Articles - FLY8MA Online Flight Training

How to Read and Understand the FAR AIM

1 Comment / Checkride Prep / By Jon Kotwicki

The FAR AIM Explained During any checkride you take (Private Pilot, Instrument Rating, Commercial Pilot, and so on) you will inevitably at some point need to open up the FAR AIM and look up something you either don’t know, or simply cannot recall right on the spot. Checkrides create a lot of stress and pressure, and examiners administering checkrides are realistic in the sense that they will allow you to look up certain subjects that you could reasonably research or refresh on during regular flight planning. This is nice, but does you no good if you open up the book with the answers that you seek, only to not be able to decipher the legal mumbo-jumbo the FAA has written. Although you may flip right to the correct page and have the answer there, failing to understand and apply the specific parts of the regulation to a question you are asked will bring a very quick (and dissatisfying) end to your checkride. The video below will help you to understand exactly how to read, interpret, and apply the regulations you will be asked about during any checkride you take.

ACS Written Test codes for Instrument Pilot FAA Written Test Results

Leave a Comment / Written Prep / By Oscar Sigl

Below are the ACS codes (formerly known as PLT codes) that you will find on your FAA written test results. If you missed any questions on your Instrument FAA written exam (most people do!) you will have a few of these codes listed on your computer test report. While the FAA dosen’t tell us exactly which questions we missed, they do give us the ACS question codes that are directly associated with the subject area we missed question(s) in. You can use your browser’s find function to look up ACS error codes in the table below, and click on the subject to the right of that error code to review content associated with that subject. IR.I.A.K1 Certification requirements, recency of experience, and recordkeeping. IR.I.A.K2 Privileges and limitations. IR.I.A.K3 Part 68 BasicMed Privileges and Limitations. IR.I.B.K1 Sources of weather data (e.g., National Weather Service, Flight Service) for flight planning purposes. IR.I.B.K2 Acceptable weather products and resources utilized for preflight planning, current and forecast weather for departure and en route operations and arrival phases of flight. IR.I.B.K3 Meteorology applicable to the departure, en route, alternate, and destination for flights conducted under Instrument Flight Rules (IFR) to include expected climate and hazardous conditions such as: IR.I.B.K3a a. Atmospheric composition and stability IR.I.B.K3b b. Wind (e.g., crosswind, tailwind, windshear, mountain wave, etc.) IR.I.B.K3c c. Temperature IR.I.B.K3d d. Moisture/precipitation IR.I.B.K3e e. Weather system formation, including air masses and fronts IR.I.B.K3f f. Clouds IR.I.B.K3g g. Turbulence IR.I.B.K3h h. Thunderstorms and microbursts IR.I.B.K3i i. Icing and freezing level information IR.I.B.K3j j. Fog/mist IR.I.B.K3k k. Frost IR.I.B.K3l l. Obstructions to visibility (e.g., smoke, haze, volcanic ash, etc.) IR.I.B.K4 Flight deck displays of digital weather and aeronautical information. IR.I.C.K1 Route planning, including consideration of the available navigational facilities, special use airspace, preferred routes, and alternate airports. IR.I.C.K2 Altitude selection accounting for terrain and obstacles, glide distance of airplane, IFR cruising altitudes, effect of wind, and oxygen requirements. IR.I.C.K3 Calculating: IR.I.C.K3a a. Time, climb and descent rates, course, distance, heading, true airspeed, and groundspeed IR.I.C.K3b b. Estimated time of arrival to include conversion to universal coordinated time (UTC) IR.I.C.K3c c. Fuel requirements, to include reserve IR.I.C.K4 Elements of an IFR flight plan. IR.I.C.K5 Procedures for activating and closing an IFR flight plan in controlled and uncontrolled airspace. IR.II.A.K1 The general operational characteristics and limitations of applicable anti-icing and deicing systems, including airframe, propeller, intake, fuel, and pitot-static systems. IR.II.B.K1 Operation of their airplane’s applicable flight instrument system(s) including: IR.II.B.K1a a. Pitot-static instrument system: altimeter, airspeed indicator, vertical speed indicator IR.II.B.K1b b. Gyroscopic/electric/vacuum instrument system: attitude indicator, heading indicator, turn-and-slip indicator/turn coordinator IR.II.B.K1c c. Electrical systems, electronic flight instrument displays (PFD, MFD), transponder, and ADS-B IR.II.B.K1d d. Magnetic compass IR.II.B.K2 Operation of their airplane’s applicable navigation system(s) including: IR.II.B.K2a a. VOR, DME, ILS, marker beacon receiver/indicators IR.II.B.K2b b. RNAV, GPS, Wide Area Augmentation System (WAAS), FMS, autopilot IR.II.C.K1 Purpose of performing an instrument flight deck check and how to detect possible defects. IR.II.C.K2 IFR airworthiness, to include airplane inspection requirements and required equipment for IFR flight. IR.II.C.K3 Required procedures, documentation, and limitations of flying with inoperative equipment. IR.III.A.K1 Elements and procedures related to ATC clearances and pilot/controller responsibilities for departure, en route, and arrival phases of flight including clearance void times. IR.III.A.K2 PIC emergency authority. IR.III.A.K3 Lost communication procedures and procedures for flights outside of radar environments. IR.III.B.K1 Elements related to holding procedures, including reporting criteria, appropriate speeds, and recommended entry procedures for standard, nonstandard, published, and nonpublished holding patterns. IR.IV.A.K1 Elements related to attitude instrument flying during straight-and-level flight, climbs, turns, and descents while conducting various instrument flight procedures. IR.IV.A.K2 Interpretation, operation, and limitations of pitch, bank, and power instruments. IR.IV.A.K3 Normal and abnormal instrument indications and operations. IR.IV.B.K1 Procedures for recovery from unusual flight attitudes. IR.IV.B.K2 Unusual flight attitude causal factors, including physiological factors, system and equipment failures, and environmental factors. IR.V.A.K1 Ground-based navigation (orientation, course determination, equipment, tests and regulations) including procedures for intercepting and tracking courses and arcs. IR.V.A.K2 Satellite-based navigation (orientation, course determination, equipment, tests and regulations, interference, appropriate use of databases, RAIM, and WAAS) including procedures for intercepting and tracking courses and arcs. IR.V.B.K1 Elements related to ATC routes, including departure procedures (DPs) and associated climb gradients; arrival procedures (STARs) and associated constraints. IR.V.B.K2 Pilot/controller responsibilities, communication procedures, and ATC services available to pilots. IR.VI.A.K1 Procedures and limitations associated with a nonprecision approach, including the differences between Localizer Performance (LP) and Lateral Navigation (LNAV) approach guidance. IR.VI.A.K2 Navigation system annunciations expected during an RNAV approach. IR.VI.A.K3 Ground-based and satellite-based navigation systems used for a nonprecision approach. IR.VI.A.K4 A stabilized approach, to include energy management concepts. IR.VI.B.K1 Procedures and limitations associated with a precision approach, including determining required descent rates and adjusting minimums in the case of inoperative equipment. IR.VI.B.K2 Navigation system displays, annunciations, and modes of operation. IR.VI.B.K3 Ground-based and satellite-based navigation (orientation, course determination, equipment, tests and regulations, interference, appropriate use of navigation data, signal integrity) IR.VI.B.K4 A stabilized approach, to include energy management concepts IR.VI.C.K1 Elements related to missed approach procedures and limitations associated with standard instrument approaches, including while using an FMS or autopilot, if equipped. IR.VI.D.K1 Elements related to circling approach procedures and limitations including approach categories and related airspeed restrictions. IR.VI.E.K1 Elements related to the pilot’s responsibilities, and the environmental, operational, and meteorological factors that affect landing from a straight-in or circling approach. IR.VI.E.K2 Airport signs, markings and lighting, to include approach lighting systems. IR.VII.A.K1 Procedures to follow in the event of lost communication during various phases of flight, including techniques for reestablishing communications, when it is acceptable to deviate from an IFR clearance, and when to begin an approach at the destination. IR.VII.B.K1 Procedures used if engine failure occurs during straight-and-level flight and turns while on instruments. IR.VII.C.K1 Instrument approach procedures with one engine inoperative. IR.VII.D.K1 Recognizing if primary flight instruments are inaccurate or inoperative, and advising ATC or the evaluator. IR.VII.D.K2 Common failure modes of vacuum and electric attitude instruments and how to correct or minimize

