Illegal Charters, Emergency Procedures, and Checkride Prep – VSL Aviation Podcast

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are

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listening to the VSL Aviation Podcast I'm your host Seth Lake Thanks for joining us Now this is

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live streamed on YouTube Instagram Twitch all the places

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and primarily on Discords where you can interact with us.

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So this is our our weekly podcast that I'm trying to do just to increase that interaction I get from people on on week to week.

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So join us in discord If you wanna talk live on the podcast or if you wanna ask your questions

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you can send it over on Instagram YouTube or Twitch I'm not monitoring those right now but I

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have somebody John, who I'll let him introduce himself here in a second.

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He's helped and edit that So he'll pass the question along to me and then I'll answer it There's

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a couple of topics that I cover at the top of the show and then open it up to questions Kind of

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any and all questions you got general aviation wise, commercial aviation, And if you

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have those check ride questions I'm a designated pilot examiner give a lot of check rides And so

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that seems to be a popular topic of things to discuss.

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So we'll go ahead and get started. I was already saying kind of in the in the pre show

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talk that I don't have a lot prepared today There's a couple of topics that I wanted to cover,

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and then open it up to questions So hopefully we have some people online that have some good questions to ask.

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So the thing I was gonna start with, and we're we're gonna try to screen share this I think

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it should come across… but we'll see This will be…A

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little bit of a test of that… So

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what I'm gonna do is share my screen.

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So you should be seeing an FAA screen now what I did is I searched for FAA

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part one thirty five certificate holders And so the genesis of this question is during the

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commercial check ride which I just gave one of those today an initial commercial check ride.

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And during that check ride I have a few different scenarios that I should throw to the applicant.

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And if you're preparing for your commercial or you took your commercial you probably know that

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that's it's kind of a no point of, of, contention of you know what

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is the DP you're gonna ask about holding out and all this different stuff Right We can go down a

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lot of different rabbit holes on whether or not you can legally do this commercial flight and

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get compensated to fly Right And that's the goal for most of us getting involved in aviation is

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one day be able to fly for compensation or higher.

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So the question is how do we do that legally?

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So,, one of the things that I like to throw in there is how to know that your

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employer is… operating as a legal operator Right And when I talk about an operator I'm talking

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about a certificate holder So they hold a part one nineteen certificate A

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lot of us start out in our first paying job.

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maybe after being a CFI is to work for a one thirty five and that's just simply a a non

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scheduled airline service Right we typically just the colloquial term is to just call it a charter.

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So for all that purposes when I say charter in part one thirty five I'm kinda using that interchangeably.

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so I I've got the story that I share with a lot of my commercial applicants where I'm sitting

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on the the FBO or sitting inside the FBO And out on the ramp I see this plane that pulls up

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and a young guy gets out of a business dude gets out of the back.

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Business dude goes to a car gets in. Young guy comes in sits down on the couch with me and I'm

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like oh I know I know what this guy's doing He's doing some sort of part ninety one or or maybe

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a charter flight, and you know building some hours And that's great So I strike up the conversation.

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And quickly he tells me he's flying one thirty five in the small piston aircraft Well, that

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kinda raises my eyebrows because A lot of small piston aircraft are difficult to put on a one

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thirty five That's not a real common thing to see on a part one thirty five certificate The maintenance requirements are really high.

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at any rate… conversation kinda ebbs and flows And in the downtime I got my laptop here and

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I pull up this website And all you have to do to find this website on your own is to search for

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FAA…part one thirty five operator list.

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And it will take you directly and then put that in Google That's the best way to search what's

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on the FA's I and it'll pull up this XLS document

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So let's take a look at this XLS op document here.

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So this is a part one thirty five operator list So let's say that you're a new hire at a part

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one thirty five You're all excited You got maybe, you know seven hundred hours you're tired of

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instructing You're excited to be able to fly something a little bit bigger a

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little bit faster and make a little bit more money hopefully.

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So every part one thirty five operator has to

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have what's called an operations specifications.

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So an op spec is what we call that And in that op spec they have to list…not only the types

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of aircraft that they can legally fly but the actual

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model make and model and tail number registration of those aircraft.

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So this list is basically it I think it's updated monthly So it's not always, a hundred

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percent correct but it's a good place to start from So every apartment one thirty five has to

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list all of the the tail numbers that they can legally operate on this list.

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And long story short if you're flying for a one thirty five operator on a tail number that isn't

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on this list…and that isn't in your current and signed operation specifications,

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then you could be doing an illegal charter.

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So… it's it's something that doesn't really get taught in commercial training but I think it's

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something that's really important for a commercial pilot.

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So I'm not gonna,, pick on anybody I just randomly selected this Dale Aviation and I see

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that they have some the c nineties the king air ninety.

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Real common aircraft to have. I've got probably a couple hundred hours in Kingier nineties.

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Great airplane, and really popular on one thirty five and also just a popular airplane in general.

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So we can see that Dale Aviation it looks like just counting here that they've got seven c nineties.

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On their certificate. And there are these specific tail numbers here We've got seven specific tail numbers.

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So a scenario that I might bring up in a check right is you know you go out to the airplane and

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you're normally flying, November two zero seven papa.

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But let's say…there's a let's find another See see if we can find another C ninety

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here Well we'll just make up the tail number November one two three four is out there and it's a

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C ninety and it's equipped the identical way… to two zero seven papa.

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And the owner says yeah. Two zero seven papa is down for a phase inspection.

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it's not available So we borrowed November one two three four out there Again it's a c ninety

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equipped exactly the same as two zero seven papa.

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And you're asked to go fly this flight now if

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it's a one thirty five flight, that's not legal.

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Right You you can't legally fly this airplane because it's not on the op spec that you are

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signed off on as a one thirty five pilot Right So the one thirty five that you're flying for the

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certificate you're operating under the airplane you're flying has to be listed in the off spec

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or and or on this list Not like I said this list is slightly out of date sometimes so there

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could be an instance where, maybe a lease was entered by that one thirty five operator

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and that was signed off by the Fizzo and that's all filed properly and and everything's copacetic.

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But you need to start asking some questions if you're being asked to fly a plane that's not on

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that one thirty five So kind of back to my initial story I'm sitting in the FBO I pull up this

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list And sure enough I don't see the the n number that's on the plane that's out there on the FBO isn't in this list.

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And so I asked the the pilot a little bit more about his one thirty five.

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And to me it sounded like the one thirty five maybe he was trying to pull the wool over his eyes

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a little bit because… the one thirty five did I did find them on here and I saw that they had a

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of King Years and that's what he said he was doing is building hours in this Aztec.

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And eventually he was gonna get moved up to the King Year.

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And, you know he wasn't there that long and left but that story kind of that that sticks with

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me because often wondered, I didn't ask all the questions because yeah I think he was tired of

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talking with me Maybe a little bit nervous I'm like Hey who is this dude It's asking too many questions about my operation.

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But at the end of the day, Hopefully I opened his eyes a little bit to to say that you know you

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need to ask some some questions about the people you're working for because…these operators

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may be asking you to do something that isn't quite legitimate.

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Now there is a way that he might have been on a legitimate flight like the owner of that one

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thirty five also owned Aztec and that was just apartment ninety one flight.

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That was fine But the point was I've got this new hire at a one thirty five that that told me he

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was doing a charter in a plane that wasn't listed on here.

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And either he needs more training about what actually is a charter and what is not a charter,

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or he was being told it was a charter and it it was but it was an illegal one.

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So I've often brought this up, and I'd like to hear from the group maybe later if you've

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ever seen this, Eep that I'm showing here on Excel.

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this is a pretty important, thing for you to know as a commercial pilot a way to kind

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of make sure that your operator is operating under the the right set of rules Because I could

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definitely see you know a new CFI that's hungry for flight hours, kinda get a little bit

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over their skis and not ask enough questions because hey this guy's or this company is paying me

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to fly And I need the flight hours Right I wanna go to the airlines all that.

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it's easy to maybe get a little excited about that and not ask enough questions.

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there's kind of that saying of don't look a gift horse in the mouth where if somebody gives

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you something that's that's of value you don't want to inspect it too closely because hey you just got this.

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And that's not true for these jobs because at the end of the day

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you putting your certificate on the line just as much as the operator's certificate.

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So if you land and get ramp inspected and it turns out that is an illegal charter, your

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certificate is gonna get action taken against it more than likely as well as the part one nineteen.

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But it's gonna be your certificate on the line as well. So I wanted to to show that to folks

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Another one that is kind of related to that is an advisory circular

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, and I'll share the screen one more time.

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Or again anyway, this is the truth in leasing advisory

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circular So ninety one thirty seven, bravo.

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And we're gonna go to page fit…And what's cool about this advisory circular is

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at the… at the end, it has

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a in figure one this is on page seven of that advisory circular.

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It has a sample, truth and leasing.

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and this this is an example of how a dry lease would be,

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done and filed…for the new operator.

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So you might question about, well Seth when would I need to use a leasing agreement like this?

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Well specifically, if it's a turbine aircraft, you would have to have a lease done.

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And more specifically you need a lease done whenever the person who's operating or exercising

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operational control of this aircraft…isn't the individual

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or entity that's listed on the aircraft registration.

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So I kind of think of it as I'm connecting the dots So if I'm paid as a commercial pilot to do a

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flight, I'm gonna go out and verify that the planes are airworthy by looking at the

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airworthiness certificate and the registration among other things Right That registration is

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really important as a commercial pilot because the entity that that aircraft is registered to.

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That's the owner Right? And if the owner is the one that's hiring me and exercising operational

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control and they're also the passenger then that's a legal part ninety one flight more than

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likely Now there's some other things that we need to look at there that can get in the weeds and

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we can talk about that later if you want But for the most part if they're act acting in

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operational control, And the registered owner hey I'm good to go But if the person or entity

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I'm flying… or who is acting in operational control isn't the person that the aircraft is

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registered to, Then I haven't connected the dots Right The registered owner is in an

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operational control for this flight So how do I prove what piece of document What paper trail do

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I have linking the registered owner to the current

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… entity or person that's in operational control.

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And I would do that through a lease agreement like this.

