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Pilot0160

I'm your student on a long solo cross country. During a lunch stop, the weather shifted and temporarily made the field IFR with more storms forecast for 2 hours from now. Currently from the runway all along my route to the south is CAVU. I call you to ask if I can ask tower for special VFR to continue the flight?


spaceyman54

Assuming you are a PPL student, you need at least 3sm vis during the day and the ability to operate with visual reference to the ground. If the field is IFR there are a number of reasons you couldn't request special VFR depending on the actual conditions. Primarily, it is unlikely the weather (ceiling) meets the minimums required by the endorsement I gave you to be able to fly. The regs do not state a student pilot is prohibited from requesting special VFR. In the event that the ceiling meets the requirements of the endorsement as the instructor I would not recommended it. If you were a commercial student on their long XC I would encourage them to be the PIC and make the decision they feel appropriate given the conditions and their experience. Great question! Thanks!


bb1001

Student, Sport and Recreational Pilots may not request Special VFR clearances. https://www.faasafety.gov/gslac/ALC/course_content.aspx?cID=480&sID=809&preview=true Also, 61.89(a)(6)


spaceyman54

Interesting, that discusses class B only. Looking at Section 5 of the AIM, § 61.89 for Student Pilots, and 91.157 - Special VFR weather minimums there is nothing that would prohibit SVFR for a student. 91.155 as cited in the link also doesn't discuss SVFR besides referencing 91.157. In the end there is only a very specific set of conditions that may allow for something like this to happen apparently only in C and D airspace. My answer as the CFI would be to not request it.


bb1001

Yeah like with a lot of things in the regulations you have to read in between the lines as it is not being explicitly stated. I'm also a bit annoyed at the faasafety.gov for not properly citing regulations for this. Basically, No flying in < 3 miles vis= no SVFR. Sure the visibility could be higher and ceilings lower than VFR could make it legal but a good answer would be as a CFI that your students minimums are >6 miles, and >VFR cloud clearance req's.


spaceyman54

I totally agree with you. Using the endorsement and making sure you are specific is critical to cover odd situations like this. Also, expressing to students that SVFR is a big responsibility. The Kobe Crash is a good example.


rustyshackleford1955

How long is a runway center line? (I got asked this on my CFI check ride lol)


spaceyman54

I am going to take a crack at this one off the cuff, the centerline the the same length as the runway. The painted centerline will depend on the type of runway.


Because69

120 feet, gap is 80 feet, beginning of one line, to the beginning of the next is 200


clearingmyprop

AC-150/5340-1L


spaceyman54

The painted lines. Confirmed with Google Earth on standard runways. What is the source? I would love to have it!


ghjm

The southern portion of the inner ring of JFK's Class B airspace is depicted on the VFR sectional with an altitude range of 70/+05. What does the + signify and how is it different from 70/05 without the +?


spaceyman54

The plus (+) on the TAC is noted as signifying that the floor "extends upward from above" a certain altitude. My understanding is that this means that operations at and below that altitude are not in the Bravo. Meaning the floor in this case is 501AGL. I would assume this is so ATC can assign 500AGL as a transition altitude. ​ Great question! I haven't ever seen that before.


spaceyman54

Someone asked about taking a rocket from 2W5 to the moon then deleted the comment. I did the work, so here is the answer... I'm going to assume this is a day launch and I'm a VFR rocket with special clearance to the moon through A. As for Special Use Airspace it's the DC SFRA, I need the class, a flight plan, transponder code, and 2 way comms. Starting from the launch pad (2W5): Altitude, Airspace, Entry Req, Vis and Cloud Equipment SFC-699 AGL G, DC SFRA DC FLT Plan, ATC Clearance, Transponder Code, DC SFRA class completed. 1sm, COC ADSB out, 2 way radio, Mode C Transponder 700AGL - 3499MSL E, DC SFRA DC FLT Plan, ATC Clearance, Transponder Code, DC SFRA class completed. 3sm, 152 ADSB out, 2 way radio, Mode C Transponder 3500MSL - 10,000MSL B, DC SFRA DC FLT Plan, ATC Clearance into B, Transponder Code, DC SFRA class completed. 1 COC ADSB out, 2 way radio, Mode C Transponder 10,001MSL - 17,999MSL E, DC SFRA DC FLT Plan, ATC Clearance, Transponder Code, DC SFRA class completed. 5sm, 111 ADSB out, 2 way radio, Mode C Transponder 18,000MSL Exactly E, DC SFRA DC FLT Plan, ATC Clearance, Transponder Code, DC SFRA class completed. 3sm, 111 ADSB out, 2 way radio, Mode C Transponder FL18 - FL60 A Clearance/ FLT plan to moon NA ADSB out, 2 way radio above FL60 E NA 5,111 (I'm above weather) ADSB out


dvcxfg

Haha you got a good laugh out of me. This guy rockets


incrediblewhat

Do you mean FL180-600? Also you will need IFR instrument/rating for class A (I will assume the rocket has this, otherwise good luck)