Paxson, AK

Leave a Comment / Flight Training / By Jon Kotwicki

Paxson, Alaska While it may not be anywhere you have heard of before, if you fly there in a Super Cub, it won’t be a place you will soon forget! Paxson is really nothing too remarkable itself. It is simply a small town on the side of the road that really just exists to help maintain the road and Alyeska pipeline carrying oil from the north shorelines of Alaska to Valdez. It is the surrounding area however that is absolutely spectacular (check out the video above to see what our weekend camping out at Paxson looked like). This little town can be a great jumping-off point to explore the mountains, glaciers, and rivers in the area surrounding the Wrangell St. Elias National Park. Where is there to stay? It’ll be tent camping at the Paxson strip (about 2,000′ gravel runway) if you choose to base out of there. With a tattered windsock and room to park 10 planes, it’s not a bad place to set up camp. Within an hour’s flight, there are many gravel bars, old mining strips and camps, tundra, and the occasional four-wheeler trail you can drop a Super Cub into. What is there to do? Aside from a few good strips to go hiking and biking around, this is a great area to begin honing in your skills in identifying your own landing sites (much of this terrain is more challenging than it may appear once you venture away from the established strips). There are plenty of relatively “nice” backcountry strips you can practice on to warm up before venturing off into uncharted territory.

The Wrangell St. Elias National Park

1 Comment / Flight Training / By Jon Kotwicki

The Pilot’s Paradise The Wrangell St. Elias National Park (often simply referred to as “The Wrangells”) is one of the largest national parks in the United States. Closely bordering Canada and enjoying large amounts of snow blowing in from the Gulf of Alaska each winter, the park has towering mountains and massive glaciers larger than many counties in the lower 48. What makes it so special There is no shortage of places to land in the National Park and National Preserve. With tons of miles-long glaciers feeding massive rivers, there are plenty of gravel bars, alpine strips, and just plain landable tundra with beautiful views everywhere you look. The park offers much more than just camping locations. Activities in and around the park include: Hiking Fat biking Rafting Panning for gold Fishing / hunting Exploring historic mining ruins How long can you spend here? Well it doesn’t get old staying in the park service’s first come first served public use cabins. The cabins come complete with wood stoves to keep warm and screened windows to keep out Alaska’s favorite insect (the mosquito). You can easily spend months here flying the park and not see it all. The ample camping spots and public use cabins make it a perfect destination to spend an entire Bush Pilot Training Course duration flying in the park. What type of flying is there? Expect to fly over many glaciers, land on gravels bars, riverbanks, tundra, and some high altitude strips (cloud ceiling permitting). You’ll experience a great mix of wind, short and long strips (some greater than 1,000′), density altitude changes, and some rougher terrain (some of the strips can be pretty rough after the rains). This location is great for anyone who feels comfortable at Level 1 or higher.