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So if I say, Joe Bob is the registered owner, and Henry is the guy that's exercising

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operational control…then I would have this truth and leasing document filled out…where

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the lessor being Joe Bob, the lessor is going to lease to the lessee,

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Henry, down on this this document here So now I've got both…I've got the paper trail Right

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I've connected the dots from the registration to the person acting in operational control.

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And this is just an example of what a truce and leasing clause

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would look like It's required for turbine aircraft It's not required for piston aircraft.

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But if you're out there doing you know pilot services, this is a good thing to be familiar with.

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And a good question to ask you know the commercial pilot I've I've flew with today…in fact

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shared you know he'd been on a couple of flights where he had sat right seat in an aircraft

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that's single pilot So it's all copacetic it's just hey

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he got the opportunity to fly right seat in a cool jet So he did that.

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And he had some questions like well we were doing this flight and, you know the person that

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owned the aircraft wasn't on the aircraft So how do I know that was legal?

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And that's where I brought up all the the truth in leasing the the lease document.

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Should be in place and this has to be onboard the aircraft and also has to be filed with the Fizzo.

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but this document could connect those dots there So just because you don't have the

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registered owner onboard the airplane, and are flying for hire Doesn't mean necessarily you're

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breaking the law as long as this was done as a backup there.

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Alright. So that's that stop that…screen sharing.

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John we'll take a I'm gonna drink a water here Why why don't you introduce yourself

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please… Sure I'm John I'm a CFI in Rhode Island.

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And I'm just here to help out Seth with whatever he needs help with So I kinda run the

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I administrate the discord i run the podcast

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or from the technical side of things.

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You know and that kind of stuff So if you have any questions, you know I'm a double I MEI,

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CFI So if you have any kind of questions, I'm always around So let me know.

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Awesome Yeah I just wanted to I I just said I was gonna let you introduce yourself and I never did that.

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Yeah If you you'll hear me referring to John John's helping me manage all this we got we're

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trying to live stream a bunch and found that I'm not the

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best at that, so I really appreciate his help.

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So if you're you know if you're watching the live stream on Instagram or YouTube or Twitch,

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or discord you don't have any questions that's gonna go through John He'll let me know you've got a question.

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and you can go ahead and start sending those in I'm gonna cover one more thing we're gonna

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move over to questions So hopefully we have a few on the docket already.

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Alright The next thing I wanted to cover this one's like late breaking news I I don't do a lot of late breaking news.

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but I saw this come across my Facebook feed and I was very interested…because it lines up

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really well with with some of the, scenarios that I get So this comes from a group that I'm

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in the Beach Craft Baron fifty five Very specific.

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Facebook group. but I saw this picture.

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And, luckily obviously the the guy got on the ground safely You can see here, got on the

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ground safely but he obviously had some sort of major failure,, in flight

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And I've looked out the left hand window of a beach craft baron before and seen almost this

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exact thing…where the the engine Callings just covered in oil.

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and what I thought was interesting,, is his… let me

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see if I can pull up his actual post… I thought he had more text

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about what actually had happened… well, what he said from the text is

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he was flying along… in about fifteen minutes

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into the flight, he starts to get a vibration.

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And the interesting thing about the comment that he made about the vibration is he initially

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thought that it was maybe flutter from a flight control He didn't even know it was coming from the engine.

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So…this is the exact type of scenario that I give…in a multi engine ride,

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where I'll say you start to experience just general airframe vibration.

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And it kinda throws a lot of people off where they're like well, there's not a really a

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checklist for airframe vibration in in most you know small aircraft There's not any way.

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and what I'm looking for is I'm looking for you to troubleshoot to see if it's the left or

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the right engine because what's happening here is that left engine or right engine begins to

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vibrate It it translates that vibration through the engine mounts into the rest of the airframe.

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And you can't really tell that it oh it's the left engine

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that's vibrating…or the right engine.

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You can just tell that there's a vibration there. And I actually had this happen to me… before

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where I've had a piece of the…and it is very similar to this incident because this this break

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in the windshield right here happened after he heard a loud pop.

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So it had been vibrating for a little bit He thought it was a flight control.

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Then he he heard a loud bang which is probably whatever came off the engine hit the wind screen

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and did some damage to the wind screen there luckily it didn't go through.

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and that's when he saw the oil start to stream out over the engine cow and he shut down the

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left engine feathered it successfully and landed with single engines successfully So he

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did a great job so it was a awesome job as far as handling the emergency.

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But it reminds me of, an event where I was flying Aztec and the the spinner of the Aztec on

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the left engine separated in flight So it broke apart and that spinner… it was like a grenade

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It blew off and it hit the side of the airplane made a loud bang and I actually stuck in the airplane side.

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And then started causing this big vibration because now the the propeller isn't balanced And

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there was half of the propeller had a spinner The other half didn't So it was causing this big vibration.

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And you couldn't really tell where it was coming from. and what we wound up doing is pulling

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the throttle back on the left engine That didn't change anything and we pulled it back on the

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right engine Hey that changed something So the frequency changed a

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lot with the right engine I think something's wrong with my right engine.

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And we chose to shut it down And as soon as it stopped spinning that's when we could

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see either the spinners like really damaged.

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So luckily it was VFR conditions We went back to the airport landed successfully single

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engine Not a big deal… But this instant right here is a perfect example of how a

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lot of times in multi engine flying, you will shut down the engine You'll use your

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PIC Authority to shut down a this behaving engine And that's usually the the right thing to do

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is I would rather if I'm having an engine that's behaving

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mat abnormally I'd rather have that shutdown and secure it.

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And now it becomes kind of a known quantity I can fly around single engine No problem.

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Come back and land rather than leave that engine running even if it is producing some power.

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Because if I have an engine you know if I have the option to have an engine running… but it's

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not running normally and leaving it running I don't know what's gonna happen I don't know if

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it's gonna get worse or cause a fire or break an engine mount or, you know if that is on one

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hand as an option And on the other hand I have the option of just shutting that engine down

250
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feathering it and flying around single engine stable, then I'm gonna choose that option That's the better option.

251
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so that's all I was gonna…bring up with that.

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so hopefully may maybe I'll have some some questions on that.

253
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Alright And then one more thing, again I…this one happened

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today where I showed somebody a feature in foreflight and they were like wow I never knew that that was an option.

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So I'm gonna pull up for a flight on this is the web app so it doesn't look exactly like the

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the iOS that you normally use on the iPad but close enough.

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So let's say that you're here at Russell. That's

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my my local airport right there.

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And the individual…said that they got some sort of clearance where they wanted to,

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proceed north on a radial…or proceed north to a radial DME off of a

261
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VOR before going direct to the next airport.

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So we'll just throw in a quick flight plan here where

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we're gonna go from Russell to Clinton.

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And we're gonna pretend like ATC says, well instead of just proceeding direct we actually want

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you to go, ten miles,, north of Russell… And then,

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at ten miles north of Resaville then we want you to proceed direct to, Clinton.

267
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So there's a couple different ways you could do this Right You could use the measurement tool

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and you could do the little pinch and then You could do the rubber band feature and just grab

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that root and and move it over there Or you could use the radial DME, kinda code and put it

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in the flight plan portion of foreflight So in that case it would look like KRE…three six

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zero, at ten.

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And that three six zero at ten that's the the radial.

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And then ten miles is the distance. And so you can see as soon as I type that code into the

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four flight window, It snapped that route to a three six zero ten miles north of Russell, and

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then direct to Clinton And that would obviously work with any VOR.

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in fact the VOR doesn't have to be on your route of flight So let's let's take this back.

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I've got a VOR, way down here at , hot springs There's a VOR down there.

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So let's say…for whatever reason they they use hot springs as a reference point so

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that That VOR identifier is HOT.

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And this might not work I'm gonna guess here on the the distance So it's three six zero off the

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hot springs VOR…at… let's say… seventy five

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miles… And so that becomes my point.

283
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And what that should do… Oh it didn't do anything Okay Of course The

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something that I I used to pick out doesn't work Now if you were to do that there it finally worked.

285
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So that's the hot springs…three six zero at seventy five miles Obviously this is kind of a

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weird flight plan that's not exactly direct.

287
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but that VOR wasn't in my flight plan before and I just used that in there So… bring that

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up because that's the case that happened with this pilot is they were given a radial DME of a

289
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VOR that was south of the of where they were at, off the airport.

290
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So… Just typing that in real quick will give you that situational awareness of of where that is

291
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So it's always the identifier either the three or four digit identifier I guess it could also be

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a, you could do a radial DME off of a a five letter you know GPS waypoint as well So that's

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the first one then a slash forward slash, you'll put in your, your three digit,

294
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radial…and if it's if it's only two or one you would do a zero zero you

295
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know one or a zero two five for instance And then the last is gonna be the distance.

296
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So it's always that that'll work in four flight web like I showed here or work in your your four flight.

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IOS… app on iPad or your your phone.

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So like I said that's all that I've got That was a quick little rundown on some topics I don't

299
00:25:22,675 --> 00:25:26,412
wanna…John how are we looking Do we have some questions?

300
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Enbo Fernie, man I hate pronouncing these things.

301
00:25:29,922 --> 00:25:36,469
so they asked what is the biggest piece of advice you give for initial flight instructor applicants?

302
00:25:36,469 --> 00:25:40,089
I have my CFI initial check right next week and I'm practicing giving all my

303
00:25:40,089 --> 00:25:44,114
briefings I created based off the ACS.

304
00:25:44,114 --> 00:25:50,214
so that's a great question. I… I am gonna pull up the

305
00:25:50,214 --> 00:25:57,005
… the Ace Guide here… so the Ace Guide you can purchase this on a website It's a

306
00:25:57,005 --> 00:26:03,854
document that basically pulls in all of the FA handbooks and the airman certification standards for all the ratings.

307
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And I recently made some updates to the CFI ACS.

308
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So you said you already have lessons done.

309
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Well, you know that and that's great So looking at your lessons your your, oral will

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probably consist of these, first three areas of operation It's gonna be your fundamentals of

311
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instruction your technical subject is in your preflight preparation.

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And then you also have to do a preflight lesson on a maneuver.

