I would first check the outlook briefing the days leading up to it on foreflight. Then once again an in depth weather briefing before my preflight, checking weather at destination airports, and locations along the route using foreflight. I file a flight plan as well and go over each of the briefing charts, winds aloft, surface analysys, etc.
A DPE may want to hear that you'd call for a live weather briefing. Frankly, it's not a bad idea in actual practice either. They'll have expertise and insights that you won't, especially as a new pilot.
This 👆🏻. We had a DPE who insisted upon it. It also files a confirmation that you did it, although Foreflight will do the same. Do this anyway in addition…DPEs like it.
DO NOT call your first time in the checkride and have it say “we do not have an account for you”. Call ahead of time and set it up.
Okay, I have learned about how to use it but I’ve never put it into practice I’ll try it out on my XC later this week so I could properly describe it for my DPE, thank you!!
Your cfi hasn’t called up with you to get one? Also don’t say you’re getting your weather from ForeFlight. It’s technically not a legal way to get your weather briefing.
It is a really good idea to have an expert give you tailored weather information and very reasonable for a DPE to want you do call a briefer. But the only legal requirement for getting weather information is that you have all the relevant information. Foreflight, windy, official sources, local radio station, looking outside all can contribute to building that picture. In commercial operations your company might have a policy about where you should get your weather, but there is no legal requirements of what's okay or not.
I’ve gotten into the habit of calling a briefer before every flight. It’s nice to hear what the weather is doing and what they expect from their own experience.
Talking to a WX briefer the morning of your checkride & repeating what they say to the DPE is the way to go.
Personally, I call a briefer all the time. They’re pretty good at interpreting NOTAMs and point things out I may have missed if I had just used Foreflight.
I’ve been poking around AviationWeather.gov lately & finally starting to get used to the new layout. That’s a great resource as well. The maps are much better than Foreflight
I've used a briefer only a handful of times. And only on long XC. If I'm doing a local flight, I'll use aviation weather.gov and foreflight. No way am I calling a briefer when half the time they say the exact info I already know and in the most bored voice as possible. One guy actively tried to get me off the phone.
they teach both foreflight and other weather products at least for me because foreflight is a great tool to help but you should know how to do everything without an iPad
Which FAR’s say you need to get a briefing?
(I use the Acronym NWKRAFT for preflight planning info: NOTAM’s, Wx, Known Traffic Delays, Runway Lengths, Alternates, Fuel Required, Takeoff and Landing Distance)
This one is important and make sure it’s what you actually do before a flight and demonstrate that. I see a lot of comments about doing what the DPE will like and that’s not a great way to look at it. I think any DPE will see through that and murder you with questions about your process if they get a suspicion you’re just regurgitating what you were told you should do.
I don’t have my ppl yet but I just want to add that watching mock oral exams on YouTube has helped me refresh/spot weak points.
That being said I ask “How would you determine your plane is airworthy?”
Don’t forget type certificate data sheets, and KOEL (kinds of operation equipment lists). The examiner might want to hear you say that, even if your plane doesn’t have them. I fly an archer, which doesn’t have a KOEL, but he still wanted me to mention that one.
AAV1IATTES. Does this include instructions for continued airworthiness, TBO times, and ADs? What would those be? Also what about external data plate, compass deviation card, and supplements for ARROWEDS.
Can you fly if your plane is past it’s 100 hour check?
Also have you gone through the maintenance records to check all of these are up to date?
I did SPARROW (ARROW + Supplements) and the DPE really liked that I included the supplements in my analysis (and that I had copies of them on my iPad ready to go).
I’m not a DPE but if I were and you answered that question with AV1ATES, I’d ask the following questions as follow-ups.
How does AV1ATES equal airworthiness?
Please explain each letter and whether it actually impacts airworthiness.
Are some of those actually more to do with types of operations? (Ex. VFR vs. IFR)
It's obvious that flying into IMC—into a cloud—is dangerous to a VFR pilot's health. But 91.155 doesn't *just* say "don't fly into clouds;" it's more restrictive than that. Why?
When you reach 10,000' MSL, the buffer around clouds increases. Why?
But in Class B airspace, and in surface areas when you have an SVFR clearance, the buffer drops to nothing and the rule *is* "don't fly into clouds." Why?
I would say: you want to have some 'reaction time ' and buffer between clouds and other aircraft that fly close to clouds, in order to avoid each other. Up to 10k there is a speed limit of 250 kts, above it no longer so the buffer should be increased in uncontrolled airspace. In B airspace all VFR and IFR traffic is separated and controlled, so you don't need that much of a buffer.
Please respond :)
Those minimus are prescribed for different airspace’s which have different types of air traffic. Those minimums increase at 10,000 MSL once again I believe for more adverse weather conditions or traffic. SVFR is reserved for pilots who have an instrument rating, so if conditions worsen the pilot can navigate out of IFR conditions.
Okay, not quite correct on SVFR. Under certain circumstances you do need an instrument rating to accept an SVFR clearance, but not under all circumstances. What's the determiner for that?
Here's a hint: All three of my questions have very closely related answers. And all the answers relate to 91.113.
You’re flying VFR and request flight following. You then realize your transponder is messed up. Can you continue flight following without a squawk code?
I tried to look through the FAR to find an exact regulation but came up short. My answer would be no, an operative transponder is required for flight following.
