Scenario-Based Training Flashcards
How will you determine if your flight is for “compensation or hire?”
Your answer must delve into the legalities of commercial pilot privileges. This requires you to understand several legal terms. Your answer must include:
A flight is for compensation or hire if:
• There is not a common purpose. “Common Purpose” is defined as the pilot and passengers each having a reason to fly to a particular destination.
AND
• I am exercising “operational control”—that is, I am the one making the go/no-go decision, and decisions to revise or terminate the flight.
OR
• There is compensation or reimbursement in excess of my pro-rata share.
- “Compensation” is commonly thought of as money or other exchange of services. However, no money and no profit are required in the FAA’s definition of compensation. The FAA considers free flight time as pilot compensation.
- “Pro Rata” is each person’s evenly divided share of the flight. If the flight includes the pilot and two passengers, the pilot must also pay 1⁄3 the cost of the flight.
Your flight assignment is a commercial sightseeing flight for 2 passengers. Your flight will be around the city and last about 30 minutes. What requirements must you meet to be PIC on this flight for hire?
Your answer must include the required pilot currency items and drug-testing requirements.
To be the pilot in command for this flight, I must meet the normal pilot currency requirements:
• a flight review completed within the last 24 calendar months
• a current second class medical certificate
• 3 takeoffs and landings performed within the previous 90 days
Drug testing is required for pilots of any passenger-carrying flight for compensation or hire. To meet this requirement, I must:
• Be enrolled in an FAA-approved anti-drug program either as an independent pilot or as part of my employer’s program.
• Have passed a drug test within that program.
• Keep a copy of the drug test results for my files.
During preflight of your single engine aircraft you find that the carminix is inoperative. What must you do to legally fly the aircraft with inoperative equipment?
“What is a carminix?” you ask. It doesn’t matter, so don’t let that bother you. Your thought process should be the same, and make sure your answer demonstrates your thought process.
If the aircraft has an approved minimum equipment list (MEL), then I would follow the procedures outlined. If the aircraft does not have an MEL, then to fly with the carminix inoperative, the following conditions must be met:
• Is it on the list of required equipment (ATOMATOEFLAMES)? If no, then
• Is it required for the Type Certificate? If no, then
• Is it required on the Kinds of Operation List? If no, then
• Is it required by an airworthiness directive (AD)? If no, then
• Do I feel that I can fly safely without it? If yes, then I would:
- deactivate and placard it.
- have it removed and update the weight and balance data.
Your assignment is a solo flight to reposition the aircraft to the company’s maintenance base at Tiny City Airport, 25 NM away, for a 100-hour inspection. You will overfly the 100-hour inspection during the reposition for maintenance. Does this concern you in any way?
Your answer must demonstrate your knowledge of 100-hour inspections and when they are due as well as an understanding of airworthiness directives.
• This is not a flight for compensation or hire; therefore, having this flight within the 100-hour inspection is not required.
• The hours flown beyond this 100-hour interval will affect future flights as the hours-over will be deducted from the next 100-hour due time.
• I am concerned about possible reoccurring airworthiness directives, as many ADs come due “coinciding with the next regularly scheduled inspection.” I would research the possibility of an applicable reoccurring AD and if one exists, this flight will require a special flight permit. The 10-hour grace period for the 100-hour inspection does not apply to the AD.
The company’s maintenance base is at Tiny City Airport, 25 NM away. Your assignment is a solo reposition flight to Tiny City to have an inoperative landing light fixed. Your landing is expected to be at sunset. NOTAMS indicate that runway lights are out. It is an asphalt runway. What are your thoughts about this flight?
Your answer must demonstrate your understanding of requirements for flight with inoperative equipment. This question is also testing your ability to recognize possible risk factors. You should show your thought process by identifying these risk factors and possible steps you could take to mitigate them, and discussing your tolerance for handling multiple simultaneous risk factors.