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now depending on your scenario that you have from your DPE, you might also do some sort of

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lesson on a system or something but that's that is kind of covered in the technical subject

315
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areas but that those…these kind of four areas are gonna be,, the foundation

316
00:26:47,954 --> 00:26:54,314
of your oral So for the the FOIs let's just look at a human behavior That's all in the aviation

317
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instructor's handbook So being very familiar with the chapter and verse of the aviation

318
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instructor's handbook I think is really important… you know core fundamental for you to have

319
00:27:05,479 --> 00:27:12,185
I don't want you to necessarily have everything in here memorized in the learning process is the perfect example.

320
00:27:12,185 --> 00:27:16,114
there's a lot of stuff in this chapter on the learning process.

321
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I don't expect you to have that all memorized, but just knowing that the learning process is

322
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covered in chapter three of the aviation instructor's handbook and having a working knowledge of

323
00:27:24,735 --> 00:27:30,109
that Like that would be very…that that's an impressive bit of knowledge I'd be very happy with

324
00:27:30,109 --> 00:27:33,319
that and we can kind of structure a discussion.

325
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And my questions over over that knowledge rather than just have you regurgitate it from rote

326
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memory which is kind of the lowest form of learning Right So I'm thinking of that as a DPE If

327
00:27:43,739 --> 00:27:48,569
you just have this stuff memorized, and that's just wrote learning that that's pretty easy.

328
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I want you to have that fundamental understanding of how to apply this to a lesson So not

329
00:27:54,409 --> 00:27:59,642
only knowing where to find it but knowing…kind of the the gray area of like how would I use

330
00:27:59,642 --> 00:28:06,580
this and apply it to, , a a task there The other thing that I've that I've added in

331
00:28:06,580 --> 00:28:12,002
, the technical subject area, Let's see where did I put this

332
00:28:12,002 --> 00:28:18,364
… Yeah So on the preflight preparation, it talks about

333
00:28:18,364 --> 00:28:21,844
proficiency versus currency in this links to a new section of

334
00:28:21,844 --> 00:28:25,374
the Ace Guide which has, the use of wings.

335
00:28:25,374 --> 00:28:32,110
So I would highly encourage you to figure out how you can incorporate wings into your check

336
00:28:32,110 --> 00:28:37,520
right scenario and training program of how you're gonna use wings to, both make sure that

337
00:28:37,520 --> 00:28:43,770
the pilot has a proficiency plan for not only passing this initial training that you're

338
00:28:43,770 --> 00:28:48,150
giving him let's say for a initial private pilot but also a plan for how they're gonna stay

339
00:28:48,150 --> 00:28:52,320
proficient as a private pilot you know over the years you know

340
00:28:52,320 --> 00:28:57,130
potentially, you know many many years there can be a private pilot at how are you gonna stay proficient.

341
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So that's where you can use wings there. also put in…the… The wings

342
00:29:03,744 --> 00:29:08,974
program is different wings topics So that's in here as well You can find all this for free on

343
00:29:08,974 --> 00:29:15,214
the FA safety dot gov website, but there's a lot of stuff in here that's really good…material

344
00:29:15,214 --> 00:29:18,405
that you could use as a training program for your CFI

345
00:29:18,405 --> 00:29:22,449
specifically,, the runway incursion avoidance.

346
00:29:22,449 --> 00:29:26,809
So if we go over here I've got this runway incursion remedial training.

347
00:29:26,809 --> 00:29:32,670
That's a great,, and even though it's remedial training is still really good for initial training.

348
00:29:32,670 --> 00:29:36,844
But that's a great kind of computer based lesson that you can incorporate.

349
00:29:36,844 --> 00:29:42,575
and when your,, DPE asks you about that because if you go to technical subject areas

350
00:29:42,575 --> 00:29:45,872
it's an area of operation c right here runway incursion.

351
00:29:45,872 --> 00:29:49,902
You can say how are you gonna teach this Well a on the FAA safety dot gov website there's a

352
00:29:49,902 --> 00:29:56,880
really lesson that covers, runway incursion avoidance So,, there's

353
00:29:56,880 --> 00:30:02,674
a little bit of… Hopefully that may came close to answering your question.

354
00:30:02,674 --> 00:30:08,714
you know incorporate the the instructor handbook incorporate the wings on how you're

355
00:30:08,714 --> 00:30:15,789
teaching I think both of those would be really good… okay Let's do a voice I got Mike.

356
00:30:15,789 --> 00:30:19,179
Okay Here you are Mike from Chicago Ask a good question.

357
00:30:19,179 --> 00:30:22,849
Yes Can you hear me? Yeah I can hear you.

358
00:30:22,849 --> 00:30:28,415
Cool. So I actually have my commercial checker on it tomorrow.

359
00:30:28,415 --> 00:30:35,295
Oh nice Feeling yeah I, feeling pretty confident on most things

360
00:30:35,295 --> 00:30:40,689
but…the, the cross country flight plan.

361
00:30:40,689 --> 00:30:46,989
it's been about four years since I did a paper NAV log for my private pilot.

362
00:30:46,989 --> 00:30:53,455
I Right i'm pretty confident just using foreflight for most flight planning purposes.

363
00:30:53,455 --> 00:31:00,215
but…I wanted to sort of get your thoughts on…or or maybe just hear from you what you

364
00:31:00,215 --> 00:31:06,510
usually see from commercial candidates…with regards to… the

365
00:31:06,510 --> 00:31:11,750
VFR…flight plan for the commercial cross country scenario.

366
00:31:11,750 --> 00:31:16,630
Yeah So let's let's go into the ACS so I always like giving references for what I'm talking

367
00:31:16,630 --> 00:31:22,574
about here… But the first place that this is gonna be evaluated on is in the ground.

368
00:31:22,574 --> 00:31:26,004
so your task d area of operation one task d

369
00:31:26,004 --> 00:31:29,474
is your cross country flight plan and you you did say commercial Correct?

370
00:31:29,474 --> 00:31:33,592
Yes. Okay Perfect So yeah area of operation

371
00:31:33,592 --> 00:31:37,802
one task d is your cross country flight planning That's where this first comes up.

372
00:31:37,802 --> 00:31:43,925
And then, right you know in both the knowledge…

373
00:31:43,925 --> 00:31:49,535
and the risk management and skills it talks about the EFP.

374
00:31:49,535 --> 00:31:55,584
So use of the EFP., and then in the note here it says preparation presentation presentation

375
00:31:55,584 --> 00:32:00,610
an explanation of a computer generated flight plan is an acceptable option.

376
00:32:00,610 --> 00:32:07,090
So as far as the e six p thing goes, no you don't need to use the e six p You can do it all on foreflight.

377
00:32:07,090 --> 00:32:13,515
that's fine Okay? So that's the reference for that You're good on using the EF.

378
00:32:13,515 --> 00:32:19,864
now what I would caveat that with is make sure you have a backup and your phone is a good backup.

379
00:32:19,864 --> 00:32:24,635
I'll I'll show some stuff on foreflight here There's a foreflight EFP checklist that I think

380
00:32:24,635 --> 00:32:29,790
is really good to use and then show the examiner… that you're using that because that that

381
00:32:29,790 --> 00:32:36,480
fulfills the requirement of the risk management task here of how do you manage risk by using an EFP?

382
00:32:36,480 --> 00:32:43,175
So that's the the first part there The second part that this is evaluated on is the actual navigation section.

383
00:32:43,175 --> 00:32:48,694
And so for that we're in area of operation six task a which is pilotage and dead reckoning So

384
00:32:48,694 --> 00:32:55,349
this answers your second kind of or a different segment of your question…of do you have to

385
00:32:55,349 --> 00:33:00,430
pick out way points or can you just just go direct So no you can't just go direct.

386
00:33:00,430 --> 00:33:03,650
you're going to have to have different way points in there Now

387
00:33:03,650 --> 00:33:06,979
I guess you could say you're gonna leave the direct in there.

388
00:33:06,979 --> 00:33:13,755
You're just gonna note somehow…of those waypoints but you you have to fulfill the requirement

389
00:33:13,755 --> 00:33:17,694
of pilotage and dead reckoning So those are two different things.

390
00:33:17,694 --> 00:33:24,322
Right They're evaluated on the same…task but they're they're two different things So if you

391
00:33:24,322 --> 00:33:31,270
look down here at the skills, we've got,, so prepare and use a flight log That's skill one

392
00:33:31,270 --> 00:33:36,199
So yeah you've gotta have a flight log Fourflight generates a beautiful flight log.

393
00:33:36,199 --> 00:33:41,339
And I'll I'll show you that for everybody watching on here I'll show that on four flight in a second.

394
00:33:41,339 --> 00:33:47,465
the next is navigate by pilotage. So remember navigating by pilotage is looking outside and

395
00:33:47,465 --> 00:33:53,285
saying yeah there's where I forty crosses the Arkansas River, that's my point.

396
00:33:53,285 --> 00:33:59,819
that's pilotage…dead reckoning is navigating by means of pre computed headings ground

397
00:33:59,819 --> 00:34:04,704
speeds elapsed time, and reference to landmarks or checkpoints.

398
00:34:04,704 --> 00:34:09,385
so the that is dead reckoning And dead

399
00:34:09,385 --> 00:34:14,344
reckoning pure dead reckoning is like what Lindberg used to cross the Atlantic back in the day.

400
00:34:14,344 --> 00:34:20,175
he had no checkpoints is flying over the ocean So he just flew a pre computed heading ground

401
00:34:20,175 --> 00:34:26,229
speed, not even ground speed just pre computed heading and power setting, for a

402
00:34:26,229 --> 00:34:30,229
specified time and then started looking for land you know.

403
00:34:30,229 --> 00:34:33,754
So that's like through dead reckoning.

404
00:34:33,754 --> 00:34:39,574
but you're using both of those So that's the thing that you're the skills that you're

405
00:34:39,574 --> 00:34:43,314
demonstrating to the evaluator…are listed right there.

406
00:34:43,314 --> 00:34:49,399
So how…you…would…do that on four go to

407
00:34:49,399 --> 00:34:52,969
… change window here.

408
00:34:52,969 --> 00:34:54,329
Go to four flight

409
00:34:54,329 --> 00:35:02,155
… Alright There we are.