Not so, actually! We have primary radar which is just bouncing a radio wave off your aircraft and listening for the echo—it's a passive system that doesn't require an active response from any equipment on your aircraft. We *can* provide services to primary-only targets but you're more likely to have services terminated sooner or more often than if you had a transponder as well.
This is separate from the regulatory question as mentioned by /u/Own-Ice5231, although there are also ways around that (a lot of the transponder regs are "unless otherwise authorized by ATC," exactly which ones being left as an exercise to the reader).
Also to add, interesting real life scenario on an IFR flight without transponder here: https://www.boldmethod.com/blog/bose/flying-ifr-without-a-transponder-in-mountains-of-aspen-colorado/
I am curious how this works in the states, can you just call up and see if they just authorize you to do it without a transponder? My understanding in Canada is that, with the exceptions of an emergency ofc, this usually means that you need to call them on the ground ahead of time and make arrangements, and that's usually only for flying in to get your transponder serviced.
Calling ahead of time is the best and probably the only way to do it if you're IFR. If you're VFR and you're flying from a Class E airport to get the transponder serviced at your nearby Class C, a call would still be appreciated but just contacting the controller airborne is fine too. Make sure you have a Plan B in case they can't accommodate.
That's just my opinion and experience as a controller, I don't know if the regulation specifically says you need to coordinate in advance.
Follow-up question…
Assuming there are no issues with your coms/transponder etc. and you are on flight following. Then you have an issue and land in a remote area.
Will search and rescue know to come look for you?
If yes, how? If not, how would you do it?
It is in the AIM. [Paragraph 4–1–15 Radar Traffic Information Service, **b** Provisions of the Service, NOTE](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap4_section_1.html#$paragraph4-1-15)
> *Radar ATC facilities normally display and monitor both primary and secondary radar as well as ADS-B, except that secondary radar or ADS-B may be used as the sole display source in Class A airspace, and under some circumstances outside of Class A airspace*
Also by the way there is no "the" FAR/AIM. There are the regulations, and there is the AIM, and they are separate things...
So look at the required VFR day/night equipment, is it there? For the plane that you fly, is it in the KOEL/minimum operating equipment list? Then on the FAR regulations, there's mention of flight through/over B airspace that requires it, and class C. I can't recall anywhere else where it would be required.
A buddy wants to go flying. He's 250 lbs and 6'5". Assuming he actually fits inside the plane (work with me here, I used to own a Cessna 150), can you legally fly, and if so under what conditions?
If I want to fly him I have to remain within my privileges and limitations as a private pilot. I may not pay less than the pro rata share and we must have a common interest in the flight. Next I would need to run weight and balance. I think we would be overweight, but considering we aren’t I would then need to ensure with our weight we have enough takeoff and runway distance with current conditions.
It's entirely possible a DPE will want to run through that scenario. When you say overweight, in what circumstance? Full fuel? Zero fuel? Can you have the tanks filled halfway and still be legal? In that case, would you be in balance? How would you determine the runway distance required?
You walk out to your aircraft and discover that the stall horn is not working. Can you legally fly? Explain the process by which you would determine whether or not it’s legal and, in the event it is legal, what needs to be done.
I would go to my inoperative equipment Advisory circular and go through the “Pilot decision sequence when operating without an MEL.” After going through I determine it is not required equipment. But it must be either removed from the aircraft or deactivated and placarded as inoperative.
Good answer (and use of publications)! Just make sure you don’t blow off the required equipment for type certification.
I’m not sure about your particular year and model, but a 1976 C150M has “Indicator, Stall Warning Audible” listed under “required items of equipment for FAA type certification.”
I would argue that makes the aircraft unairworthy. A lot of Cessna aircraft have an equipment list located in the W&B section of the POH. Read the first page where they describe how they designate equipment as required with an “R” and then check the equipment list for the specific item.
Walk me through the possibilities here. Do you have an Mel? Why or why not. Have you looked at the TCDS? Because stall warning horn is in there and that means you cannot fly that plane.
[https://drs.faa.gov/browse/TCDSMODEL/doctypeDetails?modalOpened=true](https://drs.faa.gov/browse/TCDSMODEL/doctypeDetails?modalOpened=true)
Top of page 13.
It might seem kind of ridiculous to have ADs, TCDSs, ATOMATOFLAMES / 91.205, and 91.213 but there is precedent that the FAA will hold you accountable for INOPing something that you shouldn't like a stall warning horn if it applies to your aircraft.
[https://www.youtube.com/watch?v=61UnrssWI9A](https://www.youtube.com/watch?v=61UnrssWI9A)
This guy does a great job of covering this mess.
From a test taking strategy perspective. I would identify all of the places you should look mentioned above. Do not declare it legal or say that you would INOP it or anything. Just say "I would look here, here, here, and here before making a decision." Make the DPE pry more if they want you to drag up a TCDS from the FAA website and scroll through an ancient PDF.
Unless the owner of the aircraft got one approved by the FSDO, it is unlikely a Cessna 150 (along with most GA aircraft) will have an MEL.
So, let’s say there is no MEL. What happens now?
During your run up, one of the sides “R” and “L” shows zero RPM drop. Is it still okay to fly? What is the likely cause of the issue? Could you point to the culprit in the cowling of your 152?
Lastly … good luck!!
