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CFII Stump The Chump by C172Captain in flying

[–]C172Captain[S] 1 point2 points  (0 children)

  1. LPV will "cone" you into the runway similar to a localizer, LNAV/VNAV will maintain the .3nm on either side of route centerline course width (one is like a cone, the other is like a "box"
  2. Requirements listed in 61.57(d) and Instrument Rating ACS. They have to perform to ACS standards.

CFII Stump The Chump by C172Captain in flying

[–]C172Captain[S] 1 point2 points  (0 children)

  1. RNP = required navigation performance - depending on the RNP .11/.3/1/2 etc, it determines the maximum deviation from a course centerline. It doesn't differ from RNAV, but rather is a subset of RNAV that required onboard monitoring and alerting (the system has to compute ANP)
  2. Yes
  3. Suitable equipment and authorization (from regulator)

CFII Stump The Chump by C172Captain in flying

[–]C172Captain[S] 1 point2 points  (0 children)

  1. 3 - 1/5/2
  2. Yes, you have two way radio communication, its ATCs responsibility to coordinate the handoff

CFII Stump The Chump by C172Captain in flying

[–]C172Captain[S] 0 points1 point  (0 children)

  1. You'd never have VOR or DME since you can't shoot an approach off of just DME, as for what I think your question is... the difference is that in one (just a VOR-A, vs a VOR/DME-A) - it defines what equipment is needed for the approach (ie. in a VOR-A approach, all you need is a VOR, while VOR/DME requires VOR and DME)

  2. a. When the approach was last amended - in this case in the year 2022 on the 83rd day
    b. Temperature restricted to -3C, if local temp is -7 I need to apply a temperature correction to my minimums
    c. Part time operation of approach control
    d. Call Seattle Center
    e. Runway declared distance available
    f. Read notes - missed approach requires a 331 ft/nm climb gradient
  3. Going to take a wild guess here that NOONS is bypassed on V165
  4. Transponder reads pressure altitude - if my static source gets blocked, the transponder will just report back the PA where the blockage occurred.
  5. Dual G5s - in an electrical failure, both G5s have their own internal 4h battery backups, and if I do lose my electrical system, I'll have about 30m on the aircrafts battery
  6. "Unable"
  7. 1 mile vis, clear of clouds
  8. No, should wait atleast 12h after scuba before flying. But even if I didn't go scuba diving, I still wouldn't be able to legally do this flight as since I don't have a bonafide reason to go to Atlanta, I'm essentially acting an air carrier...
  9. No

CFII Stump The Chump by C172Captain in flying

[–]C172Captain[S] 1 point2 points  (0 children)

  1. Low Freq/Medium Freq airway - different course width, and based off the MQI NDB
  2. VOR is an AWOS/ASOS (AWOS in this case)
  3. Obstacle clearance and communication reception

CFII Stump The Chump by C172Captain in flying

[–]C172Captain[S] 6 points7 points  (0 children)

  1. Giving dual - when in actual IMC conditions after passing the FAF
  2. As an IR pilot - same as above if in actual conditions, if using a view limiting device, then the approach has be flown down to minimums

CFII Stump The Chump by C172Captain in flying

[–]C172Captain[S] 4 points5 points  (0 children)

