Scenario based training

Question 1

“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?

Answer 1

a. a safety pilot needs to hold at least a private pilot certificate with a single-engine land
b. must be endorsed to act as PIC in a complex airplane
c. must hold a valid medical certificate
d. satisfactorily met flight requirements of a flight review
e. have logged at least 3 takeoffs and landings in the preceding 90 days to carry passengers

Question 2

What personal items will you take with you to ensure that you are legal for this flight, carrying me as your passenger?

Answer 2

a. pilot certificate, photo ID, and a current medical certificate. these must be available in the cockpit
b. a logbook that shows completion of (i) a flight review within the previous 24 months and (ii) 3 takeoffs and landings within the previous 90 days

Question 3

Tell me about the FAA Pilot Proficiency Program (WINGS)

Answer 3

a. a good pilot is always in training even after passing the practical exam
b. it’s an accident prevention initiative
c. based on the premise that pilots who maintain proficiency are safer
d. encourages on-going flight training and education
e. accomplished in little bits, throughout the year, encouraging pilots to fly in different seasons and conditions
f. satisfies the flight review recency requirement as prescribed in 61.56(e) (as long as it’s within the preceding 24 months)
g. accessed on www.faasafety.gov

Question 4

Let’s talk about the plane. How do you know that it is “airworthy”?

Answer 4

a. Airworthiness certificate proves that the aircraft was manufactured in compliance with regulations
b. a maintenance tech. with an Inspector Authorization (IA certificate) certifies airworthiness at least annually by the “return to service” statement
c. pilot certifies airworthiness and is the final authority with a thorough preflight inspection and inspection status review

Question 5

Prove to me the airplane is airworthy for our flight today.

Answer 5

Here are my pertinent aircraft documents and papers:

a. air worthiness cert.
b. registration
c. operating limitations
d. weight and balance data

Regarding the aircraft maintenance records for this airplane:

a. annual was completed in the past 12 months with a “return to service”
b. 100 hour was completed
c. transponder inspection was completed within the previous 24 months
d. ELT battery is current and system was inspected in the previous 12 months
e. AD’s are complied with
f. Outstanding maintenance discrepancies have been checked and the status of inoperative equipment verified

Question 6

You planned a cross country. Show me your true course, and what items you considered when choosing this course.

Answer 6

(discuss alternate courses that were considered but discarded and why)

My chosen course considered:

a. terrain: circumnavigating extreme high terrain and areas of dense forest with no possible emergency landing areas
b. checkpoints that are easy to see and identify
c. navigation and communication reception
d. airspace: avoiding SUA and Class B airspace, etc
e. weather avoidance

Question 7

Immediately after takeoff , you’re at 100 feet 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?

Answer 7

(demonstrate that you recognize and understand stalls and spins and how to recover from them)

My first concern is to get the nose down–reduce the angle of attack

a. the buffeting means the aircraft is on the brink of an unintended stall without having sufficient altitude to recover
b. the distraction may also mean that the aircraft is not in coordinated flight

Question 8

Why did you choose this altitude?

Answer 8

a. terrain clearances: high enough to exceed minimum safe altitudes. as a new pilot I will fly at least 1,500 feet AGL
b. cloud clearances requirements
c. direction of flight complies with regulations
d. airspace avoidance such as TFR’s, prohibited, or restricted areas
e. favorable winds and favorable ground speed
f. allows for checkpoints to be seen clearly
g. best for aircraft performance
h. personal minimums: this is an altitude I feel comfortable flying and allows safety margins

Question 9

Looking at your Nav Log, how did you calculate fuel requirements?

Answer 9

(demonstrate your ability to use performance charts and graphs located in the POH. Calculate precisely and use a safety margin at the end. Remember to apply any and all pertinent notes included in the performance charts.)