410
00:35:02,155 --> 00:35:08,484
So you said it's you know three hundred miles So I…we're we're gonna pick a

411
00:35:08,484 --> 00:35:12,649
… k, m c k

412
00:35:12,649 --> 00:35:17,179
… I don't even know where that is There we go.

413
00:35:17,179 --> 00:35:23,969
Okay. So I've got this long, direct to and I imagine what you're saying is there's no

414
00:35:23,969 --> 00:35:28,290
need to change the point is like you don't have anything like this happening where it's

415
00:35:28,290 --> 00:35:33,300
penetrating a restricted area or prohibited area So I'll assume that your direct two point

416
00:35:33,300 --> 00:35:38,984
basically doesn't…interfere with any other air space you're like well why mess with it And the

417
00:35:38,984 --> 00:35:45,940
problem is, well how do you demonstrate the skills of piloted to dead reckoning if

418
00:35:45,940 --> 00:35:51,417
you've just got one straight line and no points selected in between Right?

419
00:35:51,417 --> 00:35:58,344
And… so so that's that's the key thing So what I would go here is I would go to

420
00:35:58,344 --> 00:36:04,602
my VFR sectional first, and I would pull that up as a layer.

421
00:36:04,602 --> 00:36:10,252
And I've covered this in other videos but I I like using I call it a rule of three.

422
00:36:10,252 --> 00:36:14,020
I like to have three things for each of my checkpoints.

423
00:36:14,020 --> 00:36:20,955
And, a little bit of gamesmanship from my check ride standpoint… I would pick out the first

424
00:36:20,955 --> 00:36:26,435
like four waypoints I would be very deliberate and have those solid waypoints If it's a three

425
00:36:26,435 --> 00:36:32,545
hundred mile check, you know, your distance you're not gonna fly that actual cross country.

426
00:36:32,545 --> 00:36:37,500
So… You know play the game in those first few checkpoints you really wanna spend some time in

427
00:36:37,500 --> 00:36:43,590
because you're probably gonna go to the first at least the first, more than likely second maybe even the third checkpoint.

428
00:36:43,590 --> 00:36:47,030
So you wanna have those down And the way I would pick those out,

429
00:36:47,030 --> 00:36:50,910
is using that rule of three I've got my direct line in there.

430
00:36:50,910 --> 00:36:57,790
and so I'm gonna look for things that have three different ways to identify them that

431
00:36:57,790 --> 00:37:02,449
is kind of on that route plus or minus ten miles left or right of course.

432
00:37:02,449 --> 00:37:09,599
Right? So…looking at this I can see well I've got some high tension power lines.

433
00:37:09,599 --> 00:37:16,460
yeah high tension power lines right here, a bridge A river another river

434
00:37:16,460 --> 00:37:22,350
, man that's a great point right there So I'm gonna I'm gonna grab my using the rubber band tool

435
00:37:22,350 --> 00:37:27,062
, and I'm I'm just gonna snap that right there.

436
00:37:27,062 --> 00:37:32,790
And all I'm gonna do is…I'm gonna I'm gonna click on that point when it pops up either in

437
00:37:32,790 --> 00:37:36,520
iOS or…the website here.

438
00:37:36,520 --> 00:37:41,630
And that's my first checkpoint. And so by the time I'm done I'm gonna have Well it's

439
00:37:41,630 --> 00:37:46,035
essentially the same direct line but it's gonna have these small zigzags in it.

440
00:37:46,035 --> 00:37:50,825
Right And so once once that's done, I'm gonna send it to flights.

441
00:37:50,825 --> 00:37:57,649
So that button right there… And then on my flights that's where I'm gonna be able to print the nav log.

442
00:37:57,649 --> 00:38:02,050
And I'll show you a couple of different options depending on the level of subscription that you

443
00:38:02,050 --> 00:38:08,887
have…is is going to…impact what nav log options that you have

444
00:38:08,887 --> 00:38:11,947
So they're in flights I've got the nav log.

445
00:38:11,947 --> 00:38:18,642
My nav log templates up here I've got the standard nav log, which looks like this.

446
00:38:18,642 --> 00:38:25,500
And then I've got, an international nav blog… that looks a little bit different like this

447
00:38:25,500 --> 00:38:31,810
… so… you can see what what each of these

448
00:38:31,810 --> 00:38:37,917
… looks like and and kind of analyze it for yourself and decide hey I I wanna do that The

449
00:38:37,917 --> 00:38:42,205
problem is…notice how it just gives my latitude longitude.

450
00:38:42,205 --> 00:38:48,915
So, from here what you could do is in foreflight you can save this to your

451
00:38:48,915 --> 00:38:55,520
document section, and then you can use like a Apple pencil or something to just go in and name

452
00:38:55,520 --> 00:39:00,037
that It takes a little bit of extra legwork to do that.

453
00:39:00,037 --> 00:39:05,047
But that's that's how I would do it is I would take this document I would share it to foreflight

454
00:39:05,047 --> 00:39:11,334
documents and then I would use the annotation feature…to annotate the name, and it can be

455
00:39:11,334 --> 00:39:14,679
a short short hand name for whatever

456
00:39:14,679 --> 00:39:18,959
bridge you know it doesn't have to be super district descriptive.

457
00:39:18,959 --> 00:39:23,429
And the other thing that you're gonna use that's helpful in the document section is now that I

458
00:39:23,429 --> 00:39:28,542
can annotate on this especially if I've got an Apple pencil, But I could even type on it as

459
00:39:28,542 --> 00:39:31,715
well but I can put in my actual time.

460
00:39:31,715 --> 00:39:36,574
So I've got my estimated time in route I wanna be able to put my actual time in there because

461
00:39:36,574 --> 00:39:42,729
that actual time… is going to impact my downstream,

462
00:39:42,729 --> 00:39:47,639
… downstream points Right?

463
00:39:47,639 --> 00:39:54,604
And that's important because I'm gonna change the window again back over to… the, the

464
00:39:54,604 --> 00:40:01,564
ACS… is right here We've got arrive

465
00:40:01,564 --> 00:40:07,944
at the en route or plan checkpoints within three minutes of the initial or revised ETA

466
00:40:07,944 --> 00:40:14,909
… And provide a destination estimate So that's skill six You have to be able to do that.

467
00:40:14,909 --> 00:40:18,840
So at the end you know you're using all this to verify your position within two

468
00:40:18,840 --> 00:40:22,979
miles and within plus or minus three minutes.

469
00:40:22,979 --> 00:40:26,130
Of of when you wanna hit that point.

470
00:40:26,130 --> 00:40:33,074
and then… update the revised, or provide a estimated destination

471
00:40:33,074 --> 00:40:36,910
, you know a new revised ETA of your destination.

472
00:40:36,910 --> 00:40:41,459
That can kind of be done through foreflight because it's constantly giving you a revised DTA,

473
00:40:41,459 --> 00:40:44,469
at the bottom of the screen.

474
00:40:44,469 --> 00:40:50,500
so maybe that's not quite that critical but using that NAM log in the digital

475
00:40:50,500 --> 00:40:55,814
…section in the foreflight I think is is really good Does that answer your question?

476
00:40:55,814 --> 00:41:02,244
Yeah I think so., I was planning to essentially do something similar just print it out And

477
00:41:02,244 --> 00:41:08,929
then, you know using just a pen just to write,, what the waypoints

478
00:41:08,929 --> 00:41:14,050
are,, over the or you know next to the coordinates.

479
00:41:14,050 --> 00:41:17,479
Oh you you could totally do that as well just make sure

480
00:41:17,479 --> 00:41:21,054
you know for the check rides you've you've got it ready.

481
00:41:21,054 --> 00:41:24,454
printed out You could easily hand it over to

482
00:41:24,454 --> 00:41:28,114
the the DP if they wanted to see that verify your calculations.

483
00:41:28,114 --> 00:41:34,419
you know the the one thing to remember is foreflight is not correcting for…your

484
00:41:34,419 --> 00:41:39,429
deviation It's only correcting for variations So that's something that I would bring up I'm

485
00:41:39,429 --> 00:41:42,679
kinda head that off at the pass when you're briefing the use of

486
00:41:42,679 --> 00:41:46,932
foreflight, saying that it's corrected automatically for winds.

487
00:41:46,932 --> 00:41:52,705
And magnetic variation, but it has not corrected for magnetic deviation, which is unique to

488
00:41:52,705 --> 00:41:55,984
the airplane So that would be a final correction you might have to make.

489
00:41:55,984 --> 00:41:59,395
Right Using whatever the values on the Compass card are.

490
00:41:59,395 --> 00:42:06,320
Yeah Correct…Nwick asked if eyes use more oxygen at night

491
00:42:06,320 --> 00:42:10,454
and cause early onset at lower altitudes

492
00:42:10,454 --> 00:42:14,817
or is it the function of the rods just the first thing to go?

493
00:42:14,817 --> 00:42:21,435
So basically sort of just the specifics of…what causes,

494
00:42:21,435 --> 00:42:28,320
I guess the hypoxia to happen earlier at night, the lower altitudes… Okay.

495
00:42:28,320 --> 00:42:33,140
Wow That's that's a good question You know so my basic understanding on it so it looks like

496
00:42:33,140 --> 00:42:39,920
chapter seventeen So if you wanna read about vision and flight chapter seventeen of the, p

497
00:42:39,920 --> 00:42:46,574
hack… I'll I'll close that down and just kinda give my thoughts on it What my

498
00:42:46,574 --> 00:42:53,444
understanding of it is the color vision processing power of your brain, that is a

499
00:42:53,444 --> 00:42:59,084
very high level function And your the way your body kinda works and they'll talk about this in

500
00:42:59,084 --> 00:43:02,624
survival training is, you know the the high level stuff

501
00:43:02,624 --> 00:43:06,454
is the first thing that your your body starts to shut down.

502
00:43:06,454 --> 00:43:11,224
It's like if you're using your computer and it's running slow, you're gonna close out the

503
00:43:11,224 --> 00:43:17,064
the browser windows that you're not using not the real important ones but the ones like okay The

504
00:43:17,064 --> 00:43:22,344
Twitter that I'm not reading or Facebook or whatever I'll close those windows down first but I'm my.

505
00:43:22,344 --> 00:43:25,910
homework window is the one I'm gonna leave open.