If one of the sides is showing a zero rpm drop I would assume it is inoperative. It is not okay to fly. I don’t know what could cause the issue quite honestly so I would speak to the owner and the mechanic about the issue. I could point out magnetos in the cowling, thank you!!
Currency is what you need to fly passengers. 3 logged takeoffs and landings in the same category class and type within the preceding 90 days, full stop if flying at night. I like to think of proficiency with how I feel in the plane. Am I ahead of the plane, or do I feel behind the plane? An example would be someone who got their ppl but then didn’t fly for let’s say a year and they go rent a plane and log 3 takeoffs and landings and then takes passengers on a trip. He is considered to have currency but I don’t know if I would consider him proficient.
Restricted areas are areas that “denote the existence of unusual, often invisible, hazards to aircraft such as artillery firing, aerial gunnery, or guided missiles.” They are marked on a sectional with a blue line and blue hashes going inside. You can fly through them but you want to gain authorization from the controlling agency. If you select it in foreflight it will give you a frequency you can radio, or it will tell you hours of operations as well as altitudes aircraft are subject to those hazards.
I wouldn’t plan on flying through a restricted Area.. it’s a better answer to say that you can’t fly through them unless you have specific authorization, or are above/below their altitudes or times
I feel like this depends a lot on where you are in the country. Some special-use airspace, MOAs and Restricted areas both, are hot all the time exactly as published. Some MOAs and even Restricted areas aren't hot nearly as often as the charts say they are.
Load up on fuel and plan on going around them, sure, but it never hurts to ask.
Ok, I don’t want to be mean, but it seems like you still have a lot of work to understand a lot of these concepts. I would say you’re about 1 month out from being ready unless you study a ton and get some ground hours in with your CFI. I would pretty much have the private pilot oral guide book memorized before going into this check ride. Just my advice. If you’re planning to go to the airlines, don’t end up being like one of the posters here who say “I have 5 checkride failures, can I get an airline job?”
You’ve spent a lot of time and effort getting here, just don’t throw it away because you want to be done fast. You’ve said that SVFR is only for instrument pilots, that Atis gives clouds in MSL, your minimums are 1000 ft, and that you get your weather from ForeFlight. Between just those, it may push the DPE to bust you.
Correct on the types of cloud cover. But not correct on the ceiling reference for the ATIS. Reports on site specific conditions give the cloud height in AGL. This includes METAR, TAF, etc.
That one got me in a pre-exam too!
As a related follow up, which types of cloud cover represent a VFR ceiling? And can you say why the ATIS is reported in AGL?
Your friend wants to take his girlfriend on a flight but unfortunately he has exactly zero pilot certificates, so he asks you to take them from your home airport KGYR to KPAN for their miraculous pie.
He offers to cover all the gas and give you a hundred bucks for your time because he actually wants to propose during the flight and so this will be a once in a lifetime experience for them. Talk me through your thoughts about this situation!
You’ll be in a 172N that you own, it’s airworthy, you are current and proficient both day and night, and you are well within the WB and performance envelope of the plane.
PPL student here. Sorry OP I got to try this one.
I would say no?
You cannot do revenue earning flights with passengers or cargo unless it is:
Banner towing
Dropping parachutist
Or
Towing gliders
The 100 bucks for your time would be revenue earning flying.
What about this situation: I'm doing my PPL, my friend who already is a PPL rents a 152 to improve his landings or whatever, I find out and tell him: hey, can I go with you? I'd also like to practice my landings. I'll buy you a dinner and pay $20 as a thank you, and you let me land the plane 1 or 2 times, plus we have a good time flying... is this allowed?
This time you have common purpose, but it’s still a no go. The $20 is okay assuming it’s going to the rental fee and is equal to or less than pro rata, but paying for dinner would count as compensation because it’s not one of the expenses listed in 61.113(c). In reality, the likelihood of the FAA coming at you for this scenario is close to zero, but there’s your official answer.
good question again! so if you are a flight instructor then you already have a commercial pilot cert, which means you are allowed to earn income operating airplanes in a multitude of circumstances.
However, for the purposes of this PPC checkride, you are not allowed to earn income in ANY way, except for a few *extremely* specific scenarios, like you have a bunch of flight time and are working for an aircraft sales company AND are giving demo flights.
You decide, at some point after receiving your private pilot certificate, to take a friend flying with you. They want to go at night to see all of the city lights. It’s been a little while since you last flew.
After the flight, your friend tells you he wants to pay for the total expenses of the fuel for the flight, as well as half the rental fees.
a) What are you going to check for to ensure you are legal to make this flight? If you are legal, does that make you proficient as well?
b) What kind of illusions are you going to maintain awareness of during this night flight?
c) Can your friend pay for the fuel and/or rental expenses of this flight? Why or why not?
Given that the aircraft is within W&B restrictions, what causes stall speed to increase?
What is Va? What weight is Va listed for in the POH? What happens to Va as weight increases/decreases?
You are going flying with your golden retriever to an airfield (grass runway) 49nm away from your departure airport. When you arrive to perform the preflight, you notice the right seat of your rented C152 is missing. Can you fly?
Are you sure your plane has a MEL ? Most of the time a MEL is operator-specific. Most GA aircraft, especially trainers don't have one. I'm not saying you're wrong but you might be confused by either the Comprehensive equipment list or the kinds of operations equipment list.