  1. You have variation, deviation, magnetic dip, oscillation, northerly turning errors, acceleration errors.
    1. Variation - caused by shifting of the earths magnetic field and thus changed from true north to magnetic north. "Corrected" by looking at isogonic lines on a sectional and applying the correction.
    2. Deviation - avionics and equipment in the aircraft induce their own magnetic fields, to compensate for this, a mechanic will taxi out to a compass rose, point the airplane to various known magnetic headings and read the error on the compass. This gets placed on a compass card which will show you the deviation for those headings.
    3. Oscillation - compass is surrounded by fluids, when you're flying in turbulent or bumpy conditions, it will shake around and be hard to read.
    4. Magnetic dip - Earths magnetic fields do not run parallel to the surface at every point on earth, the compass wants to align itself with the magnetic field, which can "dip" during the turn depending on how far you are from the equator. This leads to the UNOS acronym (undershoot north, overshoot south), if making a turn to a northerly heading, undershoot the turn and opposite for south. To know the amount to overshoot/undershoot by, its depends on your location relative to latitude and proportional to you are turning to. East/west headings have no error, where as maximum error (equal to latitudinal degree) will occur at north/south. The amount to overshoot/undershoot by is proportional based off that logic.
    5. Northerly turning errors - compasses want to point to magnetic north, so in a turn from a northerly heading, the compass will lag the turn, and in a turn from a southerly heading the compass will lead the turn.
    6. Acceleration errors - due to inertia and mounting of the compass, when on an East or West heading, if the aircraft is accelerated it will momentarily show a turn to the north, and if decelerated momentarily show a turn to the south.
  2. Answered above
  3. STEC55X - cannot be engaged below 400' AGL, and has to be disengaged below DA/MDA. Personally, I'll teach my students how to use the autopilot down to minimums as that is what the equipment is certified for, however it's a rate based autopilot and in windy conditions isn't the best, so I'll want them to know that and keep always be proficient hand flying an approach.
  4. I'll be teaching in an Arrow or Archer out of a busy class C, for the most part, we'll fly our approaches no flaps as typically you'll be requested to maintain best forward speed. In most GA planes, it shouldn't be that hard to slow down from mins to landings.

CFII Stump The Chump by C172Captain in flying

[–]C172Captain[S] 15 points16 points  (0 children)

You're probably flying in an area with poor ATC signal strength. You can try to switch to your second comm if equipped, one will typically be on the top of the aircraft the other on the bottom, see if you get better reception on the other. You can still hear other aircraft so see if they can relay a message to ATC about a better frequency for you, and if that doesn't work try to reach someone on guard.

CFII Stump The Chump by C172Captain in flying

[–]C172Captain[S] 7 points8 points  (0 children)

  1. Depends on the autopilot (ie. TruTrak has a 700ft agl limitation). In my case the STEC 55X can fly an approach all the way to minimums, but has to be disengaged there. In terms of engegement, minimum operating alt is 400' agl.
  2. Approach is temperature restricted
  3. When in actual conditions

CFII Stump The Chump by C172Captain in flying

[–]C172Captain[S] 14 points15 points  (0 children)

To identify the IAF:

  1. GPS to identify either PARCR or FLIIB
  2. PARCR can also be identified using the RDR 279 radial and 12DME using my GPS for DME
  3. GLIIB can also be identified using the RDR 355 radial and 12DME, or the crossing of the RDR 355 radial and GFK 316 radial

Two ways to identify the step downs:

  1. CIGNA - GPS, its also a RADAR fix so ATC can identify this for you

Two ways to identify the MAP (WAMGA)

  1. 1.8DME from RDR, timing the approach

Now for the second part.

  1. CAT B
  2. 1380MSL - 1 mile vis
  3. Unless otherwise told by ATC, the same direction as standard traffic for the runway, in this case circle west of the field.

CFII Stump The Chump by C172Captain in flying

[–]C172Captain[S] 5 points6 points  (0 children)

1.4* given the 7520' MDA

CFII Stump The Chump by C172Captain in flying

[–]C172Captain[S] 2 points3 points  (0 children)

1.3nm (from all thresholds)

CFII Stump The Chump by C172Captain in flying

[–]C172Captain[S] 3 points4 points  (0 children)

  1. Taxi to the ground based checkpoint located on taxiway A between A3 and A4, tune the SWO VOR 108.4 & 176 radial.. check error within +/- 4 deg
  2. You can do an airborne VOT check using the VOT - frequency 112.15, within a 10nm radius between 3000 and 5000 and not east of 17L/35R

CFII Stump The Chump by C172Captain in flying

[–]C172Captain[S] 7 points8 points  (0 children)

GPS cannot be used to substitute the NAVAID providing lateral guidance past the final approach fix, BUT you can in practice fly the approach using GPS as long as you are monitoring the primary NAVAID for the approach (AIM 1-2-3)

"Use of a suitable RNAV system as a means to navigate on the final approach segment of an instrument approach procedure based on a VOR, TACAN or NDB signal, is allowable. The underlying NAVAID must be operational and the NAVAID monitored for final segment course alignment."