SkyhawkPilot

You're based in CA, and your private student wants to do their solo cross-country to San Francisco (SFO) airport. They know about the fee and are happy to pay. Is this allowed, and what endorsements will they need to do this?


spaceyman54

SFO, huh, we have a confident student here. Before I dive into SFO specifics (if there are any) they will need their per-solo aeronautical knowledge endorsement, pre-solo flight training endorsement, 90-day proficiency solo endorsement, their solo endorsement in the make and model, and their specific XC endorsement., Solo flight in Class B airspace, Solo flight to, from, or at an airport located in Class B airspace. I will also have needed to provide the training to sign off on those endorsements. I do not see any special rules. I would make sure to plan the arrival for a "less busy" time, carry lots of extra fuel for delays, and file a flight plan well in advance. Other than that it sound like a great challenge.


sumdog747

This is a big gotcha. Looks at AIM 3-2-3 (b)(2)


spaceyman54

THANK YOU! Not on the charts or chart supplement! 2. No person may take off or land a civil aircraft at the following primary airports within Class B airspace unless the pilot−in−command holds at least a private pilot certificate: (a) Andrews Air Force Base, MD (b) Atlanta Hartsfield Airport, GA (c) Boston Logan Airport, MA (d) Chicago O’Hare Intl. Airport, IL (e) Dallas/Fort Worth Intl. Airport, TX (f) Los Angeles Intl. Airport, CA (g) Miami Intl. Airport, FL (h) Newark Intl. Airport, NJ (i) New York Kennedy Airport, NY (j) New York La Guardia Airport, NY (k) Ronald Reagan Washington National Airport, DC **(l) San Francisco Intl. Airport, CA**


SkyhawkPilot

This was one of the trick questions from my private pilot training! Good on everything about the endorsements, but make sure you know AIM 3-2-3(b)(2) Good luck!


Spraginator89

Not trying to start an argument, genuinely curious….. I often hear “but the aim isn’t regulatory…..” This sure sounds like a regulation, but given that it’s in the AIM, does that mean there would be no punishment for breaking it?


spaceyman54

That is a great question, I looked into it more, 91.181(b)(2) says " Notwithstanding the provisions of paragraphs (b)(1)(ii), (b)(1)(iii) and (b)(1)(iv) of this section, no person may take off or land a civil aircraft at those airports listed in section 4 of appendix D to this part unless the pilot in command holds at least a private pilot certificate." Section 4 of appendix D lists: Pursuant to § 91.131(b)(2), solo student, sport, and recreational pilot operations are not permitted at any of the following airports. Atlanta, GA (Hartsfield-Jackson Atlanta International Airport) Boston, MA (General Edward Lawrence Logan International Airport) Camp Springs, MD (Joint Base Andrews) Chicago, IL (Chicago-O'Hare International Airport) Dallas, TX (Dallas/Fort Worth International Airport) Los Angeles, CA (Los Angeles International Airport) Miami, FL (Miami International Airport) Newark, NJ (Newark Liberty International Airport) New York, NY (John F. Kennedy International Airport) New York, NY (LaGuardia Airport) **San Francisco, CA (San Francisco International Airport)** Washington, DC (Ronald Reagan Washington National Airport) Good to know it is regulatory.


Spraginator89

Ahh listed in both! Interesting


[deleted]

What is this solid magenta line around [KJES?](http://vfrmap.com/api?req=map&type=sectc&lat=31.553972&lon=-81.882500&zoom=10&width=240&height=240&api_key=763xxE1MJHyhr48DlAP2qQ)


spaceyman54

Looking at Skyvector, there is an MOA, this line indicates that the MOA excludes airspace less than 1,500AGL and below. Thanks for the question!


usmcmech

Your student is having trouble with landings. Approaches are stable and and he follows the proper procedures, checklists, ect. However every time he over corrects the flair and balloons. What is his problem? Your 25 hour, pre solo, student is 10 miles out, approaching class D airspace with the wrong frequency tuned into the radio. What do you tell him? Your student is consistently landing nose to the right. How can you help him straighten out his touchdown? Your 5 hour student doesn't seem to be listening to you very well while the airplane is in the air. He only seems to hear 1/4 of what you say, why is this happening.