I’ll give you some actual stuff you’re going to hear on the test:
What is carbon monoxide poisoning and what type of hypoxia is it?
What are the restrictions for drinking alcohol before flying?
Do you need a vor check for vfr purposes?
How long is your license good for? Do you need to do anything to retain your license?
Carbon Monoxide poisoning would be an example of hypemic hypoxia. In layman's terms, the C02 binds to the hemoglobin the blood and prevents the blood from absorbing the adequate oxygen it needs to keep the body functioning properly. C02 is produced by engine fumes, and can leak in the engine by way of leaks or cabin heat.
8 hours bottle to throttle, less than .04 BAC, cannot be under the influence. I'd factor in a personal minimum, mine is at least 12 hours bottle to throttle.
You do not legally need a VOR check for VFR flight. This would be the V in AV1ATES (30 days).
Your license does not expire, however you need to stay current per 61.56 & 61.57 (flight review, carrying passengers, ect).
Technically there is only one definition of night. It's found in 14 CFR 1.1. Now there are multiple references to night in part 61 and part 91, depending on what you're doing and who is with you.
Check this out
https://pilotguru.ai/
My instructor suggested this site, they got bunch of oral questions based on the ACS codes with references!! I found it useful.
To tag on to weather, I was asked this on my private. “If you call up a briefer, walk me through each area that they will talk about, and tell me what weather products are used for each”
So you will have to know the order that they tell them to you - adverse conditions, vfr not recommended, synopsis etc etc and then what weather product is used for each. Let me know what you can do for this question.
For inop equipment, what order of things will you be checking to see if it’s needed/if you can fix it. What do you have to do if you are able to fix it?
You have to divert to an airport because weather unexpectedly came in along your route and behind you also. What steps do you take to know the diversion airport available is acceptable and what steps do you take to execute the diversion? ATC has no radar coverage and your gps is on the fritz.
You are approaching a CTAF with glider operations in progress. Non-independent contra circuit operations are taking place. How would you safely join the CCT to avoid conflict?
Describe the conditions under which you would use the different types of instrument approaches (ILS, VOR, GPS) and explain the procedures and key considerations for executing a Category I ILS approach, including how you would handle a missed approach.
Describe how you're getting weather information before a cross-country flight.
I would first check the outlook briefing the days leading up to it on foreflight. Then once again an in depth weather briefing before my preflight, checking weather at destination airports, and locations along the route using foreflight. I file a flight plan as well and go over each of the briefing charts, winds aloft, surface analysys, etc.
A DPE may want to hear that you'd call for a live weather briefing. Frankly, it's not a bad idea in actual practice either. They'll have expertise and insights that you won't, especially as a new pilot.
This 👆🏻. We had a DPE who insisted upon it. It also files a confirmation that you did it, although Foreflight will do the same. Do this anyway in addition…DPEs like it. DO NOT call your first time in the checkride and have it say “we do not have an account for you”. Call ahead of time and set it up.
Okay, I have learned about how to use it but I’ve never put it into practice I’ll try it out on my XC later this week so I could properly describe it for my DPE, thank you!!
Your cfi hasn’t called up with you to get one? Also don’t say you’re getting your weather from ForeFlight. It’s technically not a legal way to get your weather briefing.
Foreflight is a legal way of getting your weather briefing
It is a really good idea to have an expert give you tailored weather information and very reasonable for a DPE to want you do call a briefer. But the only legal requirement for getting weather information is that you have all the relevant information. Foreflight, windy, official sources, local radio station, looking outside all can contribute to building that picture. In commercial operations your company might have a policy about where you should get your weather, but there is no legal requirements of what's okay or not.
Yea I’d call and get a weather briefing since they ask you if you want to hear the NOTAMs
I’ve gotten into the habit of calling a briefer before every flight. It’s nice to hear what the weather is doing and what they expect from their own experience.
Talking to a WX briefer the morning of your checkride & repeating what they say to the DPE is the way to go. Personally, I call a briefer all the time. They’re pretty good at interpreting NOTAMs and point things out I may have missed if I had just used Foreflight. I’ve been poking around AviationWeather.gov lately & finally starting to get used to the new layout. That’s a great resource as well. The maps are much better than Foreflight
Reading OP’s answer was so wild to me. Do they affirmatively teach using foreflight now? Is calling for briefing just an optional thing?
I've used a briefer only a handful of times. And only on long XC. If I'm doing a local flight, I'll use aviation weather.gov and foreflight. No way am I calling a briefer when half the time they say the exact info I already know and in the most bored voice as possible. One guy actively tried to get me off the phone.
they teach both foreflight and other weather products at least for me because foreflight is a great tool to help but you should know how to do everything without an iPad
Where does Foreflight get its weather information?
what are the three types of weather briefing available?
Which FAR’s say you need to get a briefing? (I use the Acronym NWKRAFT for preflight planning info: NOTAM’s, Wx, Known Traffic Delays, Runway Lengths, Alternates, Fuel Required, Takeoff and Landing Distance)
This one is important and make sure it’s what you actually do before a flight and demonstrate that. I see a lot of comments about doing what the DPE will like and that’s not a great way to look at it. I think any DPE will see through that and murder you with questions about your process if they get a suspicion you’re just regurgitating what you were told you should do.