506
00:43:25,910 --> 00:43:30,030
Kinda to use a cheesy analogy there When you're they're flying in

507
00:43:30,030 --> 00:43:34,500
in aircraft your color vision is taking up a lot of processing power.

508
00:43:34,500 --> 00:43:40,739
So it's gonna be the first thing that gets kind of cut down So if you're flying at night and

509
00:43:40,739 --> 00:43:47,645
you get a little hot toxic…the amount of color or light input that you have during the

510
00:43:47,645 --> 00:43:53,720
day you might not notice a lack of color vision but at night, you you're you're gonna notice

511
00:43:53,720 --> 00:44:00,639
that more, because there's just less light input kind of going into your eyeballs So,

512
00:44:00,639 --> 00:44:07,165
that's where you you start to lose that color vision… You know the the lack of the night

513
00:44:07,165 --> 00:44:10,994
vision that was also a lot of processing power.

514
00:44:10,994 --> 00:44:15,395
So both of the I I don't know if it's actually using more oxygen is the right way to put it or

515
00:44:15,395 --> 00:44:18,744
if that's when the body doesn't have enough oxygen

516
00:44:18,744 --> 00:44:23,177
…color vision is kinda one of the first things that it starts to cut down on.

517
00:44:23,177 --> 00:44:28,567
and that's you can I've actually experienced this in in pilot training, pulling a lot of

518
00:44:28,567 --> 00:44:33,287
G's in the t six and you start to lose blood flow to your head.

519
00:44:33,287 --> 00:44:38,447
You can start to gray out before you black out So if you don't do your anti g stream maneuver

520
00:44:38,447 --> 00:44:42,125
correctly, you'll start to lose that color vision It'll start to

521
00:44:42,125 --> 00:44:46,074
turn gray because you're losing blood flow to your head.

522
00:44:46,074 --> 00:44:50,764
or to your brain and and you lose that color vision Hopefully that answers your question At

523
00:44:50,764 --> 00:44:55,780
least you know chapter seventeen is where you can learn that in the p hack.

524
00:44:55,780 --> 00:45:01,977
okay I'll move over to Caleb here. what brief, did you have your instructor your

525
00:45:01,977 --> 00:45:07,117
instructors What do you use when instructing your light twin as far as when I close throttle and

526
00:45:07,117 --> 00:45:13,715
go straight ahead versus attempting to secure… and continue the flight after takeoffs I mean no runway is remaining.

527
00:45:13,715 --> 00:45:17,860
I've been doing four hundred AGL but considering switching it to gear up.

528
00:45:17,860 --> 00:45:22,950
we're going as I instruct in the Midwest not much terrain or high obstacles.

529
00:45:22,950 --> 00:45:27,112
And Caleb's EmiI ride is on Thursday Well good luck for that Caleb.

530
00:45:27,112 --> 00:45:31,482
I like four hundred AGL. that's what I use in kind

531
00:45:31,482 --> 00:45:36,072
of light underpowered twins where the single engine climb rate is questionable.

532
00:45:36,072 --> 00:45:42,880
So that's kind of my cutoff of. I'm flying a big… Kingier you know or

533
00:45:42,880 --> 00:45:46,280
of course the kingier, a big baron.

534
00:45:46,280 --> 00:45:49,399
So let's say I'm flying a fifty eight t c baron.

535
00:45:49,399 --> 00:45:53,260
A lot of excess horsepower I'm light on fuel.

536
00:45:53,260 --> 00:45:56,830
I'm gonna use a gear up So if the gear's up I'm gonna be able to

537
00:45:56,830 --> 00:46:00,790
continue to climb out single engine safely No problem.

538
00:46:00,790 --> 00:46:05,139
If I'm flying a Technimum the p two thousand six t and I've got two

539
00:46:05,139 --> 00:46:10,000
people in it in full fuel, My single engine climb gradient is questionable.

540
00:46:10,000 --> 00:46:16,669
Right? And so at that point I'm gonna use four hundred feet I'm if even if I have the gear

541
00:46:16,669 --> 00:46:20,129
down and I'm less than four hundred feet, I am more

542
00:46:20,129 --> 00:46:24,565
… caged to just land straight ahead.

543
00:46:24,565 --> 00:46:28,155
now…this is where we get

544
00:46:28,155 --> 00:46:32,165
into a little bit of a debate I guess.

545
00:46:32,165 --> 00:46:36,135
Is a good way to think about it Really what I'm doing is I'm building myself the permission

546
00:46:36,135 --> 00:46:42,205
structure saying that it's okay for me to do a forced landing below four hundred feet even if I have a good engine.

547
00:46:42,205 --> 00:46:45,762
That's okay and that could be an outcome.

548
00:46:45,762 --> 00:46:51,074
Of course I'm gonna do the everything full for maintain your craft control.

549
00:46:51,074 --> 00:46:56,094
I'm gonna do all that And if I'm able to maintain altitude or continue a climb then of course

550
00:46:56,094 --> 00:47:02,785
I'm not gonna just do a forced landing straight ahead or twenty degrees left to right I'm gonna continue the climb.

551
00:47:02,785 --> 00:47:07,515
But really what I'm doing is I'm kinda prepping myself for the potential of having to do a

552
00:47:07,515 --> 00:47:10,875
forced landing even though I've got a good operating engine.

553
00:47:10,875 --> 00:47:17,425
So Caleb said he's in a seminal And so yeah a seminal if you've got two people

554
00:47:17,425 --> 00:47:20,445
…in quite a bit of fuel.

555
00:47:20,445 --> 00:47:26,310
And yeah if it's a warmer tent then that four hundred feet I think is is reasonable.

556
00:47:26,310 --> 00:47:33,230
If you do four hundred feet or, you do… if you

557
00:47:33,230 --> 00:47:36,980
do four hundred feet or gear up either one that's just a good discussion point to have with your

558
00:47:36,980 --> 00:47:42,130
DPE as long as you can defend your position So if you say four hundred feet in your briefing, I

559
00:47:42,130 --> 00:47:46,320
don't think the DPE I don't know of any examiners that I gotta say nope You fail That's that's

560
00:47:46,320 --> 00:47:51,704
unacceptable…you they might bring it up in the debrief of hey why did you choose four

561
00:47:51,704 --> 00:47:58,509
hundred feet And of course my… My thought process on the four hundred foot rule… is

562
00:47:58,509 --> 00:48:05,159
…that…anything below four hundred feet, it's gonna take me around thirty seconds to

563
00:48:05,159 --> 00:48:09,580
kinda analyze everything and get it feathered and start a climb And in that time I'm gonna be

564
00:48:09,580 --> 00:48:13,050
descending So you're gonna do a drag demo Right So in that drag

565
00:48:13,050 --> 00:48:17,580
demo just take note of figuring for thirty seconds.

566
00:48:17,580 --> 00:48:23,580
How much altitude do you lose in thirty seconds once you go everything's clean and one milling prop.

567
00:48:23,580 --> 00:48:28,860
Well you're descending with a one milling prop everything clean down low, or when you do the

568
00:48:28,860 --> 00:48:31,939
drag demo you're probably descending around four hundred feet a minute.

569
00:48:31,939 --> 00:48:35,969
So in thirty seconds you're gonna lose give or take two hundred feet of altitude.

570
00:48:35,969 --> 00:48:41,770
While maintaining your speed and analyzing things. So if you're at four hundred feet that puts you at two hundred feet.

571
00:48:41,770 --> 00:48:46,209
So at two hundred feet off the end of the runway there's a lot of obstacles that are two hundred

572
00:48:46,209 --> 00:48:51,617
feet tall Right There's a lot of antenna and…terrain that are out there So that's why I choose

573
00:48:51,617 --> 00:48:55,969
the two hundred feet Because now…if you're doing anything less than four hundred feet now

574
00:48:55,969 --> 00:49:01,100
you're gonna be below two hundred feet So potentially trying to dodge… different you know

575
00:49:01,100 --> 00:49:07,397
obstacles…with an engine inoperative at a low altitude that's a recipe for disaster

576
00:49:07,397 --> 00:49:12,137
So below four hundred feet I'm kinda giving myself permission to just do a forced landing rather

577
00:49:12,137 --> 00:49:16,120
than fight a sick airplane that's underpowered.

578
00:49:16,120 --> 00:49:22,110
So hopefully that that answers your question there A CF double I applicant so he's got a CFI

579
00:49:22,110 --> 00:49:25,469
double check CF double I check card coming up soon.

580
00:49:25,469 --> 00:49:29,913
and he watched the your podcast on PBM

581
00:49:29,913 --> 00:49:34,617
slash rnav slash r and p, and you wanted to make sure that it was clear.

582
00:49:34,617 --> 00:49:41,484
that PBM is the broad umbrella term and that GPS is a method of rnav navigation, and

583
00:49:41,484 --> 00:49:47,649
that r and p verifies and alerts the accuracy of the course aka the containment.

584
00:49:47,649 --> 00:49:53,469
and then also what are the differences between R and P and GPS approach approaches is an LPD

585
00:49:53,469 --> 00:49:59,324
considered an R and P approach… So Okay Yeah.

586
00:49:59,324 --> 00:50:03,405
Good Good questions there Then I did a I probably need

587
00:50:03,405 --> 00:50:07,554
to do a refresh of this video This is a little bit of a acronym.

588
00:50:07,554 --> 00:50:13,969
Word salad nightmare… Especially when you start getting the weeds of it.

589
00:50:13,969 --> 00:50:17,429
So broadly speaking sounds like you're you're correct.

590
00:50:17,429 --> 00:50:20,629
PBM is just performance based navigation.

591
00:50:20,629 --> 00:50:24,550
and so a PBM could be

592
00:50:24,550 --> 00:50:28,804
done with… type of of GPS.

593
00:50:28,804 --> 00:50:32,554
Right? It could also be done with like a DME DME

594
00:50:32,554 --> 00:50:37,074
IRU or a inertial navigation system Those are all performance based.

