Scenario-Based Questions Flashcards
Your good friend has requested you to fly as safety pilot in his retractable gear Piper Arrow while he practices flight by reference to instruments. What do regulations require for you to be able to do this
I must meet safety pilot requirements, currency requirements to carry passengers, and the requirements for a complex endorsement, including:
Hold at least a PPL with ASAL Must be endorsed to act as PIC in a complex airplane Hold a valid medical Met requirements of a flight review 3 T/O and LND in the past 90 days
What personal items will you take with you to ensure that your are legal for this flight, carrying me as your passenger
Pilot Cert
Photo ID
Current medical
These must be in the cockpit
Verify in Log book a flight review in the past 24 months
3 T/O and LND in the past 90 days
Tell me about the FAA Pilot Proficiency Program (WINGS)
Its and FAA and industry accident prevention initiative
based on the ideal that pilots who maintain proficiency are safer pilots
encourages on-going flight training and aviation education
accomplished in little bits throughout the year, encouraging pilots to fly in different seasons and different flight conditions
meets the flight review requirements of 61.56e as long as at least basic level WINGS is met within the past 24 months
website faasafety.gov
AD 616-91
Let’s talk about the plane, how do you know it is airworthy
An A/C airworthiness involves 3 different levels of verification:
The Airworthiness Cert proves that the aircraft was manufactured in compliance with Regulations
The maintenance technician having an Inspector Auth. certifies the airworthiness at least annually by the return to service statement upon completion of the annual inspection
The PIC certifies airworthiness, and is the final authority, before each flight with a thorough preflight inspection and inspection status review
Prove to me the airplane is airworthy for our flight today
Airworthiness Cert
Registration
POH
W&B
Annual inspection done in the past 12 months
100-h inspection if needed
Transponder in the past 24 months
ELT battery is current and the system was inspected within the past 12 months
AD’s are complied with
Outstanding maintenance has been checked and InOps process followed
The A/C has the instruments and equipment for for day VFR vs night VFR, preflight inspection has been completed, the A/C has been serviced and is in airworthy condition safe for this flight
You planned a cross-country. Show me your true course, and what items you considered when choosing this course
For extra credit show alt. courses that were not chosen as well
Terrain - and I considered circumnavigating extreme high terrain, or areas of dense forest with no possible emergency landing area
Checkpoint that are easy to see and identify
Nav and Comm Reception - considered alt. courses and/or altitudes for reliable reception
Airspace - avoid SUA and Class B
Weather avoidance
Immediately after takeoff, you’re 100’ AGL when your kneeboard falls onto the floor. You reach down to get it and suddenly become aware of a buffeting feeling. What should you be concerned about
Immediately get the nose down - reduce the AOA
Buffeting means the A/C is on the brink of an unintended stall without having sufficient alt. to recover
The distraction may also mean the A/C is not in coordinated flight which could lead to a spin
Beginning with takeoff, and along your true course until landing, talk me through the different airspace we will fly through, and what implications each has no our flight
Class D airspace extends to the blue dashed line - while in this area i must maintain 2 way radio with ATC
By the time I clear D i’ll be in class E maintain VFR cloud clearance and 3SM Vis assuming i’m above 700 AGL
If below 700 AGL then it’s class G where you must be clear of clouds and 1 mile vis
Further along the course i’ll be in Class E with a base of 1,200 AGL
Why did you choose this altitude
Terrain clearance - high enough to exceed min. safe alt. As a new pilot I will maintain at least 1,500 AGL
Cloud clearance - it meets the requirements
Direction of flight - complies with regulations
Airspace - stay clear of any airspace I’d rather not fly close to or into
Favorable winds - a suitable alt. that allows the most favorable ground speed
Allows me to see visual checkpoints easily
Best for A/C performance - true airspeed vs fuel burn
Personal minimums - this is an alt. I feel comfortable flying and allows safety margins
Looking at your nav log how did you calculate fuel requirements
Fuel required for start, runup and taxi Fuel for takeoff and climb The chosen power setting and fuel flow for the duration of cruise Fuel for descent and landing 30 min fuel reserve 30 min personal min. safety margin
