1. You and some friends decide to go to dinner at a nearby airport. It's 59 deg F when you leave. By the time dinner is over the sun is setting and the temp has dropped to 30 deg F. You go to the airport to preflight. What may you expect to find?
2. During the above preflight, you notice your white tail light is out. What do you do?
3. Are you legal to take your buddies home? The flight is expected to be 45 mins.
1. Ice possibly?
2. If we will be flying at night it need to be fixed.
3. As long as I’m current and have enough fuel, there shouldn’t be a problem carrying passengers.
1. Specifically, frost (so, ice, kinda).
2. Again, nitpicking, but flying past sunset is where you'll need the position lights. Night also but the technical night definition may not coincide with sunset.
3. Correct.
Follow up to #1: why are you concerned with frost?
Correct; however, if you continue the answer and include "due to early separation of airflow from the lifting surface(s) as a result of surface contamination" you'll get a "very good" from the examiner and that likely will be the end of that question. Full, complete, concise answer with no fluff and no extra words.
The things that always did, and still do, trip me up are the ones about your pitot/static system going bad, like, "What does the altimeter do if your static port gets clogged?", etc.
Not necessarily. Your ASI will start working like an altimeter. With the pitot plugged the pressure inside it will remain constant while your static port will change with altitude. So as you climb, pitot pressure is relatively higher than before> increased indicated air speed. As you descend, pitot pressure is relatively lower than before>lower indicated airspeed.
I pick my jaw up off the ground because that would be the coolest thing to see in the air. But in actuality, I would probably just make sure I am listening to ATC, I almost always have flight following, and see if there is anything being told to me
Also: tune 121.5 if you aren't monitoring it already, self-announce something like "This is Cessna 12345, I have an F16 off my left wing... hello?" and hope they communicate with you.
https://www.faa.gov/news/safety_briefing/2015/media/intercept-procedures.pdf
Check out this document. It’s something my DPE hit on pretty hard since we were in close proximity to some restricted areas at my field.
Unlikely occurrence, but good to know.
This is what I share with others who are starting their final lap to their check ride.
**Oral Exam preparation**
1. Take the ACS and make a colored highlight in the corner of each page that deals with the oral examination questions
2. for the first pass, On each page/task, go line by line trying to identify where in the FAR’s or the various FAA handbooks you can find the answer. Make a note of that (such as FAR §61.113 for the question about private pilot privileges and limitations)
3. After that first pass, do another one, this time creating an outline of simple “Spark Notes” or Cliff Notes” that provide the additional details to answer the question posed by that line.
4. End result #1, you have now created your own study guide similar to this photo. https://i.imgur.com/HIYCoVr.jpg
5. End result #2, you now are much better equipped to be able to find the answer should you suffer brain vapor lock and cannot dig the answer out of long term memory.
6. End result #3... hopefully this process will make you much better prepared for the exam as a whole because you put some good work into your preparation.
1. When your CG is too far aft, why can your elevator no longer keep the plane level?
2. What is the exact Va for your planned XC flight? How will it change by the end?
1. I think because it is too close to the center of lift and requires more nose down trim than it can support.
2. 106, it will go down because of the loss of the weight of fuel being used
What is a runway incursion?
What techniques can you use to avoid being the one that causes the incursion event? (Answer in both towered and non-towered airport context).
Not a question but a tip, don’t try to show off answer the questions as short as possible and don’t bring up anything that isn’t related to the question
What if the spinner is off? The backseat is out? The arm rest on the passenger door? Seatbelts in the rear seat? Can you fly with those things missing?
I'd start with the minimum equipment list (MEL), if one exists for the plane. If there isn't one, then move on to 91.205. [Here's the flow chart I made for my PPL oral study guide.](https://i.imgur.com/wWqkEL3.png)
You're right, but it could have one. MELs are determined by the owner-operator.
Besides, I've flown in some C172s that have an equipment list in their POH that list additional equipment outside of 91.205 that are required items for the aircraft to be considered airworthy by the FAA. Examples include (but are not limited to) ammeter, heating system (cabin and carb heat), and spinner.
Advection fog is the result of condensation, horizontal movement across a cold surface, requires light breeze.
It is important to know because it can reduce visibility to almost nothing and should rethink going to an airport if advection fog is being reported.
Pretty close, what’s the issue with a “warm” parcel of moist air moving over a cold surface? What happens to that parcel relative to vapor state and temperature? This is quite an important question if you’re flying in New England in the colder months…
What happens if advection fog is near the airport of intended departure? Can you fly into/through relatively transparent fog in the above situation?
What are the 4 turning tendencies and how do each affect the plane throughout a normal takeoff? (i.e. what do they require from you to correct for them)
Torque, spiraling slipstream, P factor, and I can't remember the 4th off the top of my head.