595
00:50:37,074 --> 00:50:42,175
Navigation anytime you've got Basically two forms of navigation that are constantly comparing

596
00:50:42,175 --> 00:50:47,945
themselves or a piece of navigation that's comparing you to something else to verify that you

597
00:50:47,945 --> 00:50:54,905
are performing like you think you are… Rnav is just area navigation doesn't necessarily

598
00:50:54,905 --> 00:50:58,524
have to be GPS, but that's the most common one here in the states

599
00:50:58,524 --> 00:51:02,195
that we use or is GPS for Rnav.

600
00:51:02,195 --> 00:51:09,080
And then required navigation performance that's RMP, that's the alerting function of…

601
00:51:09,080 --> 00:51:15,929
essentially, of GPS So, yeah if you're… if you're going out

602
00:51:15,929 --> 00:51:22,724
there and and doing a GPS approach… a RMP approach is just going to alert

603
00:51:22,724 --> 00:51:29,444
you if you have any, exceedances over whatever RMP is selected so,

604
00:51:29,444 --> 00:51:36,159
in other words or for example a lot of RMP approaches might be a point

605
00:51:36,159 --> 00:51:40,100
three So a point three RMP that's typically your LPDV

606
00:51:40,100 --> 00:51:45,322
…level as RMP of point three if you're LPDV.

607
00:51:45,322 --> 00:51:52,244
So again here we're getting the word salad LPV is in fact a type of RMP approach,

608
00:51:52,244 --> 00:51:59,157
even though it's not labeled that on the approach plate Right So it's not labeled RMP…AR

609
00:51:59,157 --> 00:52:05,929
you know l p it's just lab labeled l p v minimums That is a type of RMP… ,

610
00:52:05,929 --> 00:52:12,649
but maybe a a little different categorically than a true RMP AR approach So an RMP AR approach

611
00:52:12,649 --> 00:52:17,919
would be something that says RMP AR and let's see if I can pull that up as an example.

612
00:52:17,919 --> 00:52:24,574
So this is what a… a RMP AR approach…is and this is true

613
00:52:24,574 --> 00:52:29,145
RMP So notice it says authorization required at the bottom.

614
00:52:29,145 --> 00:52:33,979
And then the in the category section here it has an RMP of point three.

615
00:52:33,979 --> 00:52:39,604
So we would need to verify that we have RMP point three selected.

616
00:52:39,604 --> 00:52:46,585
And if we go to…another approach…so this is the RMP one

617
00:52:46,585 --> 00:52:49,755
three left RMP X-ray one three left.

618
00:52:49,755 --> 00:52:53,135
Notice we have two different lines of minimum We have an RMP of point one

619
00:52:53,135 --> 00:52:56,820
one and then we have an RMP of point three.

620
00:52:56,820 --> 00:53:00,619
And the RMP of point one one allows us to go to a lower

621
00:53:00,619 --> 00:53:04,689
minimum or a lower altitude than the point three.

622
00:53:04,689 --> 00:53:11,434
And again this one has authorization authorization required… And then if we look at just

623
00:53:11,434 --> 00:53:17,975
a…regular…GPS RNF GPS…the LTV

624
00:53:17,975 --> 00:53:21,510
it doesn't mention anything about RMP.

625
00:53:21,510 --> 00:53:27,939
But if you read in the aim, it talks about LPD being an RMP of point three So in order for

626
00:53:27,939 --> 00:53:34,037
you to get LPDV guidance you have to have at least a RMP of point three in your GPS.

627
00:53:34,037 --> 00:53:38,847
And that's where maybe I get a little out of my wheelhouse I'd have to study up on you know how

628
00:53:38,847 --> 00:53:43,324
…the from the certification standpoint, we have

629
00:53:43,324 --> 00:53:48,304
…a GPS unit that's able to do an LTV approach.

630
00:53:48,304 --> 00:53:54,820
But we also can't you know manipulate the RMP…and and do the RMP AR stuff.

631
00:53:54,820 --> 00:54:00,989
So, I think I've butchered that question a little bit but hopefully…answered some some of

632
00:54:00,989 --> 00:54:05,829
your questions overall it sent them like the stuff you said from the Instagram user They had

633
00:54:05,829 --> 00:54:11,719
the right idea of everything, and that's how it kinda covered it in the website there.

634
00:54:11,719 --> 00:54:17,359
Yeah And if you're Adam is in discord saying that Sometimes an Rnav GPS approach will still

635
00:54:17,359 --> 00:54:22,889
list RMP approach above the notes section in the briefing strip of the plate Now that's right

636
00:54:22,889 --> 00:54:29,575
Adam it will say RMP approach up there As long as it doesn't say authorization required…

637
00:54:29,575 --> 00:54:36,234
And the GPS unit you're using is telling you hey you've got LTV minima, and then you're good to

638
00:54:36,234 --> 00:54:42,014
go That's in fact I've heard that the FA is gonna change their their wording here.

639
00:54:42,014 --> 00:54:46,744
To make it a little less confusing where they're just gonna say hey if it has LTV minima, it's

640
00:54:46,744 --> 00:54:52,395
an RMP approach So we're gonna put a an Rnav RMP on all these approaches.

641
00:54:52,395 --> 00:54:58,600
They're RMP approaches. And we're only gonna put you know the Rnav

642
00:54:58,600 --> 00:55:01,875
GPS on a purchase that don't have LPDV minimum because

643
00:55:01,875 --> 00:55:05,795
technically LTV requires an RMP of point three.

644
00:55:05,795 --> 00:55:11,225
as a DPE do you have any common areas that you see needing improvement or further teaching

645
00:55:11,225 --> 00:55:15,395
for applicants across the board, and he mentioned that he's a new CFI himself

646
00:55:15,395 --> 00:55:21,549
… Man that's a that's a question that comes up a lot

647
00:55:21,549 --> 00:55:28,364
… It's hard to put my finger on like there's the one thing

648
00:55:28,364 --> 00:55:31,955
… typically a lot of

649
00:55:31,955 --> 00:55:36,675
disapprovals are around, your landings and pattern entries.

650
00:55:36,675 --> 00:55:43,525
So I think that's that's one thing that is maybe across the board all the big flight schools I fly for.

651
00:55:43,525 --> 00:55:46,594
They have some issues entering the pattern.

652
00:55:46,594 --> 00:55:52,864
and that and that's caused I think maybe it's a little bit of the FAA's fault for being not

653
00:55:52,864 --> 00:55:58,395
too clear here So I'm gonna pull up the the Ace Guide again.

654
00:55:58,395 --> 00:56:05,255
And…down the Ace Guide includes advisory circular ninety sixty six Charlie which is your

655
00:56:05,255 --> 00:56:12,099
non towered flight operations… and it has,, basically excerpts

656
00:56:12,099 --> 00:56:17,299
This is just from the p hack in the airplane flying handbook of different ways to enter the

657
00:56:17,299 --> 00:56:24,215
pattern… And…so these different ways to enter the pattern

658
00:56:24,215 --> 00:56:30,834
include crossing overhead…and the the so called teardrop entry which actually the teardrop

659
00:56:30,834 --> 00:56:34,870
entry isn't mentioned anywhere in FA guidance

660
00:56:34,870 --> 00:56:38,969
That's something that comes from the FA or comes from foreflight.

661
00:56:38,969 --> 00:56:44,050
The reason we call it teardrop is probably because of of foreflight.

662
00:56:44,050 --> 00:56:47,340
So we've got all these students that are using this teardrop entry.

663
00:56:47,340 --> 00:56:53,785
And I I think they're… maybe misunderstanding…the different options You've got

664
00:56:53,785 --> 00:56:59,815
a you've got two options You can do frost midfield and enter the forty five.

665
00:56:59,815 --> 00:57:04,880
And this is kind of my…my personal preferred option and this is the way it was really taught

666
00:57:04,880 --> 00:57:09,350
prior to twenty… nineteen, twenty twenty.

667
00:57:09,350 --> 00:57:15,697
This was the way it was taught I I don't know anybody that learned to fly back in the two thousands.

668
00:57:15,697 --> 00:57:22,474
The nineties, definitely earlier than that…that this was not how they were taught to enter

669
00:57:22,474 --> 00:57:26,334
the pattern So if you're on the opposite side you would cross midfield at pattern

670
00:57:26,334 --> 00:57:30,532
altitude…and enter the left down one That's pretty standard.

671
00:57:30,532 --> 00:57:36,719
So what everybody's doing now is they're crossing midfield, and then they're doing this… this

672
00:57:36,719 --> 00:57:40,512
turning descent to pattern altitude.

673
00:57:40,512 --> 00:57:44,742
To basically get positioned on the the forty five entry.

674
00:57:44,742 --> 00:57:51,445
And in this picture here it's it's cut off but… essentially what the FA wants you to do is they

675
00:57:51,445 --> 00:57:56,354
want you to fly over the airport five hundred feet above pattern altitude and analyze the

676
00:57:56,354 --> 00:58:01,294
airport, and then keep flying They want you to fly full two miles out.

677
00:58:01,294 --> 00:58:08,097
And then when you're two miles out, you want to descend down to pattern altitude.

678
00:58:08,097 --> 00:58:14,474
Turn around… and come back and enter the pattern at a forty five entry on the downwind,

679
00:58:14,474 --> 00:58:17,605
yielding to any traffic that's already there.

680
00:58:17,605 --> 00:58:22,145
And the way the FAA has described it as the the one on the left

681
00:58:22,145 --> 00:58:26,775
here that that teardrop entry so called teardrop, is the primary.

682
00:58:26,775 --> 00:58:31,610
And then the old way that we used to do it all the time is like the secondary way.

683
00:58:31,610 --> 00:58:34,850
I think this is a hazard.

684
00:58:34,850 --> 00:58:41,285
I've I've seen it cause…I've seen it cause a couple of failures on check rides because people

685
00:58:41,285 --> 00:58:48,165
are doing this entry without really… analyzing the traffic pattern and flow and they wind up

686
00:58:48,165 --> 00:58:53,797
… Going wings up or belly up to an airplane for a long time they lose track of them and we wind

687
00:58:53,797 --> 00:58:57,359
up kinda coming to emerge with them on the downwind.

688
00:58:57,359 --> 00:59:02,255
I've seen that happen twice that's resulted in disprovals.

689
00:59:02,255 --> 00:59:08,864
Whereas…this method of pattern entry I think is a lot more simple a lot less maneuvering.

