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What is a Commercial Pilot License?

Leave a Comment / Uncategorized / By Jon Kotwicki

Getting Your Commercial Pilot’s License What is a Commercial Pilot? A commercial pilot is a pilot who has completed the necessary requirements and training to fly and be paid for their flying. You could be paid to fly cargo, passengers, skydivers, etc. Any flying job requires you to hold a commercial pilot license. What is a Commercial Pilot License? A commercial pilot’s license or CPL allows a pilot to fly passengers or cargo for compensation. With a Commercial Pilot License, you can now get paid to fly, but there are many regulations around this that you will learn about during your flight training. In order to obtain your commercial pilot license, you will need to pursue ground and flight training to dive deeper into aviation knowledge and further develop your flying skills. Who can obtain a Commercial pilot’s license? To earn your CPL you must: Hold a private Pilot Certificate (you have to get this license before you can become a commercial pilot). Be at least 18 years or older Attend ground school (can be online) and receive flight training from an instructor Pass Written Knowledge Test Pass A Commercial Pilot Checkride Should you become a Commercial pilot? It depends on what your reasons for flying are. If you know you want to get paid for flying or simply enhance your skills as a pilot, then yes. Pilots can and do make respectable earnings. However, experience and flight time tend to dictate that. In other words, don’t expect to make big bucks right out of flight school. Commercial flight training will sharpen your skills and the maneuvers that you will learn are incredibly fun. How long does it take to get your Commercial Pilot’s license? Where you are at in your life and why you want to begin flight training will determine how long it will take to obtain your Commercial pilot certificate. If you are regularly attending flight school and have good structure, it is possible to earn all of your licenses and ratings quickly. There are pros and cons to choosing an accelerated track. It is best to find what pace works the best for your learning. Your instructor can be a valuable resource when making this decision. If you are flying for fun, it can take several years to build the appropriate amount of flight time. If you’d like an estimate based on your specific scenario, email cfi@fly8ma.com to ask an instructor. Here are the requirements you must meet before you take your check ride. 250 hours total 20 Dual 10 Solo ASEL or 10 w/CFI performing PIC duties 100hrs in powered AC 10 IFR Training (5 in ASEL) 300nm XC (250nm straight line) 3 airports 50 in airplanes 10 Complex or TAA 5 night VFR w/ 10 Takeoffs and Landings at a towered airport 100 PIC 2 cross-country day 100nm 50 in airplanes 2 cross-country night 100nm 50 XC (10 of the 50 in airplanes) 3 checkride prep How can you get your Commercial Pilot’s license? There are different pathways to obtaining your commercial pilot’s license. Here are some of the typical steps you can expect when working towards your CPL Step One Complete ground school Step Two Obtain a Private Pilot’s License Step Three Obtain an IFR Rating Step Four Obtain any endorsements Step Five Build time, Master Commercial Maneuvers Step Six Complete Commercial written exam Step Seven Pass Commercial Checkride Check out our CPL written bootcamp! Our students have 100% pass rate on their first try.