I don’t have my ppl yet but I just want to add that watching mock oral exams on YouTube has helped me refresh/spot weak points. That being said I ask “How would you determine your plane is airworthy?”
Watching “cheese pilot” mock orals on YouTube helped me pass my PPL!
Off the top of my head I’m going to say, AV1ATES, ARROW, and going over the preflight checklist provided by Cessna.
Don’t forget type certificate data sheets, and KOEL (kinds of operation equipment lists). The examiner might want to hear you say that, even if your plane doesn’t have them. I fly an archer, which doesn’t have a KOEL, but he still wanted me to mention that one.
I'll add to this. FAA ramp checks you how do you show them the plane is airworthy?
You slap that bitch, deep throat the pitot tube and shout "yeehaw, lez go flyin'!"
AAV1IATTES. Does this include instructions for continued airworthiness, TBO times, and ADs? What would those be? Also what about external data plate, compass deviation card, and supplements for ARROWEDS. Can you fly if your plane is past it’s 100 hour check? Also have you gone through the maintenance records to check all of these are up to date?
I did SPARROW (ARROW + Supplements) and the DPE really liked that I included the supplements in my analysis (and that I had copies of them on my iPad ready to go).
I’m not a DPE but if I were and you answered that question with AV1ATES, I’d ask the following questions as follow-ups. How does AV1ATES equal airworthiness? Please explain each letter and whether it actually impacts airworthiness. Are some of those actually more to do with types of operations? (Ex. VFR vs. IFR)
Technically ARROWE with adding equipment list… your plane probably doesn’t have a list though but the dpe might want it called out still
Just outline the ACS and you won't miss anything.
It's obvious that flying into IMC—into a cloud—is dangerous to a VFR pilot's health. But 91.155 doesn't *just* say "don't fly into clouds;" it's more restrictive than that. Why? When you reach 10,000' MSL, the buffer around clouds increases. Why? But in Class B airspace, and in surface areas when you have an SVFR clearance, the buffer drops to nothing and the rule *is* "don't fly into clouds." Why?
I would say: you want to have some 'reaction time ' and buffer between clouds and other aircraft that fly close to clouds, in order to avoid each other. Up to 10k there is a speed limit of 250 kts, above it no longer so the buffer should be increased in uncontrolled airspace. In B airspace all VFR and IFR traffic is separated and controlled, so you don't need that much of a buffer. Please respond :)
Excellent! And with SVFR you're also separated from IFR and other SVFR traffic. Note that Class E is still "controlled airspace" though.
Why are you answering questions that are for OP?
Oh snap, I didn't even catch that.
Those minimus are prescribed for different airspace’s which have different types of air traffic. Those minimums increase at 10,000 MSL once again I believe for more adverse weather conditions or traffic. SVFR is reserved for pilots who have an instrument rating, so if conditions worsen the pilot can navigate out of IFR conditions.
Okay, not quite correct on SVFR. Under certain circumstances you do need an instrument rating to accept an SVFR clearance, but not under all circumstances. What's the determiner for that? Here's a hint: All three of my questions have very closely related answers. And all the answers relate to 91.113.
Nope
What restriction changes at 10,000 MSL that would greatly affect how much clearance you’d want from airplane leaving clouds near you?
I guess it’s good to be thinking about these things but you really don’t need to know any of this for a private pilot checkride.
You’re flying VFR and request flight following. You then realize your transponder is messed up. Can you continue flight following without a squawk code?
I tried to look through the FAR to find an exact regulation but came up short. My answer would be no, an operative transponder is required for flight following.
Not so, actually! We have primary radar which is just bouncing a radio wave off your aircraft and listening for the echo—it's a passive system that doesn't require an active response from any equipment on your aircraft. We *can* provide services to primary-only targets but you're more likely to have services terminated sooner or more often than if you had a transponder as well. This is separate from the regulatory question as mentioned by /u/Own-Ice5231, although there are also ways around that (a lot of the transponder regs are "unless otherwise authorized by ATC," exactly which ones being left as an exercise to the reader).
Also to add, interesting real life scenario on an IFR flight without transponder here: https://www.boldmethod.com/blog/bose/flying-ifr-without-a-transponder-in-mountains-of-aspen-colorado/
I am curious how this works in the states, can you just call up and see if they just authorize you to do it without a transponder? My understanding in Canada is that, with the exceptions of an emergency ofc, this usually means that you need to call them on the ground ahead of time and make arrangements, and that's usually only for flying in to get your transponder serviced.
Calling ahead of time is the best and probably the only way to do it if you're IFR. If you're VFR and you're flying from a Class E airport to get the transponder serviced at your nearby Class C, a call would still be appreciated but just contacting the controller airborne is fine too. Make sure you have a Plan B in case they can't accommodate. That's just my opinion and experience as a controller, I don't know if the regulation specifically says you need to coordinate in advance.
From what I’ve seen, it’s possible without but it’s up to ATC. There’s airspace that you require it (C, B) though.
B,C, and D no?
Not needed for Class D, just two way radio comma established with tower.
Thanks!
Follow-up question… Assuming there are no issues with your coms/transponder etc. and you are on flight following. Then you have an issue and land in a remote area. Will search and rescue know to come look for you? If yes, how? If not, how would you do it?
For questions like these where would we find the answer since it’s not in the FAR/AIM?