You are required to prepare a nav log. Why is having a nav log important
All available information is organized on 1 piece of paper - good cockpit management
Provides a mental rehearsal and preparation for each aspect of the flight - that’s good SA
During flight it is used to monitor the plane
Verify ground speed and fuel consumption
Verify ETA to checkpoints and final destination
Helping me think and plan ahead
Helping to prevent me from getting lost
Reminding me of tasks (check fuel, ATIS, cancel flight plan etc)
Assisting in diversion to an alt. if needed
When planning a cross-country that will require a fuel stop, what factors do you feel are important in selecting an airport for a stop
Airport airspace - similar to experience/training
Runway - length and relation to the wind
Size of the airport - not too small but not so big that traffic is intimidating
Pilot support facilities (FSS, Wx station, hours of ops)
Amenities - restroom, loaner car, services, food
Price of fuel and payment method
Considering your calculated takeoff distance for our flight, how would that change if the outside air temperature was 20 warmer or 20 cooler
recalculate based on POH data for 20 degrees more or less and explain effect of density alt on performance for each flight phase
Are the runways you plan to use today suitable for use
Yes, using the T/O and LND charts the runways are long enough. As a new pilot I added 50% more margin to the T/O and Land distance for safety as my percision isn’t that great yet
During our flight today with whom will you communicate
Ground/Tower/Departure Unicom or Multicom Enroute Flight following FSS for Wx and Alt settings Destination Airport Comms
How did you obtain weather information for our flight today
Last night watched TV - not good for aviation but helps to hear the Wx discussion
DUAT and got an outlook briefing
DUAT for a standard briefing
Called FSS to check on a abbreviation
1h ago called FSS for an abbreviated Wx briefing
Tell me about the Wx along our flight
Pressure areas affecting weather
Fronts affecting Ws and their direction of movement
Ceiling, winds and vis at departure at several points en route and destination
Wind direction and speed at cruise alt
Sig or adverse Wx near the route or during possible flight time, and how it may affect the flight; it included a plan to escape a possible problem of this kind
NOTAMS
Tell me about 2 different weather charts that you used in preparing for our flight and how you used them
Surface analysis chart - to see the pressure areas, fronts, wind, local weather, and vis obstructions. It is transmitted every 3 hours and covers the country
Wx depiction chart - to get an overview of the surface conditions as derived from METAR and other surface observations. It gives me an overall picture of the Wx across the US. It is transmitted every 3h
Sig Wx Prognostic chart to see the forecast. The chart has four panels that include 12 and 24 hour forecasts. Charts are issued four times a day. The valid time is printed on each panel. The upper two panels show forecast significant weather, which may include turbulence, freezing levels, and IFR or MVFR Wx
Tell me about 2 different Wx forecasts that you used in preparing for our flight and how you used them
Area forecast to get the big picture about the general Wx in the area, what is causing the Wx, and how it may change during the upcoming 24h
TAF to get specific Wx for certain Wx reporting area along my route, and for how conditions at those airport may change. This allows me to evaluate if the clouds and vis will allow my flight to continue VFR. I could also find area of VFR in case I run into unforecasted Wx that I need to escape
Wind and temp aloft forecast with the wind direction and velocity, I found the most desireable alt. giving the best ground speed. I also used the temp aloft to determine probable alt. for clouds to form
How will you obtain updated weather information while enroute
Technology - ForeFlight to see what the weather was 15-20min ago
Listen to nearby AWOS/ASOS/ATIS, also HIWAS
FSS on 122.4 or a remote transmitter associated with a VOR
If flight is becoming unsafe ATC might be of assistance
Collect information from all sources available to get the best picture for decision making
While enroute, we listen to the ATIS of a Class D airport near our course to update alt. setting and find that the ATIS is reporting visibility as 2SM. What does that mean for us
We have 2 priorities 1: remain legal 2 as a new pilot stay prudent and divert immediately
Option 1 is to fly in G airspace where regulations allow us to remain clear of clouds with 1SM vis while enroute to an uncontrolled airport