690
00:59:08,864 --> 00:59:14,704
It gets you on the ground faster, and you're not rushing necessarily you're you're just not

691
00:59:14,704 --> 00:59:18,284
doing a lot of maneuvering around the airport And If I can do less

692
00:59:18,284 --> 00:59:22,140
maneuvering within five miles of the airport I think that's better.

693
00:59:22,140 --> 00:59:27,530
So that for the FAA to come out and say they want us to do more maneuvering… within five miles

694
00:59:27,530 --> 00:59:33,459
of the airport I don't really agree with that Now the time I would agree with this part a here

695
00:59:33,459 --> 00:59:39,360
is if the traffic pattern was really busy And this may be, a good challenge to give you your

696
00:59:39,360 --> 00:59:43,175
new students as a new CFI Let's go find a really busy pattern.

697
00:59:43,175 --> 00:59:46,202
Have your student get outside of the pattern.

698
00:59:46,202 --> 00:59:50,319
And help them practice…that decision making of

699
00:59:50,319 --> 00:59:55,579
seeking sequencing themselves into the pattern Like how are you gonna do that?

700
00:59:55,579 --> 01:00:00,459
but letting them make those decisions is is I think really important I've talked about this

701
01:00:00,459 --> 01:00:04,914
on other shows and this applies to everything not just pattern entry.

702
01:00:04,914 --> 01:00:08,214
But one of the big things you can do as a new CFI is

703
01:00:08,214 --> 01:00:13,530
… force your student to make decisions.

704
01:00:13,530 --> 01:00:18,610
Right Help them become a decision maker because teaching somebody to be a good decision maker is

705
01:00:18,610 --> 01:00:21,699
actually a lot harder than teaching them to be a good pilot.

706
01:00:21,699 --> 01:00:27,604
So make sure as a new CFI that you're not inadvertently making all the decisions for your student.

707
01:00:27,604 --> 01:00:33,055
Because what's gonna happen is your student is you're gonna have those practical skills,,

708
01:00:33,055 --> 01:00:37,592
but they're not gonna know how to put those skills…to

709
01:00:37,592 --> 01:00:42,872
use in the real world, because you've been over there making all the decisions the whole time.

710
01:00:42,872 --> 01:00:47,362
and sometimes letting your student make a decision means letting them make a bad decision

711
01:00:47,362 --> 01:00:50,697
that's gonna lead to a…maybe a undesirable

712
01:00:50,697 --> 01:00:54,904
outcome,, or not a ideal outcome.

713
01:00:54,904 --> 01:01:01,454
But as long as that's safe… then that's good Let them make a decision that would lead

714
01:01:01,454 --> 01:01:05,167
to maybe them exceeding tolerances or…

715
01:01:05,167 --> 01:01:09,439
you know missing a checkpoint or maybe getting slightly lost.

716
01:01:09,439 --> 01:01:13,870
The important thing is you wanna let them fail but have it be within your comfort zone where

717
01:01:13,870 --> 01:01:19,622
you're not letting that lead to a dangerous situation because your job as an instructor is to keep them safe.

718
01:01:19,622 --> 01:01:25,312
So you you don't want them to let them fail so bad that you're now in a dangerous situation that that's not good.

719
01:01:25,312 --> 01:01:31,715
But you do wanna let them make decisions that you know, maybe… lead to something that's less

720
01:01:31,715 --> 01:01:35,525
than ideal and gives you good you know something good to debrief about.

721
01:01:35,525 --> 01:01:39,290
as you become…a more experienced instructor your your

722
01:01:39,290 --> 01:01:43,739
comfort zone your ability to let them fail will get bigger and bigger and bigger.

723
01:01:43,739 --> 01:01:49,117
and then you run into the complacency issue of well now you're complacent overconfident…You

724
01:01:49,117 --> 01:01:53,927
let them fail too much and that that leads to an unsafe outcome So keep them safe but but let

725
01:01:53,927 --> 01:01:59,784
them fail and they're gonna learn a lot from those mistakes… I will say that like look the

726
01:01:59,784 --> 01:02:03,445
biggest thing that people misunderstand about that teardrop thing that they're supposed to

727
01:02:03,445 --> 01:02:08,089
descend two pattern altitude before they begin that turn back towards the airport.

728
01:02:08,089 --> 01:02:11,769
and, I just wanted to clarify that.

729
01:02:11,769 --> 01:02:17,819
yep And and that's how it's drawn on there is descend first and then turn but it Yeah.

730
01:02:17,819 --> 01:02:23,229
I wish it wasn't called a teardrop What it is is you're getting yourself on the other side of the airport.

731
01:02:23,229 --> 01:02:26,659
Like that's what it's called You're definitely You're just maneuvering to the other side of the

732
01:02:26,659 --> 01:02:32,159
airport… It's not a… It's not a maneuver.

733
01:02:32,159 --> 01:02:35,930
Right It's a thing that you're doing. you're you're

734
01:02:35,930 --> 01:02:39,800
getting your airplane in an ideal spot.

735
01:02:39,800 --> 01:02:45,110
And…another go ahead What what else were you gonna say there John I had to say that I

736
01:02:45,110 --> 01:02:49,900
actually have taken a big preference towards the or flying the airport at pattern altitude and

737
01:02:49,900 --> 01:02:53,844
just trying to get right into the downwind, especially because my local airport,

738
01:02:53,844 --> 01:02:58,602
is right on the edge of Providence's airspace.

739
01:02:58,602 --> 01:03:05,280
So if we did that teardrop…to runway two three, we would go into Providence's airspace every

740
01:03:05,280 --> 01:03:09,780
time because it's like about Yeah Right on that two mile boundary So we don't really have a

741
01:03:09,780 --> 01:03:13,395
choice We have to do that second method…

742
01:03:13,395 --> 01:03:17,395
And what I find is people don't know it Right Like all through my Yeah.

743
01:03:17,395 --> 01:03:22,715
Primary training and all the way through CFI training I don't think I ever did that pattern

744
01:03:22,715 --> 01:03:26,385
altitude, turn right into the downward method of entering the traffic

745
01:03:26,385 --> 01:03:30,360
pattern and That's a it's a great way of doing it.

746
01:03:30,360 --> 01:03:37,169
Yeah No I I think it is It's it's kind of shocking…at how quickly the flight training

747
01:03:37,169 --> 01:03:43,249
industry shifted away from that Tory it's not even it hasn't been taken out of the book but For

748
01:03:43,249 --> 01:03:49,705
… for all intents and purposes it is taken out of the book because there's you're absolutely

749
01:03:49,705 --> 01:03:54,675
right I've given check rights where…I've asked the applicant.

750
01:03:54,675 --> 01:03:58,935
Does he even know how to do the alternate methods Like no We've known or even practice that So

751
01:03:58,935 --> 01:04:03,905
it's like well that's a failure on the school a little bit because there's there's a method in

752
01:04:03,905 --> 01:04:09,850
there Even though it's the secondary method, there's a method that you're not teaching So,

753
01:04:09,850 --> 01:04:14,487
as an instructor I think we should be teaching both methods…I think you should be using both

754
01:04:14,487 --> 01:04:17,964
methods You know in some cases they're they're both valid.

755
01:04:17,964 --> 01:04:24,744
the other thing I'll say about that is if you're…if you're fifty miles away… and

756
01:04:24,744 --> 01:04:28,784
you know that the winds are favoring the runway and you're gonna to get on the other you're on

757
01:04:28,784 --> 01:04:34,940
the wrong side of the runway, then there's a third option that's just change your route of

758
01:04:34,940 --> 01:04:41,620
flight where you're gonna…be on that side the ideal side anyway But change it fifty miles

759
01:04:41,620 --> 01:04:48,315
out Don't wait until you get over the runway… if you know what what direction people are

760
01:04:48,315 --> 01:04:54,447
landing, then just make sure you're on that side of the runway to begin with when you arrive.

761
01:04:54,447 --> 01:05:00,710
The only time that this… that wouldn't work is if you're going to an airport that doesn't have weather reporting.

762
01:05:00,710 --> 01:05:04,199
So you have no idea what the winds are Yeah Then…fly

763
01:05:04,199 --> 01:05:08,489
over above pattern altitude so you can look down at the windsock.

764
01:05:08,489 --> 01:05:13,780
And and see what the ones are doing You might have to do that So to me that's the valid reason

765
01:05:13,780 --> 01:05:18,590
to use that But if if I'm going to a place that has weather reporting or there's people in the

766
01:05:18,590 --> 01:05:23,360
traffic pattern that I can see, their traffic on foreflight And I go hey they're using runway

767
01:05:23,360 --> 01:05:28,110
seven Okay Well we're gonna we're gonna make our position you're gonna shift you know five

768
01:05:28,110 --> 01:05:33,340
degrees right twenty miles out to make sure that we're on the runway seven ideal side We're

769
01:05:33,340 --> 01:05:36,914
we're not gonna have to deal with that whole… you know

770
01:05:36,914 --> 01:05:40,924
crossing midfield or entering you know doing the teardrop.

771
01:05:40,924 --> 01:05:47,924
We fixed it a lot longer out… on that note somebody asked

772
01:05:47,924 --> 01:05:52,714
here on Discord what's my opinion on five hundred versus a thousand of a pattern altitude when

773
01:05:52,714 --> 01:05:59,699
crossing midfield…at a busier uncontrolled field,, specifically when doing the teardrop.

774
01:05:59,699 --> 01:06:06,144
I would say if it's busier and you've never been there a thousand would be a good idea because…

775
01:06:06,144 --> 01:06:11,314
of fifteen hundred feet or five hundred feet above standard traffic pattern altitude which is

776
01:06:11,314 --> 01:06:16,550
fifteen hundred feet above the ground That's the standard turbine…pattern altitude.

777
01:06:16,550 --> 01:06:20,090
So I would say a thousand is safer because that puts you

778
01:06:20,090 --> 01:06:24,439
outside of the the turbine,, pattern.

779
01:06:24,439 --> 01:06:28,649
And you're still low enough You're at two thousand feet above the ground You're still low enough

780
01:06:28,649 --> 01:06:32,584
at two thousand feet above the ground to analyze…the…

781
01:06:32,584 --> 01:06:36,875
the actual ground and speed were the winds favoring.

