flight. He watched as I did the complete preflight check. Then he questioned me of the antennas, counterweights (on control surfaces) fuel volume & type and oil volume and purpose. We boarded the plane and I briefed Rich on the seat, seatbelts, and door. Soon we taxied to the active runway with aileron controls set for the wind. Rich told me to takeoff on course for my cross-country with a short field takeoff. Mistake #1. I started to taxi to the wrong runway.

I takeoff (fair) , note time, assume direction on course to first checkpoint. Halfway to my first checkpoint Rich directs me to Byron (the old Byron field) Yuk!! Of course, it is hot, windy, and turbulent. The winds were changing directions constantly. I am asked to make a short-field landing. Unfortunately, I screwed up because suddenly I had a tail wind. I pulled off a clean go-around. Next time I get the airplane down, but not in the first 200 feet as ordered. I taxi it to the opposite end of the runway to do my next takeoff.

Meanwhile, I am always using my checklist, communicating appropriately. Next is a no flaps slip to land, then a short field landing. Rich fairly agreed that the landings were difficult in those conditions, but felt that I always maintained control of the airplane. I knew if I didn't put all my concentration into those landings he would have surely failed me.

We departed from the airport to do "S" turns, turns around a point at 900' MSL. Then we did hood work with VORs and unusual attitudes. Slow flight with and without flaps, steep turns left and right, stalls-power on, power off and departure stall. Finally we return to CCR for a soft field landing with perfect conditions. I pull off a well trained Gene Whitt landing (nose high, yoke full back, smooth) Thank God! We taxied back and Rich informed me of my results. I passed.

Always remember that you are the PIC. Don't wait for the examiner to tell you to do anything. i.e. go-arounds, descents, radio work. Use your checklist!!!! If conditions are difficult, be safe and also be aggressive to show control of the airplane.

CHECKRIDE
In general, the checkride process takes between 1 and 3 hours depending primarily on your preparation. It should be noted as an aside, that he will ask you questions to see HOW you will answer them. I.E.: If he asks you
the four basic characteristics of flight...answer him Lift, Weight, Drag, and Thrust...that's it...don't go into the rationale of why the Wright Brothers decided to fly...remember KISS(Keep it simple stupid) If he perceives a weak area, he WILL dig until you tell him why the Wright Brothers did decide to fly!

Although this is an accurate assessment of my test with Rich and he does not materially change the test from exam to exam, additional aeronautical knowledge is essential in passing the checkride(in other words, just don't study these pages for your checkride!)

He will go through every area within the Private Pilot Practical Test Standards, not every question, just the areas. A good study guide is the 64 question/answer sheet he made up.(ask Gene Whitt for a copy)

Be able to recite the following FAR's in your sleep: 61.87, 61.91,61.93, 61.95, 61.102, 61.103, 61.118, 67.17, 91.1xx, 91.205, 91.213, 91.215, 91.4xx
He will move on to the weather section next and concentrate on areas such as reading Surface aviation weather reports, Terminal forecasts, area forecasts, winds and temps aloft, inflight advisories(know Sigmets/Airmets cold and give example of each). He will give you Surface analysis charts and point to specific examples of station models in various sections of the country.

He will ask what the different concentric rings mean in a Radar Summary Chart and ask you to identify tops and bases in certain areas of the country.

The Weather depiction chart is one of his favorites to focus on because it has to do with VFR, MVFR, and IFR weather areas which shows your ability to determine which are safe areas to fly into. KNOW THIS CHART
THE LOW LEVEL SIGNIFICANT WEATHER PROGNOSTIC CHART
is another favorite....know that the bottom section is for 12 hour(left) and 24 hour(right) for the surface...and the top section is for 12 hour (left) and 24 hour(right) from surface to 24,000 feet. Also know the signs for turbulence, intermittent rain, continuous rain, and the direction and speed of pressure center movement.

Know in general the following: Corriolis affect, Different cloud types, affects of density altitude, characteristics of warm and cold fronts, Microbursts, wind-shear, ground affect, and high/low pressure systems

After weather, he will want you to go over a sectional or TCA chart. YOU MUST KNOW EVERYTHING ON THESE CHARTS, MANDATORY.

He focuses in on the areas around TCA's and will ask what levels of flight are acceptable and which ones aren't. Other things I was asked were: Isogonic lines and meaning, Control zones and characteristics, ATA and speeds within, Requirements in and around an ARSA, the difference between Prohibited, Warning, and Alert areas. Uncontrolled and controlled airspace requirements, Continental Control area, Positive Control area, He will ask you to give him the longitude and latitude of a point he picks on the map(Mount Shasta), know the oxygen limitations and requirements as well.

He will move on to the Electrical system and overall knowledge of the aircraft. He will ask you how many amperes and volts there are in the alternator and battery. This is the part I got nailed on. He will ask you general questions and find your areas of weakness and then go into very minute areas. Just study from the Private Pilot Manual by Jeppesen and you'll be fine. Other areas to know specifically are: Pitot static system, Vacuum system, BHP and engine, effects of carb ice and how to eliminate, what to do if your alternator goes out, what to do if your engine sounds rough, hot magneto check, every V-speed for the plane!

He'll give you about three-five problems to do: 1) weight and balance of the aircraft, 2) calculate the Magnetic Course, Compass Course, Ground Speed and what altitude to fly given certain x-country info and 3)given P-alt is 4000, OAT is 7 degrees C, and CAS is 100 find D-alt and TAS.

You are now done with the oral...congrats, it either took 30 minutes or 1 1/2 hours...you move on to the flying!
General comments: USE A CHECKLIST ANYTIME YOU EVEN THINK OF LOOKING AT THE AIRCRAFT, I MEAN IT!!! He will bust you before you even get airborne...another way to bust the checkride before your wheels feel air, is not using the correct position of the yoke with relationship to the wind...JUST DO IT EVERY TIME YOU GET IN THE PLANE, IT WILL BECOME A HABIT.

Go thru regular preflight, make sure his safety harness is on and his door is shut, check the fuel selector...twice. TAXI @ 800 RPM unless you have to get the aircraft over a hill...he may ask you for a short field takeoff when you start the plane and then a soft field takeoff when you are at runup...WRITE EVERYTHING DOWN ON YOUR HAND WHERE YOU CAN READ IT...You might get to your 2nd checkpoint and he'll divert you to either Byron or Rio Vista...use him for a table with all your charts etc...keep a watchful eye on Altitude and speed, not doing so is the most likely way to go home early.

He will have you do all the stalls, eight's around a point, rectangle,circle, descending around a point @ 60 degrees bank, tracking and intercepting a VOR, unusual attitudes, possibly spin recovery(his recent area of concern), and emergency procedures. On landings, he will ask for soft field, short field, xwind, and slips.

If you make sure your airspeed does not bleed below 60kts in the Cessna 150 you're ok. You have to land within 200 feet of the markings on the runway: if you're short, add power, keep the yoke locked until you have the runway made and pull power...if the aircraft balloons while in ground effect, execute a go-around...it is exactly what the examiner is looking for...correct pilot judgment.

After touchdown, the last few things the examiner will be looking for is correct yoke position according to wind. This should be followed by taxiing @ 800 RPM to the parking location and shutdown according to your Checklist. These are the items covered by my checkride one day ago with Rich Batchelder. Take these notes to heart. He admittedly does not change this test regularly because he is bound by the questions he can ask by the FAA. Study this material in addition to the aeronautical books you have and your Private Pilots license is made.

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