ACS Written Test codes for Private Pilot FAA Written Test Results

1 Comment / Written Prep / By Oscar Sigl

Below are the ACS codes (formerly known as PLT codes) that you will find on your Private Pilot FAA written test results. If you missed any questions on your FAA written exam (most folks do!) you will have a few of these codes listed on your computer test report. While the FAA doesn’t tell you exactly which questions you got wrong, the ACS error codes listed on your test results directly correlate to certain subject areas. You can use your browser’s find function to look up an error code in the table below, and click on the subject area to review associated content. ACS Code Knowledge PA.I.A.K1 Certification requirements, recent flight experience, and recordkeeping. PA.I.A.K2 Privileges and limitations. PA.I.A.K3 Medical certificates: class, expiration, privileges, temporary disqualifications. PA.I.A.K4 Documents required to exercise private pilot privileges. PA.I.A.K5 Part 68 BasicMed privileges and limitations. PA.I.B.K1 General airworthiness requirements and compliance for airplanes, including: PA.I.B.K1a a. Certificate location and expiration dates PA.I.B.K1b b. Required inspections and airplane logbook documentation PA.I.B.K1c c. Airworthiness Directives and Special Airworthiness Information Bulletins PA.I.B.K1d d. Purpose and procedure for obtaining a special flight permit PA.I.B.K2 Pilot-performed preventive maintenance. PA.I.B.K3 Equipment requirements for day and night VFR flight, to include: PA.I.B.K3a a. Flying with inoperative equipment PA.I.B.K3b b. Using an approved Minimum Equipment List (MEL) PA.I.B.K3c c. Kinds of Operation Equipment List (KOEL) PA.I.B.K3d d. Required discrepancy records or placards PA.I.C.K1 Sources of weather data (e.g., National Weather Service, Flight Service) for flight planning purposes. PA.I.C.K2 Acceptable weather products and resources required for preflight planning, current and forecast weather for departure, en route, and arrival phases of flight. PA.I.C.K3 Meteorology applicable to the departure, en route, alternate, and destination under VFR in Visual Meteorological Conditions (VMC) to include expected climate and hazardous conditions such as: PA.I.C.K3a a. Atmospheric composition and stability PA.I.C.K3b b. Wind (e.g., crosswind, tailwind, windshear, mountain wave, etc.) PA.I.C.K3c c. Temperature PA.I.C.K3d d. Moisture/precipitation PA.I.C.K3e e. Weather system formation, including air masses and fronts PA.I.C.K3f f. Clouds PA.I.C.K3g g. Turbulence PA.I.C.K3h h. Thunderstorms and microbursts PA.I.C.K3i i. Icing and freezing level information PA.I.C.K3j j. Fog/mist PA.I.C.K3k k. Frost PA.I.C.K3l l. Obstructions to visibility (e.g., smoke, haze, volcanic ash, etc.) PA.I.C.K4 Flight deck displays of digital weather and aeronautical information. PA.I.D.K1 Route planning, including consideration of different classes and special use airspace (SUA) and selection of appropriate and available navigation/communication systems and facilities. PA.I.D.K2 Altitude selection accounting for terrain and obstacles, glide distance of the airplane, VFR cruising altitudes, and the effect of wind. PA.I.D.K3 Calculating: PA.I.D.K3a a. Time, climb and descent rates, course, distance, heading, true airspeed, and groundspeed PA.I.D.K3b b. Estimated time of arrival to include conversion to universal coordinated time (UTC) PA.I.D.K3c c. Fuel requirements, to include reserve PA.I.D.K4 Elements of a VFR flight plan. PA.I.D.K5 Procedures for activating and closing a VFR flight plan. PA.I.E.K1 Types of airspace/airspace classes and associated requirements and limitations. PA.I.E.K2 Charting symbology. PA.I.E.K3 Special use airspace (SUA), special flight rules areas (SFRA), temporary flight restrictions (TFR), and other airspace areas. PA.I.F.K1 Elements related to performance and limitations by explaining the use of charts, tables, and data to determine performance. PA.I.F.K2 Factors affecting performance, to include: PA.I.F.K2a a. Atmospheric conditions PA.I.F.K2b b. Pilot technique PA.I.F.K2c c. Airplane configuration PA.I.F.K2d d. Airport environment PA.I.F.K2e e. Loading (e.g., center of gravity) PA.I.F.K2f f. Weight and balance PA.I.F.K3 Aerodynamics. PA.I.G.K1 Airplane systems, to include: (Note: If K1 is selected, the evaluator must assess the applicant’s knowledge of at least three of the following sub-elements.) PA.I.G.K1a a. Primary flight controls PA.I.G.K1b b. Secondary flight controls PA.I.G.K1c c. Powerplant and propeller PA.I.G.K1d d. Landing gear PA.I.G.K1e e. Fuel, oil, and hydraulic PA.I.G.K1f f. Electrical PA.I.G.K1g g. Avionics PA.I.G.K1h h. Pitot-static, vacuum/pressure, and associated flight instruments PA.I.G.K1i i. Environmental PA.I.G.K1j j. Deicing and anti-icing PA.I.G.K1k k. Water rudders (ASES, AMES) PA.I.G.K1l l. Oxygen system PA.I.G.K2 Indications of and procedures for managing system abnormalities or failures. PA.I.H.K1 The symptoms (as applicable), recognition, causes, effects, and corrective actions associated with aeromedical and physiological issues including: PA.I.H.K1a a. Hypoxia PA.I.H.K1b b. Hyperventilation PA.I.H.K1c c. Middle ear and sinus problems PA.I.H.K1d d. Spatial disorientation PA.I.H.K1e e. Motion sickness PA.I.H.K1f f. Carbon monoxide poisoning PA.I.H.K1g g. Stress PA.I.H.K1h h. Fatigue PA.I.H.K1i i. Dehydration and nutrition PA.I.H.K1j j. Hypothermia PA.I.H.K1k k. Optical illusions PA.I.H.K1l l. Dissolved nitrogen in the bloodstream after scuba dives PA.I.H.K2 Regulations regarding use of alcohol and drugs. PA.I.H.K3 Effects of alcohol, drugs, and over-the-counter medications. PA.I.H.K4 Aeronautical Decision-Making (ADM). PA.I.I.K1 The characteristics of a water surface as affected by features, such as: PA.I.I.K1a a. Size and location PA.I.I.K1b b. Protected and unprotected areas PA.I.I.K1c c. Surface wind PA.I.I.K1d d. Direction and strength of water current PA.I.I.K1e e. Floating and partially submerged debris PA.I.I.K1f f. Sandbars, islands, and shoals PA.I.I.K1g g. Vessel traffic and wakes PA.I.I.K1h h. Other characteristics specific to the area PA.I.I.K2 Float and hull construction, and its effect on seaplane performance. PA.I.I.K3 Causes of porpoising and skipping, and the pilot action needed to prevent or correct these occurrences. PA.I.I.K4 How to locate and identify seaplane bases on charts or in directories. PA.I.I.K5 Operating restrictions at various bases. PA.I.I.K6 Right-of-way, steering, and sailing rules pertinent to seaplane operation. PA.I.I.K7 Marine navigation aids, such as buoys, beacons, lights, sound signals, and range markers. PA.II.A.K1 Pilot self-assessment. PA.II.A.K2 Determining that the airplane to be used is appropriate and airworthy. PA.II.A.K3 Airplane preflight inspection including: PA.II.A.K3a a. Which items must be inspected PA.II.A.K3b b. The reasons for checking each item PA.II.A.K3c c. How to detect possible defects PA.II.A.K3d d. The associated regulations PA.II.A.K4 Environmental factors including weather, terrain, route selection, and obstructions. PA.II.B.K1 Passenger briefing requirements, to include operation and required use of safety restraint systems. PA.II.B.K2 Use of appropriate checklists. PA.II.B.K3 Requirements for current and appropriate navigation data. PA.II.C.K1 Starting under various conditions. PA.II.C.K2 Starting the engine(s) by use of external power. PA.II.C.K3 Engine limitations as they relate to starting. PA.II.D.K1 Current airport aeronautical references and information resources such as the Chart Supplement, airport diagram, and NOTAMS. PA.II.D.K2