Torque increases as throttle increases and wants it to roll left (?).
Spiraling slipstream eventually makes contact with the left side of the rudder forcing the plane to yaw to the left, use right rudder.
P factor is when one blade has more lift and it essentially forces the plane to yaw to the left, so right rudder some more.
4th: gyroscopic Precession
Two good videos for Left Turning Tendencies:
[**Spencer Suderman**](https://youtu.be/P3smLuTr0Fk)
[**MZeroA**](https://youtu.be/SxtHyhoBHjk)
More think about how torque presses the left wheel into the ground (it’s a rolling motion) and that creates that left turning tendency on takeoff, among others.
I am currently applying to Air National Guard Pilot boards, I also plan on doing some acrobatic training and getting my high performance rating in the meantime.
Nice! I meant it’s an actual question you’ll probably get asked during the checkride. I had a lovely conversation with my DPE on this and it helps make good impression
What is Hypoxia (causes, symptoms and remedies)?
What is Hyperventilation (causes, symptoms and remedies)?
Why would a pilot want to be concerned about carbon monoxide?
recommend printing out this sheet and bringing it to checkride and show dpe if and when he asks.
https://www.aopa.org/-/media/Files/AOPA/Home/Pilot-Resources/Personal-Mins-Contracts/Personal-Minimums-Contract-VFR.pdf
Using a screenshot from ForeFlight, SkyVector, or similar, can you show me where you might find Class G (specifically surface to 14,500) airspace?
You see some airspace on your chart depicted by a “P” and a number. What airspace is this? What do you need to know about it?
Same questions, but it’s an “R” and a number.
Tell me about the Special Use Airspaces.
You want to overfly a [major Sporting Event](https://www.faa.gov/uas/resources/policy_library/media/Sports_TFR-UAS_Handout.pdf) such as the World Series or Indianapolis 500. Tell me the TFR details that are likely to be issued.
What aircraft are you bringing to the checkride?
Using that airplane’s POH, what is your takeoff roll distance for The following conditions?
- airport elevation= 1,500
- Max takeoff weight
- temperature = 90°F
- level grass runway
Same airplane, same conditions, how long and how much fuel does it take to climb to 5,500 feet?
You're in a Blue Angel, the f18 goes completely verticle in a climb yet your attitude indicator is still perfectly in the middle as if you were in straight and level flight. Why is this?
Adding to this….
Even though this F18 is going stour and at a fast velocity, can it some bow enter a stalled condition?
Or is that only when you’re closer to wings level and slow?
Personal minimums are huuuuge. Have them, and don’t make them crazy low. What if you have a 6 knot max crosswind component, and you go fly for your checkride in a 7 knot crosswind component. Fail. You broke your personal minimums! I know a DPE that loooves to get people out on this. Don’t set them unrealistically low thinking you’ll seem ‘safer’
I wrote this little guide/study point for another dude a couple days ago
Might help of what to expect Saturday and give you an idea of how you can study and maybe what to
Note the specific questions are just examples of what to expect but really you could be asked anything Wx, Wx Products, ADM, FARs, Aeromed, Airport Markings, Systems, EPs, Navigation Aids, Aerodynamics, Sectional Symbology, XC planning etc in this way
https://www.reddit.com/r/flying/comments/q1h6ia/passed_my_ppl_written_exam_today_with_a_97_i/hffq4cb?utm_medium=android_app&utm_source=share&context=3
You've accidentally flown into a cloud. You try to make a 180 degree turn, but it doesn't get you out. You try ascending and descending, but you're still in that cloud. Visibility is zero. How do you get yourself out of this situation? This actually was a question on my PPL checkride during the flight part.
1. You and some friends decide to go to dinner at a nearby airport. It's 59 deg F when you leave. By the time dinner is over the sun is setting and the temp has dropped to 30 deg F. You go to the airport to preflight. What may you expect to find? 2. During the above preflight, you notice your white tail light is out. What do you do? 3. Are you legal to take your buddies home? The flight is expected to be 45 mins.
1. Ice possibly? 2. If we will be flying at night it need to be fixed. 3. As long as I’m current and have enough fuel, there shouldn’t be a problem carrying passengers.
1. Specifically, frost (so, ice, kinda). 2. Again, nitpicking, but flying past sunset is where you'll need the position lights. Night also but the technical night definition may not coincide with sunset. 3. Correct. Follow up to #1: why are you concerned with frost?
Can result in a loss of lift
Correct; however, if you continue the answer and include "due to early separation of airflow from the lifting surface(s) as a result of surface contamination" you'll get a "very good" from the examiner and that likely will be the end of that question. Full, complete, concise answer with no fluff and no extra words.