Option 2 is to fly in G airport while heading for the Class D airport and request a special VFR from ATC to land there
You have chosen to divert to an airport that you were not intending to visit. How will you obtain the needed information about your alternate airport
First turn on autopilot to manage workload
Most important info: Airspace, Runway length, elevation, and airport frequencies:
Use technology most GPS have this in their database
Use sectional charts
Chart Supplement US
Use a combination of the above
What deice or anti ice equipment is your airplane equipped with
Defrost - used to keep the windshield clear
Pitot heat - used to keep the pitot/static instruments operational
Carb. heat - used to keep fuel and air flowing to the engine
Most important a thinking pilot who in an icing condition will turn around and land as soon as practical
Tell me about the fuel system on your airplane
POH
What method of navigation will you use today and what are the advantages and limitations of that method
Dead Reckoning - Adv are that it is simple. When everything else fails, it will bring us home. The limitations are that it requires accurate winds and performance calculations, and careful time-keeping
Pilotage - Adv: it builds confidence; you see it on the chart and see it on the ground. Limitations it requires prominent checkpoints and enough visibility to see them
VOR - Adv: its more reliable than dead reckoning or pilotage; an accurate form of navigation over an area where no prominent checkpoints exist. Limit; line of sigh nav somewhat dependent on altitude, less accurate when far away from the station
GPS - Adv: it is not limited to line of sight; ground speed and other calculations are provided. Distance is not slant distance. Limitations; there are occasional outages, and the database must be current for reliable data. Ground speed are instantaneous but not point-to-point as is needed for calculating accurate ETA and ruel remaining
Let’s talk about passenger safety briefing. Assume that I am your good friend who has never been in a small plane. Give me your passenger safety briefing
S - Seat belts: fasten for taxi, takeoff and landing, shoulder for takeoff and landing
A - Air vents - location and operation; you can adjust. ALl env. controls you should adjust ask me
F - Fire extinguisher - location and operation
E - Exit door and windows - how to secure, how to operate. ER plan and equipment
T - Traffic - scan spot and notify pilot / Talking sterile cockpit expectations
Y - Your questions? There are no dumb questions
Enroute you notice a discharge on the ammeter. What will you do
Indicates a possibility of an electrical problem. Left unchecked could lead to total loss of electrical system
Turn off the avionics master switch and the master switch to reset whatever could be causing a drain
Turn the master back on and notice the indication on the ammeter
If still showing a charge then:
turn off any unnecessary electrical equipment and re-evaluate how this may affect the safety of continued flight
Consider landing as soon as practical during the day or as soon as possible at night for repairs
As you approach the airport of intended landing with your battery now dead, are we in danger of the engine quitting? If not, what problems might we encounter while landing with a dead battery?
No, the engine will not quit; it derive its electrical ignition power from magnetos - not the electrical system
May have to land without flaps a slip might be needed to descend
We will not have engine gauges - the fuel gauges will show empty which is always uncomfortable to see
We will not have lights - if at night a flashlight will be needed in the cockpit. LND will be made without a landing light
We will not have a turn coordinator, but the pitot/static and gyro instruments will be operational
We will not have COM radios - if a controlled airport we should look for light gun signals if landing at an uncontrolled airport at night we may not be able to turn on the pilot operated landing lights
Are there specific technique that you normally use for collision avoidance
Ensure the windshield is as clean as possible
Organize the cockpit to avoid a lot of head down time
keep my head up and eyes outside during all ground maneuvering. ON the ground, stop while copying ATC clearances
Perform clearing turns before performance maneuvers requiring rapid changes in heading or alt
Scan for traffic often when in straight and level flight and during maneuvers
Don’t practice maneuvers over VOR airports or other areas where traffic normally converges
Enter traffic patterns correctly and at proper traffic pattern alt.