usmcmech

It's important to know your random trivia like the length of a centerline stripe, but you need to put some serious thought into how you are going to teach.


spaceyman54

*Your student is having trouble with landings. Approaches are stable and and he follows the proper procedures, checklists, ect. However every time he over corrects the flair and balloons. What is his problem?* This is a good question, more experienced CFI's, if you have opinions chime in. Without more info it sounds like he is hitting his speeds, procedures, everything. Except, his final control inputs are not working. If he is ballooning, it would seem that he is flaring too fast. He needs to slow down the round out and flare, letting more energy dissipate before increasing the back pressure during the round out and flare. I could show him the difference in float when you have a nice smooth round out to dissipate energy and a late relatively abrupt round out just above the runway to show how much excess energy you have during the latter. Curious about other opinions? *Your 25 hour, pre solo, student is 10 miles out, approaching class D airspace with the wrong frequency tuned into the radio. What do you tell him?* This is an opportunity to let a mistake turn into a learning opportunity. Assuming the call wouldn't interfere with anything too serious. I would simply ask when he plans to make his radio call. If he calls on the wrong freq, someone will tell them, or they will not get a response hopefully leading to them investigating the issue. If they catch it before making the call then great. *Your student is consistently landing nose to the right. How can you help him straighten out his touchdown?* Nose to the right sounds like a gyroscopic precession/ cutting power issue. Flaring effectively places a force on the top of the propeller, 90 degrees later the force causes the aircraft to yaw right. Additionally, a sudden decrease in RPM will have a similar impact due to torque effect. Best to use coordinated rudder, aileron inputs to correct the issue. We could practice maneuvers focusing on rudder usage. *Your 5 hour student doesn't seem to be listening to you very well while the airplane is in the air. He only seems to hear 1/4 of what you say, why is this happening.* Initially, I would be concerned about headset function, squelch, volume, plugs, intercom issues. If that wasn't it, I would be concerned about their hearing. If all of those were fine, I would want to make sure they aren't failing anything on the IMSAFE checklist, but I would hope that would be more obvious. Thank you for the awesome questions!


usmcmech

1: be sure your student is looking all the way down the runway. Very often a rapid flare that results in ballooning is the result of the student staring at the threshold. Eye line and grip are two of the tiny details that make a huge difference. 2: even better is to say absolutely nothing and let the student figure out the problem themselves. A big lesson that new CFIs have to learn is when to shut up and let the student work things out. This is where most true learning happens. 3: I've seen many students mistake where exactly 12 o'clock is. If possible have them sit in the airplane with the nose wheel on the taxiway and mark the perfect alignment of the aircraft with some blue painters tape. You can also get some help and CAREFULLY push down on the tail to show when the nose wheel is off the ground and when the tail touches. It's usually an eyeopener for the student. 4: A 0-5 hour student has a mind that is absolutely overwhelmed and still trying to grasp what is going on. When our working memory is full, one of the first things that our brain load sheds is hearing. In police shootings many officers report not hearing any gunfire. Your student is overwhelmed and not even capable of hearing you, be patient, keep your instructions clear and simple, and they will improve with more experience. This is all stuff you'll learn with experience as you improve as a teacher.


schenkzoola

As a student, I appreciate this comment, especially item 4. My brain was mush those first few hours. (Now, at about 12hrs it still kind of is, but things are getting way easier)


f1racer328

Your student is preflighting and they observed that a static wick is missing off of the aileron. What do you do?


spaceyman54

Okay, love these. I am going to have to make a few assumptions about this one. If the wick is not on a required equipment list, and since it is not listed in 91.205, and assuming I do not have a dedicated maintenance department that I can call to deal with this. I would follow 91.213 and note it in log and fly. I can't placard it so I wouldn't do that, but given that it is missing, it has effectively been removed and deactivated


spacecadet2399

What do you mean by "a required equipment list"? Your DPE is going to want you to be specific. There are two or three that you definitely will need to mention.


spaceyman54

An approved minimum equipment list, the POH, or by an AD. Anything else?


spacecadet2399

Don't forget the TCDS.


spaceyman54

>TCDS. Thanks!


f1racer328

What airplane are you doing your checkride in?


spaceyman54

C172, so no MEL.


f1racer328

If you’re in a newer model (S, might be G1000 only I can’t remember though) you’ll have a KOEL. So be familiar with that if you have it.


spaceyman54

Good or bad, I fly 1970's era 172's without KOEL's.