I would have to meet the requirements for flight with inoperative equipment (such as disconnecting and placarding of the inoperative equipment).
This flight presents a number of risk factors, including the external factor of rushing to try to arrive before dark versus landing after dark on a dark runway without a landing light, and a possible night landing on a runway without runway lights. I would need to be confident in my ability to handle these (and potentially other) multiple simultaneous risk factors.
I would research ways to mitigate or reduce the risk factors with this flight. For example, is the problem with the landing light due only to a burnt-out bulb? If so, what is required to replace the bulb? Can I drive to Tiny City to pick up the maintenance technician to repair the light, and then fly him back home on the aircraft with the landing light operative?
I would also consider refusing the flight assignment if appropriate mitigation actions can’t be taken.
Your boss has dispatched you to pick up an airplane just “returned-to-service.” The plane has had an engine overhaul, and a new interior and full suite of new next-generation avionics installed. What will you do?
Your answer must demonstrate your understanding of flying a “returned to service” aircraft. You should also discuss the risk associated with the first few hours of flight after an aircraft has had extensive maintenance and your possible limitations with unfamiliar avionics. Specifically:
• Before takeoff, I’ll ensure that the aircraft maintenance records are fully signed off and all required inspections are signed off:
- A new pitot-static/altimeter and transponder inspection may be required.
- A GPS manual/quick reference is required to be on board for flights under IFR.
- Portions of this work (avionics suite) may require an FAA Form 337.
• I will interview the technician about possible differences I should use in power settings and oil usage during the engine break-in time.
• The first hours after major alterations are the riskiest. I will plan to fly with alternative airports close by all along the route, and I will fly at higher altitudes to give me more time to respond in the event that a problem should develop.
• During all phases of flight, I will pay particular close attention in monitoring engine gauges.
• I will complete online research and download manuals for the new avionics to familiarize myself as best as possible with their operations before flight. I will also look for online simulators and tutorials.
• I will depart and fly day VFR on the trip home. This will give me more confidence during flight with unfamiliar avionics.
On a VFR night flight, the weather includes scattered, isolated thunderstorms. You are on a 1-mile final to Big City Regional Airport when a lightning strike from an approaching thunderstorm hits the ground control box, disabling airport lights. Beacon, runway, and taxiway lights are all dark. However, the FBO, ramp and terminal area is clearly illuminated. What will you do?
There is no right answer, except of course include that you will remain clear of the thunderstorm. This question is designed to put you in a bad situation to see what you’ll do. On a 1-mile final you have very little time, so you must think fast. Show your aeronautical decision making by evaluating the elements aloud. A few things to consider in your discussion:
• I would test to confirm radio communications with ATC.
• If I decide to land:
- Negative: Landing in the face of a thunderstorm is generally not the best idea. I must be prepared for possible wind gusts and wind shear.
- Positive: Landing will get the aircraft on the ground as soon as possible and out of the path of the approaching thunderstorm. There is probably a centerline and other runway markings that will be illuminated by my landing light.
- Lights from the terminal may blind me—or help me.
• If aborting the landing:
- Good: I could re-enter the traffic pattern and evaluate the situation from traffic pattern altitude. This assumes I can remain clear of the thunderstorm.
- Better: I would circle in the clear sky outside of the thunderstorm until it passes, and then land. This assumes that I can remain clear of other traffic that may be doing the same thing. Because my plane was not hit by lightning, I can probably still communicate with other pilots even if I can’t communicate with ATC.
- Best: I would depart the area and land someplace else. This option assumes that I have radio communications and am equipped with an alternate.
The aircraft is not inspected for flight under IFR. You are not current to fly IFR. Your flight is from Big City Regional Airport located in Charlie airspace, to Tiny City Airport located in Gulf airspace, 25 miles away. You carry cargo for compensation. Current METARs and TAFs call for clear skies and 2 SM visibility in haze. Legally, how will you conduct the flight?