Here are my precise calculations for:
a. fuel required for start, runup, and taxi

b. fuel for takeoff and climb
c. the chosen power setting and its associated fuel flow for the duration of the cruise
d. fuel requirement for descent and landing
e. +30 minutes for required fuel reserve

In addition, I added fuel as necessary to meet my personal safety minimums–1 hour reserve for daytime, etc

Question 10

You are required to prepare a navigation log. Why is having a nav log important?

Answer 10

(demonstrate your own routine use of a nav log)

I use a nav log because:

a. “all available information” is organized on one piece of paper – good cockpit management
b. provides a mental rehearsal and preparation for each aspect of the flight – good situational awareness

c. used to monitor the plan by:
- verifying ground speed and fuel consumption
- verifying ETAs to checkpoints and destination
- thinking/planning ahead
- helping to prevent me from getting lost
- reminding me of routine cockpit tasks
- assisting in diversion to an alternate, if necessary

Question 11

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?

Answer 11

(demonstrate your understanding of aeronautical decision making)

In selecting an airport for a fuel stop, important factors to consider include:

a. airport airspace similar to my training and/or experience
b. runway lengths and relation to the wind
c. size of the airport–not too small but not so big that the amount and type of traffic is intimidating
d. pilot support facilities available such as FSS access, weather station, hours of operation, etc
e. amenities such as restrooms, service, loaner car, restaurant on the airport, etc
f. price of fuel or method for payment

Question 12

Considering your calculated takeoff distance for our flight, how would that change if the outside air temperature were 20 degrees warmer or 20 degrees cooler?

Answer 12

(demonstrate your ability to accurately use the performance table and your understanding of the effects of atmospheric conditions on the airplane’s performance. You should include the table or chart in your aircraft’s POH, specifically with regard to the “Notes”, how your calculations were performed, etc.

discuss the differences in performance and effects of density altitude on performance, not only for takeoffs and landings but through the entire phase of the flight

Question 13

Are the runways you plan to use today suitable for us?

Answer 13

(demonstrate your ability to use the performance tables in your aircraft’s POH and your understanding for the need to include a safety margin. show calculations.)

Yes, using the takeoff and landing performance charts, I calculated the required distance to takeoff and to land. This shows what the aircraft is capable of; however, as a new pilot, I am not always able to achieve takeoffs or landings that precisely–so I added 50% more to my calculations as my personal minimum when determining runway suitability.

Question 14

During our flight today, with whom will you communicate?

Answer 14

(demonstrate your knowledge of available resources and your willingness to use them.)

a. ground/tower/departure (if departing from a controlled airport) or
b. unicom or multicom (if from an uncontrolled airport)
c. enroute: Flight Following to assist in knowledge about pop-up TFRs and to assist with traffic avoidance
d. FSS or Flight Watch for update weather, altimeter settings and possible revisions to the filed flight plan
e. destination airport communications

Question 15

While enroute, we listen to the ATIS of a Class D airport near our course to update the altimeter setting and find that the ATIS is reporting visibility as 2 SM. What does that mean to us?

Answer 15

(demonstrate your understanding of VFR weather minimums in Class E and Class G airspace, and the special VFR clearance. Show your aeronautical decision making ability by evaluating your options and choosing the best option based on the specifics of your flight.)

We have 2 priorities: (i) to remain legal, and (ii) as a new pilot, the prudent choice is an immediate diversion to an alternate airport to land.

a. option 1 is to fly in “G” airspace, where regulations allow us to remain clear of the clouds with 1 SM visibility while enroute to an uncontrolled airport and land
b. option 2 is to fly in “G” airspace while heading for the Class D airport and request a special VFR from ATC to land there

Question 16

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?

Answer 16

(demonstrate your understanding of all resources available and how to choose the best resource for a given situation. For extra credit, mention that you would turn on the autopilot to help relieve workload while researching information.)

The most pressing information needed is airport airspace, runway length, airport elevation, and an airport communication frequency. I would:

a. use technology – GPS databases
b. use a section chart – the needed information is on the airport legend
c. use and Airport/Facility Directory
d. use a combination of the above

Question 17

Let’s talk about your passenger safety briefing. Assume that I am your good friend who has never been in a small plane. Give me your passenger safety briefing.