ACS Written Test codes for Commercial Pilot FAA Written Test Results

Leave a Comment / Written Prep / By Jon Kotwicki

Below are the ACS codes (formerly known as PLT codes) that you will find on your FAA written test results. If you missed any questions on your FAA written exam (which 99.9% of pilots do) you will have a few of these codes listed on your computer test report. While there is no way to know for certain exactly which questions you got wrong on the written exam, the ACS question codes listed below correlate directly to subject areas of the questions missed on the written. You can click on the subject area link to get more information about that specific subject area located in one of our YouTube videos, blog posts, or course lessons. (Tip: you want to be logged in to the site when clicking on the links so that the course material will load when you click the link rather than the course homepage). ACS Code Knowledge CA.I.A.K1 Certification requirements, recent flight experience, and recordkeeping. CA.I.A.K2 Privileges and limitations. CA.I.A.K3 Medical certificates: class, expiration, privileges, temporary disqualifications. CA.I.A.K4 Documents required to exercise commercial pilot privileges. CA.I.A.K5 Part 68 BasicMed privileges and limitations. CA.I.B.K1 General airworthiness requirements and compliance for airplanes, including: CA.I.B.K1a a. Certificate location and expiration dates CA.I.B.K1b b. Required inspections and airplane logbook documentation CA.I.B.K1c c. Airworthiness Directives and Special Airworthiness Information Bulletins CA.I.B.K1d d. Purpose and procedure for obtaining a special flight permit CA.I.B.K2 Pilot-performed preventive maintenance. CA.I.B.K3 Equipment requirements for day and night VFR flight, to include: CA.I.B.K3a a. Flying with inoperative equipment CA.I.B.K3b b. Using an approved Minimum Equipment List (MEL) CA.I.B.K3c c. Kinds of Operation Equipment List (KOEL) CA.I.B.K3d d. Required discrepancy records or placards CA.I.C.K1 Sources of weather data (e.g., National Weather Service, Flight Service) for flight planning purposes. CA.I.C.K2 Acceptable weather products and resources required for preflight planning, current and forecast weather for departure, en route, and arrival phases of flight. CA.I.C.K3 Meteorology applicable to the departure, en route, alternate, and destination under VFR in Visual Meteorological Conditions (VMC) to include expected climate and hazardous conditions such as: CA.I.C.K3a a. Atmospheric composition and stability CA.I.C.K3b b. Wind (e.g., crosswind, tailwind, wind shear, mountain wave, etc.) CA.I.C.K3c c. Temperature CA.I.C.K3d d. Moisture/precipitation CA.I.C.K3e e. Weather system formation, including air masses and fronts CA.I.C.K3f f. Clouds CA.I.C.K3g g. Turbulence CA.I.C.K3h h. Thunderstorms and microbursts CA.I.C.K3i i. Icing and freezing level information CA.I.C.K3j j. Fog/mist CA.I.C.K3k k. Frost CA.I.C.K3l l. Obstructions to visibility (e.g., smoke, haze, volcanic ash, etc.) CA.I.C.K4 Flight deck displays of digital weather and aeronautical information. CA.I.D.K1 Route planning, including consideration of different classes and special use airspace (SUA) and selection of appropriate and available navigation/communication systems and facilities. CA.I.D.K2 Altitude selection accounting for terrain and obstacles, glide distance of the airplane, VFR cruising altitudes, and the effect of wind. CA.I.D.K3 Calculating: CA.I.D.K3a a. Time, climb and descent rates, course, distance, heading, true airspeed, and groundspeed CA.I.D.K3b b. Estimated time of arrival to include conversion to universal coordinated time (UTC) CA.I.D.K3c c. Fuel requirements, to include reserve CA.I.D.K4 Elements of a VFR flight plan. CA.I.D.K5 Procedures for activating and closing a VFR flight plan. CA.I.E.K1 Types of airspace/airspace classes and associated requirements and limitations. CA.I.E.K2 Charting symbology. CA.I.E.K3 Special use airspace (SUA), special flight rules areas (SFRA), temporary flight restrictions (TFR), and other airspace areas. CA.I.F.K1 Elements related to performance and limitations by explaining the use of charts, tables, and data to determine performance. CA.I.F.K2 Factors affecting performance, to include: CA.I.F.K2a a. Atmospheric conditions CA.I.F.K2b b. Pilot technique CA.I.F.K2c c. Airplane configuration CA.I.F.K2d d. Airport environment CA.I.F.K2e e. Loading (e.g., center of gravity) CA.I.F.K2f f. Weight and balance CA.I.F.K3 Aerodynamics. CA.I.G.K1 Airplane systems, to include: Note: If K1 is selected, the evaluator must assess the applicant’s knowledge of at least three of the following sub-elements. CA.I.G.K1a a. Primary flight controls CA.I.G.K1b b. Secondary flight controls CA.I.G.K1c c. Powerplant and propeller CA.I.G.K1d d. Landing gear CA.I.G.K1e e. Fuel, oil, and hydraulic CA.I.G.K1f f. Electrical CA.I.G.K1g g. Avionics CA.I.G.K1h h. Pitot-static, vacuum/pressure, and associated flight instruments CA.I.G.K1i i. Environmental CA.I.G.K1j j. Deicing and anti-icing CA.I.G.K1k k. Water rudders (ASES, AMES) CA.I.G.K1l l. Oxygen system CA.I.G.K2 Indications of and procedures for managing system abnormalities or failures. CA.I.H.K1 The symptoms (as applicable), recognition, causes, effects, and corrective actions associated with aeromedical and physiological issues including: CA.I.H.K1a a. Hypoxia CA.I.H.K1b b. Hyperventilation CA.I.H.K1c c. Middle ear and sinus problems CA.I.H.K1d d. Spatial disorientation CA.I.H.K1e e. Motion sickness CA.I.H.K1f f. Carbon monoxide poisoning CA.I.H.K1g g. Stress CA.I.H.K1h h. Fatigue CA.I.H.K1i i. Dehydration and nutrition CA.I.H.K1j j. Hypothermia CA.I.H.K1k k. Optical illusions CA.I.H.K1l l. Dissolved nitrogen in the bloodstream after scuba dives CA.I.H.K2 Regulations regarding use of alcohol and drugs. CA.I.H.K3 Effects of alcohol, drugs, and over-the-counter medications. CA.I.H.K4 Aeronautical Decision-Making (ADM). CA.I.I.K1 The characteristics of a water surface as affected by features, such as: CA.I.I.K1a a. Size and location CA.I.I.K1b b. Protected and unprotected areas CA.I.I.K1c c. Surface wind CA.I.I.K1d d. Direction and strength of water current CA.I.I.K1e e. Floating and partially submerged debris CA.I.I.K1f f. Sandbars, islands, and shoals CA.I.I.K1g g. Vessel traffic and wakes CA.I.I.K1h h. Other characteristics specific to the area CA.I.I.K2 Float and hull construction, and its effect on seaplane performance. CA.I.I.K3 Causes of porpoising and skipping, and the pilot action needed to prevent or correct these occurrences. CA.I.I.K4 How to locate and identify seaplane bases on charts or in directories. CA.I.I.K5 Operating restrictions at various bases. CA.I.I.K6 Right-of-way, steering, and sailing rules pertinent to seaplane operation. CA.I.I.K7 Marine navigation aids, such as buoys, beacons, lights, sound signals, and range markers. CA.II.A.K1 Pilot self-assessment. CA.II.A.K2 Determining that the airplane to be used is appropriate and airworthy. CA.II.A.K3 Airplane preflight inspection including: CA.II.A.K3a a. Which items must be inspected CA.II.A.K3b b. The reasons for checking each item CA.II.A.K3c c. How to detect possible defects CA.II.A.K3d d. The associated regulations CA.II.A.K4 Environmental factors including weather, terrain, route selection, and obstructions. CA.II.B.K1 Passenger briefing requirements, to include operation and required use of safety restraint systems. CA.II.B.K2 Use of appropriate checklists. CA.II.B.K3 Requirements for current and