Because the examiner has asked how you can conduct this flight legally, your answer must demonstrate knowledge of the SVFR regulation and procedures, but you can still acknowledge the risk involved in flying low during periods of low visibility. CFIT awareness is key to this part of the discussion.
To conduct this flight legally, I will:
• Request a SVFR from ATC to depart Big City. I will choose an altitude that will allow me to remain in Gulf airspace once cleared of the Charlie 5 NM ring.
• Remain at an altitude in Gulf airspace while en route (most likely below 1,200 feet AGL).
• Being mindful of a possible transition area around Tiny City, I will remain in Gulf Airspace (may be below 700 feet AGL).
• Land as usual.
I may not have radar coverage or flight following at those low altitudes. I must plan carefully and maintain awareness of obstacles and terrain along my flight, and maintain situational awareness to avoid CFIT.
It’s a very hot summer day with very high humidity. The 6-place single engine aircraft you are to fly is loaded to maximum gross weight with your employer’s computer equipment and accessories. Talk me through your expectations for this takeoff and any deviations from a normal takeoff you might choose to use.
Your answer must demonstrate your understanding of the effects of atmospheric conditions on the airplane’s takeoff performance, and what actions you would take in terms of calculations or procedures as a result.
• Atmospheric conditions can adversely affect ground roll and takeoff performance. I will calculate takeoff performance with due diligence.
• I might choose to perform a short-field takeoff procedure to ensure runway length is sufficient.
• I will ensure that the computer equipment is secured. A short-field takeoff attitude may cause items to shift, and I anticipate the possibility of turbulence on a hot, humid day. I don’t want shifting cargo.
On a late night VFR flight, about 50 miles from your destination, you notice the ammeter is discharging and your interior lights are beginning to fade. Calls to ATC go answered. There are two possible alternative airports near your route; both are very small and without services of any kind. You have two paying passengers on board, both in the back seat. Weather is clear and calm. What will you do?
Your answer must include an understanding of the electrical system and the underlying implication of an ammeter discharging.
With the ammeter discharging, I am about to lose electrical power and with it, electrical accessories. I would:
• Move my flashlights to within easy reach.
• Recycle the master switch (alternator side on a split switch) to reset a possible overvoltage relay problem.
• Prepare for possible complete electrical failure.
• Turn off all unnecessary electrical equipment.
• If the transponder is to be left on (airspace requirements), tune it to 7600.
• Inform passengers of the situation and how they may be of assistance to me.
• Obtain a VFR sectional chart and be prepared to navigate without radio systems.
• Maintain my situational awareness.
• Obtain the POH and review electrical system checklists.
• Choose between continuing to my destination versus landing as soon as practical:
- If I do not have VFR charts available, the best choice is to land as soon as practical. However, if I land as soon as practical I risk having stranded passengers and having no way to repair the aircraft.
- If I have VFR charts, the weather is clear and calm, and I’m flying under VFR, continuing to the destination is an acceptable choice. If I continue to the destination, I’ll consider how I will navigate there, activate pilot-controlled lighting, enter the traffic pattern, and land without flaps and landing light.
You land for fuel at Tiny City Airport. To remain within aircraft max gross weight, you can only fuel to a total of 30 gallons. A 30-gallon load will just enable you to make it home with the required reserve without another fuel stop. What are your thoughts for accurately measuring fuel?
You land for fuel at Tiny City Airport. To remain within aircraft max gross weight, you can only fuel to a total of 30 gallons. A 30-gallon load will just enable you to make it home with the required reserve without another fuel stop. What are your thoughts for accurately measuring fuel?
You’ve been hired by a banner tow organization to fly a C-172. Flying straight and level while towing a banner normally results in a slower-than-normal airspeed, higher-than-normal angle of attack, and higher-than-normal power settings. What engine-gauge indications would you expect to see and how will you control the engine?