How to Get a Private Pilot License

Leave a Comment / Uncategorized / By Jon Kotwicki

HOW TO GET A PILOT’S LICENSE? There is a lot of information out there when starting to research what it takes to earn your private pilot license. This can leave one feeling skeptical and questioning what is the most accurate information out there. Spend the next 4 minutes reading this and we’ll make you an expert! Here is Everything You Need to Know About Getting Your Private Pilot’s License What is a Private Pilot License? A Private pilot license (PPL or more appropriately referred to as a Private Pilot Certificate) allows an individual to be the Pilot in Command (PIC) of an aircraft they are certified to fly. For some people, this license might be the first step in their aviation journey to becoming a commercial pilot. For others, this might be to enhance one’s lifestyle in order to access more unique experiences. It is the first necessary step for a pilot and with this license, you can enjoy the freedom of the sky on your own. You can also share the gift of flight with your family and friends and will have the ability to take them from place to place. A private pilot license does NOT allow for a pilot to be paid for flying. Earning your PPL is rigorous, time-consuming, and expensive. For those that are willing to show dedication and perseverance, earning a private pilot license is one of the most rewarding outcomes that will open many doors and opportunities. Requirements to Become a Pilot: You must be 17 years old or older You must be able to read, speak, write, and understand English Receive a logbook endorsement from an authorized instructor Pass the required knowledge test on these aeronautical knowledge areas Pass an aviation medical exam (minimum 3rd class) Certain conditions may disqualify you from being able to fly solo, thus it is recommended to complete this early in your training. Meet the aeronautical experience requirements of this part that apply to the aircraft rating sought before applying for the practical test. Pass a practical test (Checkride with a DPE) Hold a U.S. student pilot certificate, sport pilot certificate, or recreational pilot certificate. If you meet these eligibility requirements, then you can obtain a private pilot license! What is a Discovery Flight? If becoming a pilot is something you’re not sure about, contact your local flight school for a discovery flight before you begin any lessons. A Discovery Flight will generally consist of 30 minutes of preflight and/or ground instruction with a 30-40 minute flight in a training aircraft around the local area. You can expect to pay around $150 for a discovery flight (they make great birthday and Christmas gifts). If you want to be a commercial or airline pilot, you will first need to obtain your PPL. On the other hand, if you catch the “flying bug” during a discovery flight but don’t necessarily want to fly commercially, getting your PPL for enjoyment sake is an option too. Regardless, a discovery flight is the first flight you will take to introduce you to what flying a plane feels like. What Can You Do with a Private Pilot License? Fly friends and family Rent and/or buy an airplane Fly yourself to your plans and arrive in style! Volunteer for a charity or something you are passionate. Many pilots like to get involved with Pilots n Paws for instance Travel, sightsee, take pictures Time To Get Private Pilot License This will vary from student to student depending on the training frequency, study ethic, and pace of the student. Some are able to complete training in a couple months and for others it may take a couple years. The more time you are able to spend studying on the ground, the more prepared for your flight lessons you will be. Expect to fly 30-50 flight lessons total to earn your license. The magic number to maximize growth and traction is 2-3 flight lessons per week. If you only take one flight lesson per month, it may take much longer to earn a license. Most students require more than the 40 hour minimum to be ready for your checkride — the national average is 73.1 hours. How To Get a Private Pilot License? Check out the chart below. Do you have more questions that come up after looking it over? Contact cfi@fly8ma.com to get your questions answered about the process from an instructor. Should I start with Ground School or Flight Training? Ground School: Every pilot should start with ground school. Ground school is where you learn the basic fundamentals, required knowledge, and best practices of aviation as well as diving into deeper and more complex topics (weather, airspace, aerodynamics, systems, regulations). The topics you cover in ground school are what you will be tested on the FAA written exam. And what are some of the topics covered in ground school? Aerodynamics Airport Environment Communication/Radio Weather Regulations Aircraft Performance Navigation Human Factors We recommend completing both ground school and the written exam before starting flight training. Check out our Online ground school, an affordable option to supplement your flight training. Flight training: Once you have completed a ground school and are ready to begin flight training, you will be assigned an instructor. Some Flight schools have multiple instructors. If possible, try to work with the same instructor throughout your training. Changing instructors regularly will likely lead to you repeating lessons and cost more time and money. Your instructor will teach you the basics of operating the aircraft, as time goes on you will become less dependent on your instructor. Eventually your instructor will entrust you with your first solo flight! After you have built enough solo time, you will complete the rest of the requirements to be ready to take your checkride. The regulations lay out the specific number of flight training, solo, cross-country, solo cross-country, and night flying hours you must complete to be eligible to take your PPL check ride. Check out the

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

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.