Lost of Comms under IFR

1 Comment / Flight Training, Uncategorized / By Oscar Sigl

If a loss of communication occurs in IFR conditions, you must continue the flight according to the acronym “AVEenue of FAME”. Let’s go over the components of the acronym: A: Fly the assigned route as per last ATC clearance received. V: If being vectored, fly the direct route from point or radio failure to the fix, route, or airway specified in the vector clearance. E Fly the route that ATC has advised you to expect in a further clearance. F Fly the route filed on the flight plan. A Fly your last assigned altitude M Be aware of minimum altitude (MEA) for IFR operations E Fly the altitude ATC has told you to expect in a further clearance. Note that “AVEF” refers to the route, while “AME” refers to altitude. Once reached, you need to have a plan in place to leave the clearance limit. Be sure not to descend below MEA before being established on the approach. When experiencing a two-way radio failure, it is your responsibility to select an appropriate altitude for the particular route segment being flown; and to make any necessary altitude adjustments for subsequent segments. If you have received a “expect further” communication that contains a higher altitude than what is currently being flown at an upcoming waypoint or time, maintain either the last assigned altitude or MEA (whichever is higher) until you reach that time or fix. Climb to the expected altitude upon reaching the time or fix. If the “expect further” communication contains a lower altitude, either the last assigned or MEA should be maintained (whichever is higher) until the time or fix that was specified to leave your clearance limit is reached. If below Emergency Safe Altitude “ESA” (within 25 – 100 miles) or the Minimum Safe Altitude “MSA” (within 0 – 25 miles) and not established on an approach; make a climb above the relevant safe altitude until you are established on the approach. If you are given an altitude to expect and make the climb to that altitude before the radio failure occurs, it is no longer “expected”, and the last assigned altitude or MSA should be flown; once again, whichever is higher. If receiving an EFC containing a lower altitude, maintain either the assigned altitude or MEA (whichever is highest) until the designated time/fix is reached. Leaving the Clearance Limit: Once reaching the Initial Approach Fix, commence the descent and approach as close as possible to the expected “further clearance time” if one has been issued, or as close as possible to the ETA calculated from the flight plan or amended with ATC if a further clearance time has not been issued. If no time or fix was received, start the descent as described above over the clearance limit; and proceed to the fix from which the approach begins. While in the Pattern If comms are lost in the pattern, look for the green light gun signal from the tower (signifying you are cleared to land). If no lights are received by the tower on your first approach, fuel permitting, go around. Land on the second approach if no light gun signals have been received from the tower. You can refresh on your light gun signals by viewing the picture above! Radar Approaches: Initiate lost communication procedures if no transmissions are received for 60 seconds while being vectored to final, 15 seconds while on ASR final approach, or 5 seconds while on PAR final approach. If unable to reestablish communication and maintain VMC, proceed with published IAP or previously coordinated instructions. Maintain the last assigned altitude or MSA (Whichever is higher, or ESA if beyond 25 NM) until established on an instrument approach. Be aware of where you are in relation to the missed approach point. You can climb, but don’t turn until you reach MAP. So What About IFR Lost Comms in the Real World? If you lose your comms while flying under IFR there are some commons sense steps you can take to ensure the best outcome possible for your flight. Lost Communications while in VFR Conditions: 14 CFR 91.185 is clear to say: “If the failure occurs in VFR conditions, or if VFR conditions are encountered after the failure, each pilot shall continue the flight under VFR and land as soon as practicable.” That means if you are in VMC or encounter VMC after you lose comms, squawk 7600 and proceed to land as soon as practicable under VFR conditions (basically land at the first airport that works for you safely and logically). The towered or non-towered airport does not matter, choose the best safe choice and land. Lost Communications while in IMC (Instrument Meteorological Conditions) Follow the steps outlined in the beginning of this article (AVEF-AME). But also use common sense…. Check your Mic and Headphone jack and ensure your headset is plugged in. Ensure you do not have a stuck mic (you may notice a TX annunciation on your radio if you do or hear the sidetone). Check the volume on your radio, and test the volume by turning of the squelch (pulling the volume knob or pressing the “SQ” button). It is rare to lose your entire radio all at once, did you recently touch any buttons or switches on the audio panel or intercom? If so, flip them back to previous positions. Try the last known frequency you were on. Try reaching another ATC facility on 121.5 (guard frequency). Transmit “Any station, your callsign, looking for name of ATC facility you are trying to reach” Alternatively you can transmit “In the blind your message, in the blind”. While “in the blind” is not something commonly heard on the radio, if an ATC facility hears it on guard or any other frequency they should know you are transmitting blindly hoping someone hears you, but you do not have two-way radio comms with any facility currently. “In the blind” does not refer to you being in IMC. If