Answer 17

S. seat belts – fastened for taxi, takeoff, and landing. Shoulder harness – fastened for takeoff and landing. Seat – adjusted and locked into place.

A. air vents – location and operation; you can adjust. all environment controls – what’s available; you shouldn’t adjust (ask me). Action in case of passenger discomfort.

F. fire extinguisher location and operation

E. exit doors (and windows) – how to secure, how to operate. emergency evacuation plan.

T. traffic (scanning, spotting, and notifying pilot). talking (sterile cockpit expectations)

Y. your questions? there are no dumb questions. it’s more fun when you ask.

Question 18

Enroute you notice a discharge on the ammeter. What will you do?

Answer 18

a discharge on the ammeter indicates the possibility of an electrical problem. If left unchecked, it might exhaust the battery, causing a partial or total loss of electrical equipment. I would:

a. turn off the avionics master switch (if appropriate) and the master switch to reset what may be an over-voltage relay
b. turn the master back on and notice the indication on the ammeter. If it is still not 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

Question 19

Are there specific techniques that you normally use for collision avoidance?

Answer 19

a. ensure that the windshield is as clean as possible
b. organize the cockpit to avoid a lot of “head down” time – pre-fold charts, pre-select frequencies, etc.
c. keep my head up and eyes outside during all ground maneuvering. on the ground, stop while copying ATC clearances
d. perform clearing turns before performance maneuvers requiring rapid changes in heading or altitude.
e. scan for traffic often when in straight-and-level flight and during maneuvers
f. don’t practice maneuvers over VORs, airports, or other areas where traffic normally converges
g. enter traffic patterns correctly and at proper traffic pattern altitude
h. listen on frequencies, especially at uncontrolled airports, to hear possible traffic in the area
i. verbally verify that final approach is clear before taking the runway for takeoff
j. use anti-collision lights and a landing light at night and during times of low visibility
k. comply with right of way rules (14 CFR 91.113)
l. In the radar environment, if ATC issues traffic, I look to see it and maneuver to avoid it. If I lose sight of the traffic, I report that to ATC
m. use flight following en route as another tool for traffic avoidance

Question 20

With your 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 damaged. Are you required to report this to the NTSB?

Answer 20

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 doesnt exceed $25,000. Therefore, I would:

a. have the airplane towed to the maintenance shop for repairs
b. contact the airport manager to have possible foreign object debris cleaned from the taxiway

Question 21

What do you feel are the major differences between the PAVE checklist and the 5P checklist?

Answer 21

a. both checklists are tools recommended for pilots in managing the risks associated in flying
b. both consider the risk elements, those are: the pilot, the airplane, the environment, and external factors
c. the PAVE checklist encourages the pilot to react to a risk element that he finds unacceptable
d. the 5P checklist 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

Question 22

For a flight involving first time fliers as passengers, how would you manage the risks pertaining to their aeromedical factors?

Answer 22

a. if possible, I would sit the passenger most likely to experience motion sickness in the front seat so I can keep his attention outside – far, far away on the horizon
b. I keep a sic-sac onboard in case of motion sickness or hyperventilation
c. if possible, I would sit the passenger most likely to experience ear or sinus problems in the front seat so I can watch for early signs of problems and possibly take corrective action, especially during climbs and descents

Question 23

Your friend owns a condo in Colorado ski country. It’s a long trip from the East Coast. How would you manage the risks pertaining to the aeromedical factors?