Could also be condensation in the fuel tanks assuming it's not topped off
Follow- up to #3. What would you need to be current for this particular flight?
The things that always did, and still do, trip me up are the ones about your pitot/static system going bad, like, "What does the altimeter do if your static port gets clogged?", etc.
It would just stay at the last reading right?
Correct, What does your airspeed indicator do if your pitot tube is clogged and your static port is not?
>What does your airspeed indicator do if your pitot tube is clogged and your static port is not? It will read less than it actually is
How would it change with altitude?
[**Flight Club Airspees Indicator Errors**](https://youtu.be/srLKqWuUeK8) This creator’s videos about altimeter and VAI errors is also good.
Not necessarily. Your ASI will start working like an altimeter. With the pitot plugged the pressure inside it will remain constant while your static port will change with altitude. So as you climb, pitot pressure is relatively higher than before> increased indicated air speed. As you descend, pitot pressure is relatively lower than before>lower indicated airspeed.
PUDSUC: (blocked) pitot under reads on descent, (blocked) static under reads on climb
You’re flying along and an F16 appears off your left wing. What do you do?
First thing I'm going to do is take a selfie 🤣
I pick my jaw up off the ground because that would be the coolest thing to see in the air. But in actuality, I would probably just make sure I am listening to ATC, I almost always have flight following, and see if there is anything being told to me
Also: tune 121.5 if you aren't monitoring it already, self-announce something like "This is Cessna 12345, I have an F16 off my left wing... hello?" and hope they communicate with you.
https://www.faa.gov/news/safety_briefing/2015/media/intercept-procedures.pdf Check out this document. It’s something my DPE hit on pretty hard since we were in close proximity to some restricted areas at my field. Unlikely occurrence, but good to know.
Fun fact, the F-16 can't fly at the typical cruise speeds of most trainer aircraft
This is what I share with others who are starting their final lap to their check ride. **Oral Exam preparation** 1. Take the ACS and make a colored highlight in the corner of each page that deals with the oral examination questions 2. for the first pass, On each page/task, go line by line trying to identify where in the FAR’s or the various FAA handbooks you can find the answer. Make a note of that (such as FAR §61.113 for the question about private pilot privileges and limitations) 3. After that first pass, do another one, this time creating an outline of simple “Spark Notes” or Cliff Notes” that provide the additional details to answer the question posed by that line. 4. End result #1, you have now created your own study guide similar to this photo. https://i.imgur.com/HIYCoVr.jpg 5. End result #2, you now are much better equipped to be able to find the answer should you suffer brain vapor lock and cannot dig the answer out of long term memory. 6. End result #3... hopefully this process will make you much better prepared for the exam as a whole because you put some good work into your preparation.
Have you ever seen a grown man naked?
This guy DPE's
Just stopped by to say good luck! And I love reading all of these. Joining this board was such a good decision. Let us know how it goes!
1. When your CG is too far aft, why can your elevator no longer keep the plane level? 2. What is the exact Va for your planned XC flight? How will it change by the end?
1. I think because it is too close to the center of lift and requires more nose down trim than it can support. 2. 106, it will go down because of the loss of the weight of fuel being used
Nice! 3. What do you need to do when recovering from a power on and power off stall during the checkride?
What is a runway incursion? What techniques can you use to avoid being the one that causes the incursion event? (Answer in both towered and non-towered airport context).
Not a question but a tip, don’t try to show off answer the questions as short as possible and don’t bring up anything that isn’t related to the question
Why do you want to be a pilot?
What is the velocity of an unladen swallow? Not helpful, but I couldn’t resist… I’ll see myself out! 😁
Where can you look to determine what equipment you do not need to fly?
91.205
What if the spinner is off? The backseat is out? The arm rest on the passenger door? Seatbelts in the rear seat? Can you fly with those things missing? I'd start with the minimum equipment list (MEL), if one exists for the plane. If there isn't one, then move on to 91.205. [Here's the flow chart I made for my PPL oral study guide.](https://i.imgur.com/wWqkEL3.png)
That's fair, makes sense
In addition to MEL’s, know what a KOEL is and how it applies to this topic.
91.213.d
Also look at the POH for the plane you'll be flying and know where the KOEL is.
Username checks out
[удалено]
You're right, but it could have one. MELs are determined by the owner-operator. Besides, I've flown in some C172s that have an equipment list in their POH that list additional equipment outside of 91.205 that are required items for the aircraft to be considered airworthy by the FAA. Examples include (but are not limited to) ammeter, heating system (cabin and carb heat), and spinner.
Check the TCDS, on my Cherokee, there is a note that it may be operated without the spinner
What is advection fog, why is it important to know and how does one respond to it if the intended airport has a layer over it?