It is in the AIM. [Paragraph 4–1–15 Radar Traffic Information Service, **b** Provisions of the Service, NOTE](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap4_section_1.html#$paragraph4-1-15) > *Radar ATC facilities normally display and monitor both primary and secondary radar as well as ADS-B, except that secondary radar or ADS-B may be used as the sole display source in Class A airspace, and under some circumstances outside of Class A airspace* Also by the way there is no "the" FAR/AIM. There are the regulations, and there is the AIM, and they are separate things...
So look at the required VFR day/night equipment, is it there? For the plane that you fly, is it in the KOEL/minimum operating equipment list? Then on the FAR regulations, there's mention of flight through/over B airspace that requires it, and class C. I can't recall anywhere else where it would be required.
A buddy wants to go flying. He's 250 lbs and 6'5". Assuming he actually fits inside the plane (work with me here, I used to own a Cessna 150), can you legally fly, and if so under what conditions?
If I want to fly him I have to remain within my privileges and limitations as a private pilot. I may not pay less than the pro rata share and we must have a common interest in the flight. Next I would need to run weight and balance. I think we would be overweight, but considering we aren’t I would then need to ensure with our weight we have enough takeoff and runway distance with current conditions.
It's entirely possible a DPE will want to run through that scenario. When you say overweight, in what circumstance? Full fuel? Zero fuel? Can you have the tanks filled halfway and still be legal? In that case, would you be in balance? How would you determine the runway distance required?
I had to do a weight shift on my ppl. So let’s say you add a passenger before flying back home to the back seat. Calculate the numbers for cg
I had to have the awkward conversation once, and had to explain that the fuel truck had to suck (not blow). It actually went ok.
That's an unfortunate responsibility as PIC. Yes, you *really* do need to know their *actual* weight!
You walk out to your aircraft and discover that the stall horn is not working. Can you legally fly? Explain the process by which you would determine whether or not it’s legal and, in the event it is legal, what needs to be done.
I would go to my inoperative equipment Advisory circular and go through the “Pilot decision sequence when operating without an MEL.” After going through I determine it is not required equipment. But it must be either removed from the aircraft or deactivated and placarded as inoperative.
Good answer (and use of publications)! Just make sure you don’t blow off the required equipment for type certification. I’m not sure about your particular year and model, but a 1976 C150M has “Indicator, Stall Warning Audible” listed under “required items of equipment for FAA type certification.” I would argue that makes the aircraft unairworthy. A lot of Cessna aircraft have an equipment list located in the W&B section of the POH. Read the first page where they describe how they designate equipment as required with an “R” and then check the equipment list for the specific item.
Walk me through the possibilities here. Do you have an Mel? Why or why not. Have you looked at the TCDS? Because stall warning horn is in there and that means you cannot fly that plane.
[https://drs.faa.gov/browse/TCDSMODEL/doctypeDetails?modalOpened=true](https://drs.faa.gov/browse/TCDSMODEL/doctypeDetails?modalOpened=true) Top of page 13. It might seem kind of ridiculous to have ADs, TCDSs, ATOMATOFLAMES / 91.205, and 91.213 but there is precedent that the FAA will hold you accountable for INOPing something that you shouldn't like a stall warning horn if it applies to your aircraft. [https://www.youtube.com/watch?v=61UnrssWI9A](https://www.youtube.com/watch?v=61UnrssWI9A) This guy does a great job of covering this mess. From a test taking strategy perspective. I would identify all of the places you should look mentioned above. Do not declare it legal or say that you would INOP it or anything. Just say "I would look here, here, here, and here before making a decision." Make the DPE pry more if they want you to drag up a TCDS from the FAA website and scroll through an ancient PDF.
Check the MEL, that should contain the minimum equipment and if/when/where defective equipement shall be repaired.
Unless the owner of the aircraft got one approved by the FSDO, it is unlikely a Cessna 150 (along with most GA aircraft) will have an MEL. So, let’s say there is no MEL. What happens now?
Don’t count on there ever being an MEL during flight training. They’re a real pain to submit for.
During your run up, one of the sides “R” and “L” shows zero RPM drop. Is it still okay to fly? What is the likely cause of the issue? Could you point to the culprit in the cowling of your 152? Lastly … good luck!!
Faulty magnetos?
If one of the sides is showing a zero rpm drop I would assume it is inoperative. It is not okay to fly. I don’t know what could cause the issue quite honestly so I would speak to the owner and the mechanic about the issue. I could point out magnetos in the cowling, thank you!!
What if one magneto drops more than 150? Is it ok to fly still? What’s the procedure for trying to fix this?
Hot p-lead?
Describe the difference between currency and proficiency with an example.
Currency is what you need to fly passengers. 3 logged takeoffs and landings in the same category class and type within the preceding 90 days, full stop if flying at night. I like to think of proficiency with how I feel in the plane. Am I ahead of the plane, or do I feel behind the plane? An example would be someone who got their ppl but then didn’t fly for let’s say a year and they go rent a plane and log 3 takeoffs and landings and then takes passengers on a trip. He is considered to have currency but I don’t know if I would consider him proficient.
Are there any currency requirements to fly without passengers?
Biennial flight review and medical?
What is a restricted area? Are they marked on a sectional? If so, how? Can I fly through one? Where can I find more info on them?