Answer 23

a. I would consider each element of the “IM SAFE” checklist before takeoff
b. although the regulations require supplemental oxygen when flying over 12,500 feet for more than 30 seconds, if flying at an altitude of more than 10,000 feet MSL, I would carry supplemental oxygen, especially at night to aid my eyesight.
c. unless terrain (as an example) requires otherwise, I would plan to fly below 8,000 feet MSL to prevent possible hypoxia
d. I would carry a small bottle of water to ward off the possibility of dehydration (but not a big bottle that’d cause another problem”
e. rather than planning long legs (more than 4 hours), I’d plan shorter legs with a fuel/rest stop every 2 to 3 hours to prevent stress and fatigue

Question 24

You are considering the flight home after a scuba diving vacation during the week of Christmas. You want to enjoy every minute possible in the water and partying on the beach. How would you manage the risks pertaining to aeromedical factors on the flight home?

Answer 24

a. I would consider each element of the “IM SAFE” checklist before takeoff
b. because it’s during winter, the cabin heat will be probably on. I would place the carbon monoxide detector near the heat outlet on the floor of the cabin for the earliest possible detection of carbon monoxide
c. winter may involve now showers. If flying in low visibility conditions, I scan instruments more often to prevent spatial disorientation. If an autopilot is available, it should be turned on to assist in better aircraft control and keeping the wings level, whenever spacial disorientation is a concern.
d. I would wait 12 to 24 hours after each scuba diving, depending on if it were a controlled descent or not, to ward off possible nitrogen oxide symptoms
e. I would wait at least 8 hours after drinking alcohol before takeoff

Question 25

Hazardous weather 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?

Answer 25

Yes, I can legally fly home without the transponder inspection, provided that:

a. the transponder is not turned ON
b. an “INOP” sticker is placed near the ON/OFF switch (to indicate inoperative equipment)
c. I avoid flight into or above Class C airspace, within 30 NM of Class B airspace, above Class B airspace, anywhere above 10,000 feet MSL, or
d. if flying in airspace normally requiring a transponder, I have the authorization of the air traffic facility chief to operate in airspace without it (I would call the facility chief on the phone before takeoff.)

Flight without an annual inspection can be initiated only with the issuance of a special flight permit issued by the FSDO. So I can fly home provided I’ve been issued a permit and am in compliance with the conditions listed on the permit.

Question 26

It’s saturday morning and you are ready for the flight home. During your preflight, you find that the landing light is inoperative. Will this affect your ability to fly home?

Answer 26

Regulations require that:

a. all installed equipment be operational before takeoff, unless:
- the flight is in compliance with an approved minimum equipment list, or
- the inoperative equipment is not required by type design, regulations, or airworthiness directives (ADs)
b. the pilot can safely operate the airplane without the equipment that has become inoperative
c. the pilot removes or deactivates any inoperative equipment
d. the pilot has placarded any inoperative equipment near the ON/OFF switch

Because the landing light is not required and I feel that 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.

Question 27

You have volunteered to fly a sick child to meet an ambulance at Big Controlled Airport. It’s a clear night when at 60 NM out you notice an ammeter discharge. You guess you have about 30 minutes of battery remaining. What will you do?

Answer 27

a. within 30 minutes, I might make Big Controlled Airport, but may not be able to communicate with ATC when I get there.
b. I could declare an emergency (to obtain radar assistance and priority landing into Big Controlled Airport).
c. It might be safer to divert to the “NRST” airport, but then we would miss the ambulance pre-arranged for the patient. I would reduce the electrical load by turning off all unnecessary electrical system equipment. [specify].

Question 28

After an exhausting three-day business meeting, you are loading up the rental airplane for the two-hour flight home when you discover you have lost your reading glasses. You can see in the distance, but cant read instruments or a chart very easily. The weather is good and if you depart in the next 20 minutes you can be home before dark. What will you do?

Answer 28

a. I would ask passengers or others (if available) to assist me in searching for my lost glasses
b. if possession or corrective lenses is required on my medical certificate, then takeoff is not permitted.
c. how familiar am I with the rental plane? Can I see “well enough” to fly a plane I don’t often fly?
d. I could spend the night, buy a new pair of glasses, get some rest, and depart fresh in the morning.