Your answer must include the following elements. Be prepared to discuss what the engine gauges tell you about the health of the engine.
• I would be concerned about possible engine overheating. A high angle of attack restricts air flow in and around the engine. Higher power settings also add to engine heat.
• I would pay close attention to engine gauges available in the plane, specifically exhaust gas temperature (EGT), oil temperature, and engine temperature.
• I would control engine cooling by using the highest possible airspeed, lowest possible angle of attack, and lowest possible power settings. I would also open all engine vents and richen the fuel/air mixture.
You’ve been hired by a parachute operator to fly a 6-place single engine airplane. Your job is to climb to 10,000 feet MSL and level off, at which point parachuters will climb outside the aircraft and hang on to your strut before free-falling. You’ll make about five such flights each day. The aircraft is within max gross weight, but the passenger seats have been removed so that 10 passengers with parachutes can sit on the floor during flight. They will scoot along the floor to the front-door opening to exit. What are your thoughts about aircraft handling characteristics?
Your answer must include considerations and effects related to center of gravity and aircraft performance of flight under the described scenario.
I anticipate:
• Possible CG variances as the passengers move around and exit the aircraft. This will affect stall speed, stability and performance.
• A lateral CG imbalance when passengers are hanging on the wing strut. This may require me to switch fuel tanks.
• The weight change when passengers exit the aircraft will affect aircraft performance, especially at 10,000 feet MSL.
• A change in aircraft performance, assuming that the door has been removed.
• Flight at slow speeds while passengers are hanging on the strut.
After parachuters exit the aircraft, I would descend quickly, without overcooling the engine, so that I am ready to pick up the next load of passengers
It’s 3:00 a.m. You are three hours into a late night cross-country. You are returning home, solo. The weather is clear and calm, and you are VFR at 9,500 feet MSL and getting massive tailwinds. But you are very sleepy and having difficulty staying awake. It’s another hour flight time home. What will you do?
Your answer must include the risk factors associated with not being mentally alert, demonstrate an understanding of possible physiological effects of flight, and discuss possible mitigation actions.
Too many accidents occur in the last miles of a long trip because the pilot was unwilling to divert or land knowing they were so close to home. If I’m flying while tired or not mentally alert, my risk increases due to reduced situational awareness, hindered ADM, and possible physiological consequences (such as falling asleep while piloting).
The physiological aspects of flight at 9,500 feet for long durations include possible hypoxia. Many pilots start to feel slightly hypoxic at altitudes below those required for supplemental oxygen.
Actions I can take to counter these effects:
• Descend to a lower altitude. Breathe supplemental oxygen if available.
• Direct air vents into my face, sing, keep busy—anything I can do to regain mental alertness.
• Land as soon as practical, walk around, drink coffee, and then take off and continue the trip.
• Land as soon as practical; call it a night even if I have to nap on the FBO couch or in the plane.
Proper preflight planning could have helped me in this situation. I should consider carrying a portable oxygen bottle anytime I have a late night flight, or any night flight after a long day, when flying above 5,000 feet.
You are on downwind at Big City Regional with paying passengers on board when suddenly you hear strange noises from the engine and feel a serious vibration. Holes in the engine cowl confirm a failed cylinder. Winds on the ground are about 10 knots. What will you do?
Your answer must demonstrate your understanding of engine operations, the underlying implication of a failed cylinder, emergency procedures for your aircraft, and actions you will consider (and their associated risk factors).
A failed cylinder means the aircraft has an engine failure.
I would follow the correct emergency procedure for my aircraft per the POH/AFM. I would declare an emergency. A commercial pilot must not hesitate to gather all possible resources to aid in handling an emergency, including contacting other available crew members and ground personnel.
I would consider other possible closer landing areas, such as another runway or taxiway. Other options might be the grassy area between runways, or even an emergency field off the airport.
If I end up making a crosswind and/or downwind landing, this presents additional risk and aircraft performance implications.