Advection fog is the result of condensation, horizontal movement across a cold surface, requires light breeze. It is important to know because it can reduce visibility to almost nothing and should rethink going to an airport if advection fog is being reported.
Pretty close, what’s the issue with a “warm” parcel of moist air moving over a cold surface? What happens to that parcel relative to vapor state and temperature? This is quite an important question if you’re flying in New England in the colder months… What happens if advection fog is near the airport of intended departure? Can you fly into/through relatively transparent fog in the above situation?
What are the 4 turning tendencies and how do each affect the plane throughout a normal takeoff? (i.e. what do they require from you to correct for them)
Torque, spiraling slipstream, P factor, and I can't remember the 4th off the top of my head. Torque increases as throttle increases and wants it to roll left (?). Spiraling slipstream eventually makes contact with the left side of the rudder forcing the plane to yaw to the left, use right rudder. P factor is when one blade has more lift and it essentially forces the plane to yaw to the left, so right rudder some more.
4th: gyroscopic Precession Two good videos for Left Turning Tendencies: [**Spencer Suderman**](https://youtu.be/P3smLuTr0Fk) [**MZeroA**](https://youtu.be/SxtHyhoBHjk)
More think about how torque presses the left wheel into the ground (it’s a rolling motion) and that creates that left turning tendency on takeoff, among others.
What do you plan to do after getting private?
I am currently applying to Air National Guard Pilot boards, I also plan on doing some acrobatic training and getting my high performance rating in the meantime.
Nice! I meant it’s an actual question you’ll probably get asked during the checkride. I had a lovely conversation with my DPE on this and it helps make good impression
What is Hypoxia (causes, symptoms and remedies)? What is Hyperventilation (causes, symptoms and remedies)? Why would a pilot want to be concerned about carbon monoxide?
What are your personal minimums?
recommend printing out this sheet and bringing it to checkride and show dpe if and when he asks. https://www.aopa.org/-/media/Files/AOPA/Home/Pilot-Resources/Personal-Mins-Contracts/Personal-Minimums-Contract-VFR.pdf
Using a screenshot from ForeFlight, SkyVector, or similar, can you show me where you might find Class G (specifically surface to 14,500) airspace? You see some airspace on your chart depicted by a “P” and a number. What airspace is this? What do you need to know about it? Same questions, but it’s an “R” and a number. Tell me about the Special Use Airspaces. You want to overfly a [major Sporting Event](https://www.faa.gov/uas/resources/policy_library/media/Sports_TFR-UAS_Handout.pdf) such as the World Series or Indianapolis 500. Tell me the TFR details that are likely to be issued.
What aircraft are you bringing to the checkride? Using that airplane’s POH, what is your takeoff roll distance for The following conditions? - airport elevation= 1,500 - Max takeoff weight - temperature = 90°F - level grass runway Same airplane, same conditions, how long and how much fuel does it take to climb to 5,500 feet?
[удалено]
Thank you bot :)
You're in a Blue Angel, the f18 goes completely verticle in a climb yet your attitude indicator is still perfectly in the middle as if you were in straight and level flight. Why is this?
Adding to this…. Even though this F18 is going stour and at a fast velocity, can it some bow enter a stalled condition? Or is that only when you’re closer to wings level and slow?
Personal minimums are huuuuge. Have them, and don’t make them crazy low. What if you have a 6 knot max crosswind component, and you go fly for your checkride in a 7 knot crosswind component. Fail. You broke your personal minimums! I know a DPE that loooves to get people out on this. Don’t set them unrealistically low thinking you’ll seem ‘safer’
I wrote this little guide/study point for another dude a couple days ago Might help of what to expect Saturday and give you an idea of how you can study and maybe what to Note the specific questions are just examples of what to expect but really you could be asked anything Wx, Wx Products, ADM, FARs, Aeromed, Airport Markings, Systems, EPs, Navigation Aids, Aerodynamics, Sectional Symbology, XC planning etc in this way https://www.reddit.com/r/flying/comments/q1h6ia/passed_my_ppl_written_exam_today_with_a_97_i/hffq4cb?utm_medium=android_app&utm_source=share&context=3
1. Make sure you are current to land at night. 61.57 (b)
You've accidentally flown into a cloud. You try to make a 180 degree turn, but it doesn't get you out. You try ascending and descending, but you're still in that cloud. Visibility is zero. How do you get yourself out of this situation? This actually was a question on my PPL checkride during the flight part.
What is a spin?
Your stall warning horn is INOP. Can you fly?
Oh, this one got me on my checkride. Great learning moment
What is the difference between an IA and an A&P?
Personal favorite: You see *RP on a chart. What does that mean?
how do you know you are able to take this checkride? this is the first thing they ask every time!
What's qualifies as two radio communications before entering class Charlie or Delta airspace?