B-17 Crash at Bradley Accident Investigation

Leave a Comment / Uncategorized / By Jon Kotwicki

The NTSB has released the initial accident investigation findings from the October 2019 crash of the Collings Foundation Boeing B-17 Flying Fortress. The crash killed seven people. The 74 year old World War II bomber was destroyed in the crash. The initial findings from the NTSB gives some insight into what happened that day. The accident flight of the B-17 dubbed “Nine O Nine” occurred on October 2nd 2019 at the Bradley Airport in Windsor Locks, Connecticut. The weather was VFR at the time of the crash. The NTSB public docket containing the investigation evidence thus far gives us a clear picture of the flight path and ATC communications during the accident. Accident Background 12 people were on board the aircraft at the time of the crash. The pilot Ernest McCauley (age 75), and co-pilot Michael Foster (age 71), were both killed in the crash. There were 10 passengers on board, each of whom donated $450 to the Collings Foundation in exchange for a seat on the flight that was offered as part of the Foundation’s special FAA Living History Flight Exemption certificate. The flight departed from Runway 6 at KBDL (see diagram below showing runway intersection departure). The flight was handed off from tower to departure, and upon checking in with departure the crew stated their intent to return to the airport immediately. The crew did not declare an emergency (see cockpit transcript here). The departure controller did enquire as to the reason for the return and the crew stated they had “a rough mag on #4”, assuming there was an issue with a magneto on the #4 (right outboard) engine. ATC Audio: The departure controller asked if the crew needed assistance and if the flight required priority to land. The crew stated “negative” for assistance, but did say “i kinda would like to be on the ground as soon as possible.” B-17 909 Approach The crew maneuvered to join the right downwind for Runway 6. The last transmission from the crew was reporting “midfield” as they descended to about 300′ agl. As the crew continued to descend towards the runway in a low energy state, with one or possibly two of the right engines not producing full thrust they were faced with a very real problem. The engines on the left wing were not only yawing the aircraft to the right, but also the engines on the left wing were likely working harder producing more thrust to make up for the lack of thrust on the right side of the aircraft, further causing more thrust asymmetry and asymmetry of lift between the wings. Despite the issues, investigators did conclude that it was theoretically possible for the aircraft to have made it back to the field safely, but as we all know aviation rarely works out just as perfectly as the engineers intend for it to. NTSB Factual Report The report noted: (Examination of the wreckage indicates that the flaps were up, and video evidence indicates that the landing gear was down during the downwind leg of the traffic pattern.) The effect of airspeed on power required, flight path angle, and rate of climb is also presented, and indicates that during most of the flight, the airspeed was below the airspeed that would maximize the flight path angle (the condition required for maximizing the distance flown for a given altitude loss), and suggests that the airplane might have been able to clear the runway approach lights and reach the runway 6 threshold if the airspeed during the return to the airport had been higher (and/or if the landing gear had been kept raised until landing was assured). B-17 Nine O Nine Aftermath The FAA revoked the Collings Foundation’s Living History Flight Exemption in March. They noted maintenance issues found in both the #3 and #4 engines on the right wing, as well as other issues. At the time, McCauley (the pilot) served as the Foundation’s Director of Maintenance as well as the PIC for 909. This potential conflict could have led to the maintenance oversight that caused the issues in the October crash. From the report: “Regarding engine 4, to prevent the magneto ‘P’ leads from separating from the magnetos, someone had attempted to rig the magneto leads in place with safety wire. Inspection and testing of engine 4 left magneto revealed the movement of the safety-wired lead caused grounding to the case, which rendered the magneto lead inoperative. In addition, the right magneto of engine 4 was found unserviceable,” the agency stated in its decision. “An inspection of engine 3 showed all spark plugs electrode gaps were out of tolerance, fouled, and revealed various signs of detonation. Further inspection of this engine revealed problems with the cylinders.” The Collings Foundation is now defending itself in three lawsuits brought about since the crash. The Foundation has historically flown warbirds around the country, charging “donation fees” to help fund the maintenance and operational costs to keep the aircraft flying. Besides the B-17 dubbed 909, the Foundation owns and has operated many other WWII aircraft including a P-51 Mustang that you could ride along in for a $3,500 donation. In conclusion, for those of you who do not want to sift through the FAA and NTSB findings. It appears as with many accidents, that this was a case of poor decision making. Whether it be the decisions made during maintenance on the ground, or the decisions on the ill-fated flight. While we will have to wait several more months for the official “probable cause” from the NTSB, this accident, like many others, serves as a stark reminder to all in the aviation community that safety is no accident. Safety is achieved through careful and thoughtful maintenance, training, and ADM. Hopefully, we can all learn, and be reminded of the role we all need to play, so that this part of history does not repeat itself.