Listen on freq. especially at uncontrolled airports, to hear possible traffic in the area
Visually verify that final approach is clear before taking the runway for takeoff
Use anti-collision light and a landing light at night and during times of low vis
Comply with rights of way rule
In the radar env. if ATC issues traffic I look to see it and avoid it. If i lose sight of traffic I report to ATC
Use flight following enroute as another tool for traffic avoidance
With our head in the cockpit reading the taxi diagram, we accidentally hit a large taxiway light. The prop is chewed up pretty bad and the lower nose cowling is banged up but nothing else seems to be damage. Are you required to report this to the NTSB
This does not require a report to the NTSB because the damage is limited to the prop and the damage to other people’s property probably doesn’t exceed 25K Therefore I would:
have the airplane towed for repair
Contact airport manager to have debris cleaned from the taxiway
Tell me about the emergency equipment and survival gear that is onboard for our flight today
Autopilot to help reduce workload
COM radios to send Mayday calls
GPS to get NRST and direct to Navigation
Transponder set to 7700
Fire extinguisher Cell Phone Water and snacks Pocket knife/all-purpose tool First aid kit ELT manually activated it
What do you feel are the major differences between the PAVE checklist and the 5P checklist
Both are tools recommended to managing risk associated with flight
Both consider the risk elements: pilot, plane, environment, and external factors
PAVE encourages the pilot to react to a risk element that he finds unacceptable
The 5P encourages the pilot to be proactive: to do surveillance, look ahead for changes in a risk element, and take early action to prevent a problem
For a flight involving first time fliers as Pax how would you manage the risks pertaining to their aeromedical factors
If possible I would sit the Pax most likely to experience motion sickness in the front seat so I can keep his attention outside - far far away on the horizon
I keep a Sic-Sac onboard in case of motion sickness or hyperventilation
If possible, I would sit the passenger most likely to experience ear or sinus problems in the front sea so I can watch for early signs of problems and possibly take corrective action, especially during climbs and descents
Your friend owns a condo in Colorado ski country. It’s a long trip from the East Coast. How would you manage the risk pertaining to the aeromedical factors
Consider IM SAFE before takeoff
Carry oxygen if flying at or above 10,000 MSL especially at night to help with eyesight
Unless terrain requires otherwise I’d plan to fly below 8K’ to prevent hypoxia
Have water for dehydration - but not too big to prevent other problems
Plan short legs of no more than 3h to fuel and rest stops to prevent stress and fatigue
You are considering the flight home after a scuba diving vacation during the week of Xmas. You want to enjoy every minute possible in the water and partying on the beach. How would you manage the risk pertaining to aeromedical factors on the flight home
IM SAFE
CO detector near the head outlet
In winter weather scan instruments more frequently and turn on autopilot to assist
Wait 12 to 24h after diving before flying
Wait at least 8h after drinking alcohol
Haz Wx caused you to delay your return flight home by a few days. As a result, the annual inspection and transponder check are now both out of date. Do regulations permit you to fly home with these items out of date
Yes, I can legally fly home without a transponder inspection, provided that
The transponder is not turned ON An INOP sticker is placed near or on the ON/OFF switch Avoid flight in Class C, above Class C, within 30NM of Class B, above class B, and above 10K' MSL
If flying in airspace that needs a transponder I would get approval from the controlling facility before departure
Flying without an inspection is allowed with a special flight permit, i can fly home providing i have the permit and am in compliance with the conditions of the permit
It’s Saturday morning and you are ready for the flight home. During your preflight, you find that the landing light is inop. Will this affect your ability to fly home
Regulations require that
all installed equipment be operational before takeoff unless: the flight is in compliance with an approved MEL or the InOp equipment is not required by the type design, regulations, or ADs
The pilot can safely operate the airplane without the equipment
the pilot removes or deactivate any InOp equipment
the pilot placarded any InOp equipment near the ON/OFF switch
Since a landing light is not required and I feel I can safely fly the Airplane during the day without it I will pull the circuit breaker and stick an INOP sticker near the light switch
You have volunteered to fly a sick child to meet an ambulance at Big Controlled Airport. It’s a clear night when at 60NM out you notice and ammeter discharge. You guess you have about 30 minutes of battery remaining. What will you do
Within 30 min I might make Big Controlled Airport but may not be able to communicate with ATC when I get there
I could declare an ER to obtain radar assistance and priority handling into Big Controlled Airport
It might be safer to divert to the NRST airport but then we would miss the ambulance. I would reduce the electrical load on the system for all unnecessary equipment
After an exhausting 3 day business meeting you are loading up the rental airplane for the 2h flight home when you discover you have lost your reading glasses. You can see in the distance, but can’t ready instruments or a chart easy. The weather is good and if you depart in the next 20 minutes you can be home before dark. What will you do
Search for glasses and ask Pax to help
If corrective lenses is required on my medical than I cannot takeoff without them
how familiar am I with the rental can I see enough to fly a plane I don’t fly often
I could spend the night, get a new pair of glasses and fly in the morning rested