Cessna 170

9 Comments / Airplanes / By Jon Kotwicki

There is no such thing as the perfect airplane… or is there?? As far as certified airplanes go, the Cessna 170B is as perfect as they get. What do I mean by this? Well, it is the balance between a commuter, freight hauler, trainer, bush plane and all-around fun plane while still being fairly affordable. The fact that this airplane can be used for all these different purposes is actually the drawback, because it is not the “absolute best” for any one of these categories in isolation. Most importantly the C170 has an prestigious look that pilots and spectators cannot resist with its unique curvy tail feathers and overall stylish fuselage makes a classic taildragger. When it comes to trying to figure out which plane is the right one for your needs, you will certainly hear the phrase “it depends on what you want to do.” That’s right, each different airplane has a purpose. However, in my humble opinion the 170 is a beautiful balance between several different purposes. Cessna 170 Models There were 5,000 C170s manufactured between 1948 and 1956 and three different versions: C170, C170A and C170B. These are single engine, piston airplanes with a gross weight of 2200 in the normal category. There are also many different “mods” and STCs that can be applied to the 2000 remaining ones flying today. 1948 Cessna 170 The original Cessna 170 had a metal fuselage with fabric constant-chord wings, zero dihedral and rounded tips connected with V struts. The flaps were plain and extended up to 30 degrees. This plane was powered by a Continental O-300 producing 145HP. This early model also had three 12.5 gallon fuel tanks taken from the Cessna 120/140 models. 1949 Cessna 170 Cessna began the “A” model production in 1949 featuring all metal tapered wings with squared off tips connected by a single wing strut and boasting two 21 gallon fuel tanks. This model still had plain flaps but slightly increased in size and the range was up to 50 degrees. 1950 Cessna 170 In 1952 the “B” model was created inspired by the war plane C-305/Bird Dog, featuring 3 degrees of wing dihedral and fowler flaps that lowered to 40 degrees. The horizontal stabilizer and elevators were improved, trim tab enlarged and mass balance inserted to the tips of the elevator to relieve control pressures. How can you tell apart the latest models of the C170B? The last year of production was 1955 with a square rear window rather than rounded. In 1956 there were still a few 170s being made but Cessna realized that a tricycle gear plane was much easier to land, and thus the production of the 172 began which put an end to our beloved taildraggers (until the mighty skywagon!). Cessna 170 Performance As we have previously mentioned, the C170 is the best of both worlds. What are these two worlds? One of these refers to the high performance, high gross weight, fast cruiser such as a skywagon or stationair VS the other extreme featuring light sport planes such as a super cub or cessna 120/140. Stock C170 The performance of the 170 fits in the middle, cruising at about 120mph, empty weight 1220, gross weight of 2200 lbs, stall speed about 50mph and a climb rate of about 700fpm. This airplane has the ability to operate in shorter runways or strips (less than 1000ft at sea level). The specific numbers found in the simplistic stock 170 POH (referenced in the table below) is very different that the actual performance numbers once a few modifications have been installed. Modified C170 Modifications! My favorite subject. The original intentions of a C170 was for the “business traveler” or for families that wanted to upgrade from a two-seater C140 to a four seater. Albeit the two extra seats in the back was realistically meant for two kids rather than modern day adults (things were little different back in the 40s). Nowadays the epic 170 is used for many different purposes and the super 170 was born. “Super 170” Imagine a world beyond runways. Where you can explore the backcountry as you please and have the ability to put your aircraft down in places that were thought only accessible to super cubs or helicopters. Yet you are able to carry all the supplies you need to be away from civilization for days and you are able to cruise at 120 miles per hour to get there. The comfort of the 170 was not compromised, and most have great insulation for cold weather and keeping the airplane noise to a minimum. The following mods make this an amazing bush plane. Common Modifications The most common upgrade is the Lycoming O-360 180hp engine STC which may include a constant speed prop. While it does not change useful load on paper, it definitely added extra “umpf” to the performance. Another recent STC that got approved is the IO-370 conversion producing 190-200hp of power making this airplane a beast! No official POH has been established for a super 170, and due to the variations in mods it is difficult to come up with exact numbers. Based on experience we can extrapolate some of the numbers in the chart below. Other common mods include piecing together parts from newer models, such as swapping in C180 gear, and C175 wings with extended fuel tanks. The list is endless, but there’s a difference between those mods that have STCs keeping the aircraft certified versus those that would put it in an experimental category. Luckily, there are over 100 STCs that can be applied to the 170, including jump seats, extended baggage, etc, etc. Just be aware that many of these mods will make the airplane heavier and that’s where the higher horsepower starts making a big difference. The C170B makes a great bush plane for off-airport ops if that happens to be your thing. Especially when paired with 29-31” Alaskan bushwheels and a Hartzell carbon Trailblazer propeller. There are several