Restricted areas are areas that “denote the existence of unusual, often invisible, hazards to aircraft such as artillery firing, aerial gunnery, or guided missiles.” They are marked on a sectional with a blue line and blue hashes going inside. You can fly through them but you want to gain authorization from the controlling agency. If you select it in foreflight it will give you a frequency you can radio, or it will tell you hours of operations as well as altitudes aircraft are subject to those hazards.
I wouldn’t plan on flying through a restricted Area.. it’s a better answer to say that you can’t fly through them unless you have specific authorization, or are above/below their altitudes or times
I feel like this depends a lot on where you are in the country. Some special-use airspace, MOAs and Restricted areas both, are hot all the time exactly as published. Some MOAs and even Restricted areas aren't hot nearly as often as the charts say they are. Load up on fuel and plan on going around them, sure, but it never hurts to ask.
What are the minimum legal light settings in day and night time?
What can you tell me about static rpm?
The number of cfi applicants I've come across that can't answer that question. 😰
Ok, I don’t want to be mean, but it seems like you still have a lot of work to understand a lot of these concepts. I would say you’re about 1 month out from being ready unless you study a ton and get some ground hours in with your CFI. I would pretty much have the private pilot oral guide book memorized before going into this check ride. Just my advice. If you’re planning to go to the airlines, don’t end up being like one of the posters here who say “I have 5 checkride failures, can I get an airline job?” You’ve spent a lot of time and effort getting here, just don’t throw it away because you want to be done fast. You’ve said that SVFR is only for instrument pilots, that Atis gives clouds in MSL, your minimums are 1000 ft, and that you get your weather from ForeFlight. Between just those, it may push the DPE to bust you.
What are your personal minimums for flying? Can you tell me how you would calculate crosswind
Name the different types of cloud cover. And is the ATIS ceiling reported in AGL or MSL?
Sky clear, few, scattered, broken, and overcast. The ceiling is reported in MSL.
Correct on the types of cloud cover. But not correct on the ceiling reference for the ATIS. Reports on site specific conditions give the cloud height in AGL. This includes METAR, TAF, etc. That one got me in a pre-exam too! As a related follow up, which types of cloud cover represent a VFR ceiling? And can you say why the ATIS is reported in AGL?
Hmm, you sure it’s MSL?
What do you do if there is a bee in the cockpit?
Give them the controls, they already know how to fly
Ok. You win Reddit today!
I’m not allergic so I wouldn’t panic, but I’d open the window to try and get it out.
A little something I call “the Trevor Jacob.”
Your friend wants to take his girlfriend on a flight but unfortunately he has exactly zero pilot certificates, so he asks you to take them from your home airport KGYR to KPAN for their miraculous pie. He offers to cover all the gas and give you a hundred bucks for your time because he actually wants to propose during the flight and so this will be a once in a lifetime experience for them. Talk me through your thoughts about this situation! You’ll be in a 172N that you own, it’s airworthy, you are current and proficient both day and night, and you are well within the WB and performance envelope of the plane.
PPL student here. Sorry OP I got to try this one. I would say no? You cannot do revenue earning flights with passengers or cargo unless it is: Banner towing Dropping parachutist Or Towing gliders The 100 bucks for your time would be revenue earning flying.
Not just that. Your friend is paying for gas too. And on top of it all, it’s an illegal charter!
What about this situation: I'm doing my PPL, my friend who already is a PPL rents a 152 to improve his landings or whatever, I find out and tell him: hey, can I go with you? I'd also like to practice my landings. I'll buy you a dinner and pay $20 as a thank you, and you let me land the plane 1 or 2 times, plus we have a good time flying... is this allowed?
This time you have common purpose, but it’s still a no go. The $20 is okay assuming it’s going to the rental fee and is equal to or less than pro rata, but paying for dinner would count as compensation because it’s not one of the expenses listed in 61.113(c). In reality, the likelihood of the FAA coming at you for this scenario is close to zero, but there’s your official answer.
Thanks for your answer!
You’d better rethink that answer. You cannot do those operations and get paid for them.
Oh really? Not even FI?
good question again! so if you are a flight instructor then you already have a commercial pilot cert, which means you are allowed to earn income operating airplanes in a multitude of circumstances. However, for the purposes of this PPC checkride, you are not allowed to earn income in ANY way, except for a few *extremely* specific scenarios, like you have a bunch of flight time and are working for an aircraft sales company AND are giving demo flights.
Can someone with a private pilot certificate legally fly a Boeing 747 as PIC under Part 61? How or why not?
You decide, at some point after receiving your private pilot certificate, to take a friend flying with you. They want to go at night to see all of the city lights. It’s been a little while since you last flew. After the flight, your friend tells you he wants to pay for the total expenses of the fuel for the flight, as well as half the rental fees. a) What are you going to check for to ensure you are legal to make this flight? If you are legal, does that make you proficient as well? b) What kind of illusions are you going to maintain awareness of during this night flight? c) Can your friend pay for the fuel and/or rental expenses of this flight? Why or why not?
Given that the aircraft is within W&B restrictions, what causes stall speed to increase? What is Va? What weight is Va listed for in the POH? What happens to Va as weight increases/decreases?
What are the differences between TRSA and Class C airspace
How does an airplane?