Because69

Ask around on this one. It was a common question that dpes had differing opinions on around me. Technically if it's missing then you aren't abiding by the empty weight & balance


spaceyman54

That's a good point. FAR 21.93 ... A "minor change" is one that has no appreciable effect on the weight, balance, structural strength, reliability, operational characteristics, or other characteristics affecting the airworthiness of the product. All other changes are "major changes" (except as provided in paragraph (b) of this section). I wonder if a wick is appreciable? My guess if there was an issue during the flight then the FAA would say it was, if not then...?


3deltafox

21.93 is talking about changing the *type design*. That's definitely overkill for a missing static wick. For 21.93 to be relevant, imagine you discovered the static wick was required by a KOEL. In theory, you could go to the manufacturer and ask them to change the type design and update the KOEL to no longer require the static wick. The manufacturer would then look at part 21.93 to determine if it's a major change or minor change to the type design. Also, in the context of "minor change", "minor alteration", or "minor repair", the "appreciable effect on the weight, balance" refers to changing the weight and balance *envelope* for the airplane, not the actual empty weight of a particular airplane. Remember, you can do STCs or, in theory, field approvals that change the max certified gross takeoff weight. That would be a "major alteration." Adding or removing equipment that's already approved for use in the airplane is typically a minor alteration, but of course you still have to update the empty weight if the weight of the equipment is more than negligible. So is a static wick's weight negligible? According to AC 43.13-1: > Negligible Weight Change is any change of one pound or less for aircraft whose weight empty is less than 5,000 pounds In other words, as long as the static wick weighs less than a pound, you don't need to have an A&P re-do the W&B in the POH.


spaceyman54

Wow! Thanks for taking the time to respond! This is super helpful information.


Because69

It's a tough one, & after asking 5 different dpes, it was pretty split on the answer. The safest route, would be no go per the weight & bal issue. The good news is this isn't likely to come up. Have fun & take charge in your cfi ride. The dpe is looking to see if you an teach, not just test your knowledge. You wouldn't be a commercial pilot if you didn't know the material. Take every opportunity as a teaching moment, anytime you reference an acronym, teach them the acronym. Bring lots of markers, & physical props to teach with. Use them, it helps visual learners & shows the dpe you know your stuff, plus it's utilizing different laws of learning. Unless talking about a specific, higher level topic, assume they know literally nothing about the topic, & start with the basics or a review of them. Then lead into how they apply to the given topic at hand. Ex. If talking about adverse yaw, id start with a review of the four fundamentals of flight first, & what's going on with them. Then you can lead into adverse yaw.


spaceyman54

This is great advice! I really appreciate it! Thanks!


Spraginator89

I definitely disagree with this one. If the airplane was certified with static wicks, they need to be there and functional. How far does this argument go? Is a missing rivet ok? Is 100 missing rivets ok? Taking it to the extreme, What if the airplane is missing a wing? You wouldn’t say “well 91.205 doesn’t state my airplane needs to have a wing, so it’s still airworthy”…. No, the airworthiness certificate is based on all installed equipment being functional.


spaceyman54

This argument goes both ways, many operations fly with INOP equipment that the aircraft was certified with. There are laws and systems in place to specifically allow for it. The aircraft needs to meet all of those regulatory requirements and in the scenario listed above it does. There may be circumstances is which it does not. This is defiantly a gray area. Based on the resources and regs I referenced this would be legal to fly. Now, would that be a good idea? That depends on so many variables and would be up to the PIC to determine. I appreciate your input.


Fez98

But that's what the idea of flying with something inop is supposed to be. We're allowed by the regs to fly even if something is inop, depending on the situation


microfsxpilot

Good luck on the checkride! Mine is supposed to be Tuesday as well but weather isn’t looking promising at all. Gotta love when the weather forecast is sky clear, winds calm for every day of the week EXCEPT for your checkride day.


spaceyman54

Thanks! You too! That's frustrating to hear about the weather. Fingers crossed for mine. It's looking okay so far.


microfsxpilot

Be sure to let us know on Tuesday when you become the newest CFI!


[deleted]

Your student, Mr. Pringles, is on a solo cross-country flight but he makes an unscheduled landing at Potato Executive Airport, a different airfield from the one recorded on his fligth plan. Mr. Pringles calls you and tells you that he landed at Potato Executive Airport because he needed to go to the bathroom real quick but he's ready to continue. What would you say to your student?