ATOMATOFLAMES – Required Aircraft Equipment – 91.205

3 Comments / Flight Training, Private Pilot / By Jon Kotwicki

Of all the acronyms in aviation, this must be the silliest… ATOMATOFLAMES? Surely you can’t be serious!? I am serious and don’t call me Shirley. It is difficult to remember all the regulations, rules, and procedures. But, it is not that difficult to remember a few acronyms that jog your memory ATOMATOFLAMES is one of the longest and most misunderstood acronyms commonly taught to student pilots. It is a list of instruments and equipment for flight according to FAR 91.205. What is 91.205? 91.205 is the regulation for powered civil aircraft with standard category U.S. airworthiness certificates. Specifying the required equipment for aircraft operation. FAR 91.205 (b) is for visual-flight rules (day) and 91.205(c) is for visual-flight rules (night). 91.205(d) is for Instrument flight rules, which requires everything in 91.205(b)and(c). Isn’t FAA legal writing excellent? Like most FAA regulations it is important to know and understand these rules. However, it is more important to be familiar with and be able to apply the regulations to your operations. Just knowing an acronym is great trivia, but as you will see, it has many gaps and will not guarantee you are operating safely. What is ATOMATOFLAMES? ATOMATOFLAMES is the acronym for VFR required equipment during day flight according to 91.205(b). It is often also referred to as ‘Tomato Flames.’ ATOMATOFLAMES Acronym: A – airspeed indicator T – tachometer (for each engine) O – oil pressure gauge (for each engine using a pressure system) M – manifold pressure gauge (for each altitude engine) A – altimeter T – temperature gauge (for each liquid-cooled engine) O – oil temperature gauge (for each engine) F – fuel gauge L – landing gear position indicator A – anti-collision lights M – magnetic compass E – ELT S – safety belts This list is quite thorough, but also leaves many questions? Most students will notice that it doesn’t include many aircraft parts. Do we need seats? What about wings? This list covers most of the practical instruments inside the cockpit. It is not intended to be the master list of every feature required in airplane manufacturing and design. Do I need to know this for my checkride? Absolutely you do. Now, if you don’t have it memorized verbatim, that is okay, but you certainly need to know where to look (in the FARAIM 14CFR91.205) and be able to understand that text. If you’re not sure how to interpret the text in the FARAIM and apply it during your oral exam with the FAA, check out this video here. What happens when any of the required equipment is missing or broken? Well, that’s a great question, and one you are likely to hear on your private pilot, instrument pilot, and commercial pilot checkrides. Just about every checkride you take you will be expected to explain in detail how to deal with inoperative equipment, especially if it required equipment. For a thorough explanation of what you need to know for your checkride, use our checkride prep courses for Private, IFR, Commercial Pilot, and CFIs. You can access all of our checkride prep courses here. Why Do I need to know ATOMATOFLAMES? This regulation mostly only applies to general aviation smaller aircraft. Turbine-powered aircraft and large turboprops will have more required equipment and features. This list will work nicely in a Cessna 182, but if you hop in an Airbus A350, you will find lots more equipment and perhaps even some equipment missing. As a general aviation pilot, you should remember that 91.205 is a great place to look if you are going to fly a new airplane. Each section of required equipment may also have exceptions based on aircraft age and operation. It is important for pilots to know how to find, interpret, and use the regulations to ensure their operations are safe and legal. Just memorizing an acronym likely won’t be helpful but knowing why 91.205 exists and how to use it is important. Can you think of any other acronyms you could make from ATOMATOFLAMES? Let us know below! Related Posts: Visual Flight Rules – What is VFR? Instrument Rating Requirements IFR Flight – What is IMC? Loss of Comms Under IFR

Visual Flight Rules – What is VFR?

2 Comments / Flight Training, Private Pilot, Uncategorized / By Jon Kotwicki

VFR, or visual flight rules, is a method and set of rules for flying aircraft by reference to the ground. The other method to fly airplanes is by IFR, or instrument flight rules. VFR flight uses ground references like roads, lakes, terrain, and other noticeable landmarks from the air to navigate. To fly VFR, pilots must maintain VMC, or visual meteorological conditions. Visual flight rules flying is only allowed when the weather is good enough for pilots to clearly see where they are going. All of these rules and regulations are taught to every new private pilot. When Do Pilots use Visual Flight Rules? Flying in VFR requires certain visibility requirements and clearance away from the clouds. This is to keep airplanes from colliding. If a pilot wants to fly in the clouds or low visibility, they will need an IFR clearance and be licensed and trained and in an airplane equipped for IFR flight. IFR flying requires extra training and is restricted by air traffic control. There are no restrictions to VFR flying as long as the weather is suitable. VFR flights can save time by allowing for direct routing. Private pilots first learn to fly using VFR. The next step for private pilots is to start training for their instrument rating. Some commercial planes conduct their flying VFR. On short flights this can save them time and money by getting direct routing and flying any altitude they would like. VFR Flight VFR flying allows for some of the most impressive views any human can see. It is similar to how birds fly around. There is complete freedom and truly showcases the sights of earth. FLY8MA instructor Jon shows the beauty of VFR flying by flying around Alaska. In the video, you see how he references the mountains and glaciers to fly from airport to airport. He uses the rivers to check his course against a map in the plane. VFR flying requires more than just spotting landmarks on the ground though. Pilots are required to pass a written test, an oral exam, and a flight test to prove they can safely operate an airplane in VFR conditions. If you are interested in becoming a pilot, you will first learn how to fly with visual flight rules. You will learn to navigate and fly long distances using the ground and a VFR sectional chart. FLY8MA offers a free private pilot ground school and a premium version that is the first step in your journey to becoming a VFR pilot.