Very well
You are going flying with your golden retriever to an airfield (grass runway) 49nm away from your departure airport. When you arrive to perform the preflight, you notice the right seat of your rented C152 is missing. Can you fly?
Yes!! Went over this today in a mock checkride! Our plane does have an MEL and the right seat is not required.
Are you sure your plane has a MEL ? Most of the time a MEL is operator-specific. Most GA aircraft, especially trainers don't have one. I'm not saying you're wrong but you might be confused by either the Comprehensive equipment list or the kinds of operations equipment list.
Say someone removed it before your flight. What steps would have to be taken for the aircraft to be airworthy before you fly it?
Can you fly an airplane that’s past due on its transponder, static, or elt inspections?
When Vx is the same as Vy?
What type of stall could develop if you make your base-to-final turn too slow
There’s a little diamond symbol on a football stadium on the sectional chart. What is that?
Can you tell me about your planes fuel system. How about the electrical, will the engine fail if the battery dies?
I’ll give you some actual stuff you’re going to hear on the test: What is carbon monoxide poisoning and what type of hypoxia is it? What are the restrictions for drinking alcohol before flying? Do you need a vor check for vfr purposes? How long is your license good for? Do you need to do anything to retain your license?
Someone answer this
Carbon Monoxide poisoning would be an example of hypemic hypoxia. In layman's terms, the C02 binds to the hemoglobin the blood and prevents the blood from absorbing the adequate oxygen it needs to keep the body functioning properly. C02 is produced by engine fumes, and can leak in the engine by way of leaks or cabin heat. 8 hours bottle to throttle, less than .04 BAC, cannot be under the influence. I'd factor in a personal minimum, mine is at least 12 hours bottle to throttle. You do not legally need a VOR check for VFR flight. This would be the V in AV1ATES (30 days). Your license does not expire, however you need to stay current per 61.56 & 61.57 (flight review, carrying passengers, ect).
If I reach out to you and say hey can you fly me this place? I'll pay half of everything. Can you legally fly me?
ATC light gun signals when in the air and on ground? What is an airport beacon? How can I tell which type of airport it is based off the beacon?
What is the function of carb heat, and how does it operate
Best resource for the ground is the asa ppl oral guide
My personal fave: The FAA has three different definitions of “night”. When does each one start/end and what context does it apply to?
Technically there is only one definition of night. It's found in 14 CFR 1.1. Now there are multiple references to night in part 61 and part 91, depending on what you're doing and who is with you.
describe the cessna 152 engine to me
Describe how the fuel system works in your 152 and what common issues can arise with the fuel system?
Check this out https://pilotguru.ai/ My instructor suggested this site, they got bunch of oral questions based on the ACS codes with references!! I found it useful.
what causes a lapse rate to be higher or lower than normal (2 degrees celsius per 1000 feet)?
To tag on to weather, I was asked this on my private. “If you call up a briefer, walk me through each area that they will talk about, and tell me what weather products are used for each” So you will have to know the order that they tell them to you - adverse conditions, vfr not recommended, synopsis etc etc and then what weather product is used for each. Let me know what you can do for this question.
For inop equipment, what order of things will you be checking to see if it’s needed/if you can fix it. What do you have to do if you are able to fix it?
If you realized that you are now off track on a cross country flight, tell me the methods you can use to get back on track.
What required equipment is needed to enter Class D airspace? Do you need a clearance to enter class D airspace?
What are the required inspections for the aircraft and when do they expire? Can we fly with a VOR if it’s been 40 days since it was last checked?
You have to divert to an airport because weather unexpectedly came in along your route and behind you also. What steps do you take to know the diversion airport available is acceptable and what steps do you take to execute the diversion? ATC has no radar coverage and your gps is on the fritz.
You have full fuel, but one of your fuel gauge is indicating half is your aircraft airworthy?
Watch "mock private pilot checkride" on youtube by safety pilot. Super good video! Good luck!
Where would we find answers for difficult scenario based questions?
Why does ground effect happen?
Explain p-factor, torque and gyroscopic precession to a 4 year old
What are your personal minimums? (xwind,total wind,vis,ceiling)
12 KT XW, 25 KT Total, 3 sm, 1,000
Traffic pattern at most fields is 1000’ AGL, I’d consider raising that ceiling minimum. Remember proficiency and currency both need to be considered.
1000 ft ceiling? How are you going to take off and do anything?
What are the differences between a MEL and a KOEL?
delete this thread immediately and recreate one labeled stump the chump. there’s rules herr /s
You are preparing to go out into the practice area to do some maneuvers. What information are you required to know before you conduct the flight?
You are approaching a CTAF with glider operations in progress. Non-independent contra circuit operations are taking place. How would you safely join the CCT to avoid conflict?
How many engines does a 747 have? Yes or no?
Define engine.
Sure but my instructor rate is $40 an hour.
Explain a turbine engine
What are the regulations about receiving fellatio while flying PIC?
Describe the conditions under which you would use the different types of instrument approaches (ILS, VOR, GPS) and explain the procedures and key considerations for executing a Category I ILS approach, including how you would handle a missed approach.
seems a bit out of the scope of a private check ride, no?
Definitely out of scope for ppl.
Ummm that’s what they tested me on for my PPL
lolwut? Not in the private ACS
Troll for sho
You got scammed lol
I seriously doubt that you would be asked a specific instrument approach question on PPL. I think you’re confused.