Corporate Pilot Life

1 Comment / Commercial Pilot, Uncategorized / By Jon Kotwicki

How to Become a Corporate Pilot There are two ways to fly on expensive and exclusive private jets. You can work and earn a big pile of money to buy one. Or the simple, cheaper option. Become a corporate pilot. Corporate pilots are commercial pilots who fly business aircraft around the world. Airplanes like Gulfstreams, Cessna Citations, Dassault Falcons, and Kingair turboprops. Unlike airline pilots, corporate pilots only deal with a few passengers and are not limited to large commercial airports. They typically fly airplanes smaller than airliners and work for companies or private individuals. Corporate aviation, also called business aviation, is an exciting career path with excellent pay, benefits, and the ultimate perk, flying fast jets and exploring the world! This article will describe the day in the life of a corporate pilot. It will cover job opportunities, the salary, and how to become a corporate pilot. Corporate Pilot Jobs Corporate pilots fly privately owned aircraft for private and public companies, private individuals, or private jet companies. Many people assume corporate pilots are private pilots for rich folks and celebrities. There are some private jet pilots for these celebrities, but this only represents a small fraction of the available corporate pilot jobs. Most business jets require two pilots to fly them. There is a captain and first officer, sometimes called a “co-pilot.” In larger flight departments, there is also a chief pilot and director of operations. These are positions that require more experience, flight hours, and sometimes higher education. They are also paid more than the other pilots. Business Aviation Jobs Corporate pilots that fly for companies are also called business aviation pilots. Many publicly traded companies and private companies operate a fleet of aircraft, called a flight department. Flight departments exist to serve the company. They do not sell seats on their airplanes. Only employees of the company are allowed to ride on these jets. Despite the high cost of private airplanes, it is often cheaper for the company than buying airline tickets. Plus, they save valuable time by avoiding security lines, extra transportation, and airline delays. It is common for corporate pilots to know the CEOs and other top executives on a first-name basis. Professionalism and safety is a top skill for all corporate pilots. Private flight department pilots are responsible for nearly everything, from catering, fueling, flight-planning, and even acting as the flight attendant on the plane. Charter Pilot Jobs Usually, when people talk about flying on a private airplane, they are thinking of a charter. The cost of owning and operating a private jet is too expensive for most people and small companies. For those who infrequently travel, chartering an aircraft is a cost-effective option. Charter pilots are commercial pilots that work for a company that owns the airplanes. These jobs are more similar to airline pilots. Since anyone from the public can charter an aircraft, it is highly regulated. Charter pilot jobs may be easier to find than other corporate pilot jobs. Some charter companies employ hundreds of pilots and are run similarly to an airline. Wheels Up is an example of a charter airplane company. Private Pilot Jobs In the world of aviation, a private pilot is anyone who holds a private pilot license. This license allows them to fly themselves and others without compensation. However, when discussing “private pilots” most are referring to an individual owning a plane and hiring personal pilots. Some high net-worth people will purchase an airplane and hire a management team to operate it. That will include personal pilots that only work for that individual. If you want to get a “private pilot license” so that you can fly private jets, you may be disappointed to find out you’ll need a very different license. To see all of the pilot license types explained, check out this article here. Corporate Pilot Life A wonderful part of aviation is that no day is the same. There are always new views, challenges, and excitement. A corporate pilot may be gone for a single day or weeks at a time when traveling around the world. Below is an example of a corporate pilot that works for a company operating a day trip. It is a corporate pilot’s job to operate the aircraft safely and maximize efficiency. Every minute counts. Day in the Life of a Corporate Pilot Let’s take a look at a corporate pilot named Steve, working for a Fortune 500 company’s flight department. Two days before the trip starts, Steve receives an email and phone notification with details about the trip. He starts preparations the next day. Steve chooses the best airports, negotiates fuel prices, and gets the airplane stocked for the flight. The morning of the trip, Steve arrives two hours before departure, or “wheels up.” He checks the weather with his first officer and files the flight plan. They perform a thorough preflight of the airplane. About 30 minutes before their flight, they start up the aircraft to have it ready the moment the passengers arrive. Steve greets the passengers. Today the company’s CEO and some managers are heading to Chicago for a client meeting. As soon as they sit down, Steve starts the engines and begins taxiing out for takeoff. Unlike airline flights, there is no security or waiting. A passenger can be dropped off at the airport and take off within minutes. For these people, time equals money. It is the pilot’s job to keep the operation running efficiently and quickly. Steve flies the first flight. En route, his first officer assists and prepares breakfast for the passengers. Before landing, Steve calls ahead on radio to the airport to confirm their car to meet them at the plane. After landing and taxiing to the private terminal, the passengers get out and drive to their business meeting. Steve and his first officer stay with the plane to prepare it for their flight home. Their business meeting is scheduled to last three hours. Once Steve and his