782
01:06:36,875 --> 01:06:42,494
But this…that isn't a issue in your example because you're saying that's a busier airport Sure

783
01:06:42,494 --> 01:06:47,729
you're assuming there's already people in the pattern So you're not really analyzing the wind sock at that point.

784
01:06:47,729 --> 01:06:52,159
but if I have to cross over the runway I would rather cross over a thousand above patterns

785
01:06:52,159 --> 01:06:56,562
than five hundred because five hundred would put me in the the turbine.

786
01:06:56,562 --> 01:07:01,544
Pattern altitude. So Victoria had a question in Discord.

787
01:07:01,544 --> 01:07:07,985
she has a training slash teaching, job in the corporate world for twenty plus years and

788
01:07:07,985 --> 01:07:14,780
their partner is a teacher… What is in the instructor FOIs that is a bit

789
01:07:14,780 --> 01:07:21,300
odd, when it comes to the teaching methods, she knows from her experience and her partner's experience.

790
01:07:21,300 --> 01:07:27,149
the knowledge…they have is more up to date and it's actually currently used in schools.

791
01:07:27,149 --> 01:07:31,995
she wants to know if it's okay to use that knowledge, in a integrate accordingly with the

792
01:07:31,995 --> 01:07:38,975
FOIs in the handbook, or if that will work against her… I think you could integrate that

793
01:07:38,975 --> 01:07:42,780
I definitely… use

794
01:07:42,780 --> 01:07:46,739
things that are outside the FOIs to teach.

795
01:07:46,739 --> 01:07:50,259
there's there's no you know FA rule or anything in the

796
01:07:50,259 --> 01:07:54,017
ACS that says that's the only thing you can use.

797
01:07:54,017 --> 01:08:00,104
And I would bet that even some of the newer…methodologies or,

798
01:08:00,104 --> 01:08:07,035
whatever you wanna call them, whatever methodologies you're using that are more up to date

799
01:08:07,035 --> 01:08:13,290
than the FOIs are probably still related enough to those FOIs…that take, you know

800
01:08:13,290 --> 01:08:19,854
, as long as they're getting the point across that's fine So now if you're… DPE

801
01:08:19,854 --> 01:08:25,934
asks you…what you know, how are you using theFO or what FOIs are you using What's your source

802
01:08:25,934 --> 01:08:32,900
And you take out this handbook from your State Department of Education… As long as you're not

803
01:08:32,900 --> 01:08:37,290
using that as your only source I would say you're still good But if that's your only source then

804
01:08:37,290 --> 01:08:42,990
yeah that might, that might present a problem where okay Well, you know this is a FA check

805
01:08:42,990 --> 01:08:48,440
Right I appreciate that that's a more up to date thing but So basically know the aviation

806
01:08:48,440 --> 01:08:54,774
instructor handbook from the FAA, and then be able to, you know clearly explain how you're

807
01:08:54,774 --> 01:09:01,459
integrating these other methodologies to supplement what the FOIs…are are discussing.

808
01:09:01,459 --> 01:09:05,699
I think that's totally fine I would be really interested to hear that personally as a DPE I'd

809
01:09:05,699 --> 01:09:09,259
be like yeah, I'd love to talk to other teachers,

810
01:09:09,259 --> 01:09:13,212
outside of profession I think that's how we grow That's how we make things better.

811
01:09:13,212 --> 01:09:19,724
So, yeah I think… using the the combination of those would be totally

812
01:09:19,724 --> 01:09:26,524
fine Antonio on YouTube asks if part or part twenty three still applies to

813
01:09:26,524 --> 01:09:32,009
older planes certified under car part three when it comes to airworthiness.

814
01:09:32,009 --> 01:09:35,290
as far as I know it does not No.

815
01:09:35,290 --> 01:09:40,032
the plane is held to the standard that it was certified underneath.

816
01:09:40,032 --> 01:09:46,125
So if you're flying a plane that was certified under CAR three… certified under CAR three you

817
01:09:46,125 --> 01:09:51,709
can't take and retroactively apply part twenty three to that aircraft.

818
01:09:51,709 --> 01:09:58,619
there may be some caveats to that… that I don't know about Right I I don't know everything.

819
01:09:58,619 --> 01:10:02,339
But for the for the most part that's my understanding of the rules.

820
01:10:02,339 --> 01:10:08,872
That's why you can see some, you know antique aircraft…That definitely would never be certified today.

821
01:10:08,872 --> 01:10:13,242
You know they, they wouldn't have enough to be certified as an airplane today but they're

822
01:10:13,242 --> 01:10:20,242
still…airworthy because they were certified under a older…cr three Now I share

823
01:10:20,242 --> 01:10:24,200
your frustration if, you know finding those…older

824
01:10:24,200 --> 01:10:29,859
…defunct rules of what your airplane was certified under can be challenging.

825
01:10:29,859 --> 01:10:35,995
So that can be kind of a homework project to even find okay what what were the rules…when my

826
01:10:35,995 --> 01:10:42,034
airplane was certified… but yeah we we don't have to retroactively apply twenty three to

827
01:10:42,034 --> 01:10:49,207
that I think that the TCDS will say what regulations it apply to the specific airplane.

828
01:10:49,207 --> 01:10:55,430
Yeah So that that would probably be the place to look because I think some planes have a little bit of a mix.

829
01:10:55,430 --> 01:11:02,379
Yeah I'm glad you brought that up It it can be Yeah The TCDS… does have a section in there that

830
01:11:02,379 --> 01:11:09,154
spells out You know here's the… the… certification

831
01:11:09,154 --> 01:11:13,254
criteria of the aircraft… for this make and model because

832
01:11:13,254 --> 01:11:17,532
that was definitely the case for planes that had been produced for a long time.

833
01:11:17,532 --> 01:11:21,022
You know in the one seventy two Beach Craft bonanza those are two.

834
01:11:21,022 --> 01:11:27,340
And and the the Piper… PA twenty eight those are kinda three models that come to mind that

835
01:11:27,340 --> 01:11:33,785
are pretty ubiquitous…that have been produced under several different… regulation

836
01:11:33,785 --> 01:11:39,805
types So, obviously a a new one seventy two you buy today is gonna be a lot different than a

837
01:11:39,805 --> 01:11:45,175
straight tail one seventy two, built in you know nineteen fifty seven.

838
01:11:45,175 --> 01:11:52,175
Sean on YouTube asks about because they own an experimental aircraft that they built and

839
01:11:52,175 --> 01:11:57,389
fly regularly and it has garmin glass slash was capability.

840
01:11:57,389 --> 01:12:04,154
he wants to know if you could take an instrument checkride in it… So

841
01:12:04,154 --> 01:12:08,735
experimental aircraft… It has GPS.

842
01:12:08,735 --> 01:12:12,805
Can you take a check right in it… yes.

843
01:12:12,805 --> 01:12:18,119
So… the there's been a recent change that actually helps.

844
01:12:18,119 --> 01:12:23,379
And there was a RV I ran into this with an RV six There was a guy that had an RV six It had

845
01:12:23,379 --> 01:12:29,804
really nice…Garmon avionics in it but it had no VOR.

846
01:12:29,804 --> 01:12:35,174
Well the old instrument rules required you to fly a VOR approach Like you you just you couldn't

847
01:12:35,174 --> 01:12:38,292
get around it One of your approaches had to be a VOR.

848
01:12:38,292 --> 01:12:43,589
The new ACS that came out last year… actually did away with that so you can do three Rnav

849
01:12:43,589 --> 01:12:50,130
approaches…under the new airman certification standards… as far as the experimental

850
01:12:50,130 --> 01:12:56,825
aircraft that's allowed, as long as the examiner is okay with it So the examiner…gets the

851
01:12:56,825 --> 01:13:03,714
the final say if they're comfortable doing it in that experimental aircraft… So, yeah I

852
01:13:03,714 --> 01:13:07,895
don't see any problem why you you couldn't do that as long as you can find an examiner that's

853
01:13:07,895 --> 01:13:12,435
okay flying an experimental aircraft, not not all examiners are.

854
01:13:12,435 --> 01:13:15,515
So, they may have that as a policy.

855
01:13:15,515 --> 01:13:20,395
I treat experimental aircraft as any other aircraft I I don't have a blanket statement of no I

856
01:13:20,395 --> 01:13:24,615
won't fly on them But if I if you show up the day of and the paperwork's not good and I'm not

857
01:13:24,615 --> 01:13:30,094
comfortable with this air worthiness then yeah I'm not gonna fly on it but most of those,

858
01:13:30,094 --> 01:13:36,619
you know, amateur build aircraft are actually really nice So… Yeah There's I don't see any

859
01:13:36,619 --> 01:13:41,339
reason why you couldn't take your instrument check right now I don't see any hands raised in

860
01:13:41,339 --> 01:13:44,559
the discord here I really appreciate the the live

861
01:13:44,559 --> 01:13:48,769
audience that joined in Hopefully you are liking the the live stream.

862
01:13:48,769 --> 01:13:54,185
We are recording these and we'll go and release them as podcast format later.

863
01:13:54,185 --> 01:14:00,535
but I I like the live sessions here So if if y'all like that let me know.

864
01:14:00,535 --> 01:14:04,765
In the interim we're doing these every Tuesday night So in in the next week if you have any

865
01:14:04,765 --> 01:14:09,584
questions that come up pass them along on Discord you can email me at seth lake at v s l dot

866
01:14:09,584 --> 01:14:15,225
arrow but a a great way is to get on here and Discord And if you ask your question on Discord

867
01:14:15,225 --> 01:14:18,915
we'll answer it You know we won't wait for the the live show.

868
01:14:18,915 --> 01:14:23,984
If it's a good question I'll usually bring it up during the show too because that I think

869
01:14:23,984 --> 01:14:29,015
that gives it maybe a little bit more reach But think about joining that discord channel,

870
01:14:29,015 --> 01:14:35,234
and we'll open see you all next week when we do our live podcast next Tuesday So thank you

871
01:14:35,234 --> 01:14:37,859
so much for joining us We'll see you next time

872
01:14:37,859 --> 01:14:42,833
…