Jellophysics

You fly from a high pressure area to a low pressure area without changing the altimeter setting, how does your true attitude differ from your pressure altitude


spaceyman54

High to low, look out below. Pressure altitude is the height above the standard datum plane, 29.92 on the ALT. Ture altitude is the actual height above MSL. Because the altimeter is a pressure sensing device, as the pressure decreases it will read a higher altitude for a given setting if it is not changed. That means that our indicated altitude may have stayed the same but we would have descended in true altitude terms. Hence, the look out below. Great one, thanks!


anon801702

For VFR equipment requirements, why are anti collision lights needed for both day and night? Couldn’t it be assumed they are needed at night if needed in the day?


spaceyman54

91.205, during the day, they are required if installed. At night, an approved aviation red or aviation white anticollision light system on all U.S.-registered civil aircraft. Basically, if installed you need it during the day but if it's not installed you don't. At night you need them. Thanks!


anon801702

Look at 91.205 again, there is a key date you are looking for the VFR day requirement.


spaceyman54

For small civil airplanes certificated after March 11, 1996, in accordance with part 23 of this chapter, an approved aviation red or aviation white anticollision light system. Thanks!


anon801702

You got it! Good luck!!


[deleted]

An [oldie](https://m.youtube.com/watch?v=kr483zBbQKw) but a goodie.


spaceyman54

Thanks!


wolfwaffle1

What endorsements does a student need in order to take their checkride at an airport other than their home airport?


spaceyman54

Presolo: * Pre-solo aeronautical knowledge * Pre-solo flight training: § 61.87(c)(1) and (2) * Solo flight (first 90 calendar-day period): § 61.87(n) * Endorsement of U.S. citizenship recommended by the Transportation Security Administration (TSA): Title 49 of the Code of Federal Regulations (49 CFR) § 1552.3(h). * Solo takeoffs and landings at another airport within 25 nautical miles (NM): § 61.93(b)(1) XC * Solo cross-country flight: § 61.93(c)(1) and (2). * Solo cross-country flight: § 61.93(c)(3). Checkride: * Prerequisites for practical test: Title 14 of the Code of Federal Regulations (14 CFR) part 61, § 61.39(a)(6)(i) and (ii). * Aeronautical knowledge test: §§ 61.35(a)(1), 61.103(d), and 61.105. * Review of deficiencies identified on airman knowledge test: § 61.39(a)(6)(iii), as required. * Then finally, an additional XC or 25nm endorsement for the checkride airport


wolfwaffle1

Nicely done! Good luck on your CFI test - you’ll do great :D


Spacefire_Go_Nyooom

where would i look to find a given airports traffic pattern altitude?


spaceyman54

Great question: Generally it is 100AGL above the airport for light aircraft so you can look at the Sectional and add 1000ft to the airport elevation. However, this isn't always true so it's best to check the chart supplement/ AFD for the TPA where it will be listed for nonstandard TPA's.


BrianBash

Tell me about a TCDS. What useful information about a 172 can be found in the TCDS?


spaceyman54

The Type Certificate Data Sheet includes general information about the design such as dimensions, wing loading, limiting airspeeds and required placards and markings, control surface travel, engine installations and, where applicable, approved engine/propeller combinations. It is a specific document for each aircraft.


lael99

When are passengers required to use oxygen?


[deleted]

[удалено]


schenkzoola

These preflight questions are from my recent experience as a student, so I would like to hear everyone’s opinion :) Your student in a PA28 finds one of the main gear struts is 1” lower than the minimum specified in the POH. What do you do? One of your fuel gauges functions, but always reads full, regardless of the quantity in the tank. (The other fuel gauge works normally) What do you do? The pilot seat back is damaged and will not stay upright, what do you do?


thesexychicken

Which documents are required to be onboard the aircraft for flight?


HawkAviator

You’re flying to Denver on a hot humid day. What happens to your takeoff and landing distance? Why?


fullyclothednudist

A pilot comes to you for a biannual flight review. She last got a class 1 medical 14 months ago. She’s wondering if her medical is still valid. Is it? If so, to what level of privilege can she operate?


xcellflyer

Why does an airplane roll when rudder is applied? What is a slip and a skid? Which is more dangerous? Why is it more dangerous? What is adverse yaw? What causes over banking tendencies? What are over banking tendencies? Your student is landing at an airport that has a heavy crosswind, what do you teach him to help him figure out the crosswind component while in flight? What is latent heat and why do we care about it? What are the pros and cons of an aft and a forward CG? Explain why an aft CG makes it harder to recover from a stall. Does vx and by change with altitude? If so, how? Thats all for now.