Required Reports When Flying IFR

4 Comments / Uncategorized / By Jon Kotwicki

IFR Reporting Points There are two types of mandatory reporting points when flying under instrument flight rules (IFR). Reporting points in RADAR contact and reporting points when not in RADAR contact. We’ll go over all of the reporting points broken down into the two categories below. 37% of failed IFR checkrides is due to applicants not knowing the required reporting points, or failing to apply them properly in-flight or during discussion on in-flight scenarios. Mandatory IFR Reporting Points (RADAR Contact) Reporting points specifically requested by ATC (91.183) Any unforecast weather conditions encountered (91.183) Any other information relating to the safety of flight (91.183) and (AIM 5-3-3) When vacating any previously assigned altitude or flight level. (AIM 5-3-3) When an altitude change will be made if operating on a clearance specifying VFR−on−top. When unable to climb/descend at a rate of a least 500 feet per minute. When approach has been missed. (Request clearance for specific action; i.e., to alternative airport, another approach, etc.) Change in the average true airspeed (at cruising altitude) when it varies by 5 percent or 10 knots (whichever is greater) from that filed in the flight plan. The time and altitude or flight level upon reaching a holding fix or point to which cleared. When leaving any assigned holding fix or point. Any loss, in controlled airspace, of VOR, TACAN, ADF, low frequency navigation receiver capability, GPS anomalies while using installed IFR−certified GPS/GNSS receivers, complete or partial loss of ILS receiver capability or impairment of air/ground communications capability. Reports should include aircraft identification, equipment affected, degree to which the capability to operate under IFR in the ATC system is impaired, and the nature and extent of assistance desired from ATC. Take IFR Practice Tests Here Mandatory IFR Reporting Points (Not in RADAR Contact) All of the required reports when in RADAR contract PLUS these below: The time and altitude of passing each designated reporting point, or the reporting points specified by ATC (91.183) When leaving final approach fix inbound on final approach (nonprecision approach) or when leaving the outer marker or fix used in lieu of the outer marker inbound on final approach (precision approach). A corrected estimate at anytime it becomes apparent that an estimate as previously submitted is in error in excess of 2 minutes. For flights in the North Atlantic (NAT), a revised estimate is required if the error is 3 minutes or more. Pilots encountering weather conditions which have not been forecast, or hazardous conditions which have been forecast, are expected to forward a report of such weather to ATC. What you need to know Generally speaking it is difficult to remember all of these off of the top of your head. One of the easier ways to go about ensuring you know when and how you are required to make a report is to fly with an IFR kneeboard that has the required reporting points printed on it, or have them printed somewhere in your aircraft. While some examiners on IFR Checkrides will want all of these memorized, many will accept you being able to reference them in some sort of written form that would be easily accessible to you in flight. To learn more about how to actually apply these reporting points in flight and everything you need to know for your IFR checkride, check out the 2021 IFR Checkride BootCamp.