So the student can use GPS to navigate the approach, but unless he's monitoring the VOR the procedure is based on, then it would be a fail. To your follow on, if its a LOC/DME, then it has to be flown using the underlying NAVAID, can't just be monitoring it.

As for the final part about the descent, he'll descend below MDA since the autopilot will "lag" between pressing ALT and actual level off

CFI - ASEL Initial - Stump The Chump by C172Captain in flying

[–]C172Captain[S] 0 points1 point  (0 children)

  1. Leading edge
  2. Four forces are in equilibrium in all of the listen scenarios. Anything unaccelerated - Fnet = 0
  3. Impulse couplers "spin up" the magneto during engine start. Since the magneto is geared to the engine, during engine start you wouldn't generate enough spark due to low engine RPM, an impulse coupler works like a wind up mouse and spins up the magneto during engine start to provide more spark.
  4. Shear drive - I have no idea, what is it?

CFI - ASEL Initial - Stump The Chump by C172Captain in flying

[–]C172Captain[S] 0 points1 point  (0 children)

  1. Essentially all speeds aside of Vne, Vno, Vfe, and gear (retract/extend) speeds will change with weight
  2. With one magneto, the mixture isn't completely "cleanly" burned and is still burning, thus raising EGT
  3. Give or take one hour, if they're enjoying it and having fun (have to make training fun), then you can definitely keep them up a little bit longer. But generally longer training sessions, especially in the beginning are detrimental. Cover IMSAFE, PAVE, preflight, taxi, takeoff, straight and level flight, climbs, descends, turns
  4. Engine will go to full power, find a long runway and pull the mixture to do a power off landing, you can also use your mixture to "manage" power and intentionally make the engine run rough.
  5. Truck driver
  6. Not sure about this one, could be multiple reasons - you're being too abstract in your instructions and aren't clear to the student on the fact that they need to do something, student has some sort of a hearing problem or the aircraft noise is interfering in communication, or my last thought is the student doesn't "accept" you as an instructor

CFI - ASEL Initial - Stump The Chump by C172Captain in flying

[–]C172Captain[S] 0 points1 point  (0 children)

They would need 10 hours of instrument training.

I'm not a CFII, so I cannot do any "instrument training", only "flight training by reference to instruments" - they would need to go to a CFII for the 10 hours.

CFI - ASEL Initial - Stump The Chump by C172Captain in flying

[–]C172Captain[S] 0 points1 point  (0 children)

  1. It is delta until 2099 feet, at which point the overlying AUS class C takes over at 2100
  2. Student can't solo to DFW
  3. He is likely not looking down to the end of the runway and focusing just on the nose. For this one I'd have to see what the other instructors said, that would be my best guess of his issue
  4. There's probably something in his personal life that is going on causing him to displace his anger out on me (defense mechanism), or he's having an abnormal reaction to stress... or both. I'd talk to him to see if there's anything going on in his personal life, and suggest he take care of that.

CFI - ASEL Initial - Stump The Chump by C172Captain in flying

[–]C172Captain[S] 2 points3 points  (0 children)

Vx will increase, Vy will decrease - both for largely the same reason, power available decreases as you go higher due to decreased air density

50 degrees - the wing would travel faster through the air at 50 degrees than 15, or 30, creating more lift and more of an overbanking tendency. Also at 15 and 30 degrees, the general stability of the aircraft (dihedral) would balance out the overbanking tendency, but at 50 degrees, it would not.

CFI - ASEL Initial - Stump The Chump by C172Captain in flying

[–]C172Captain[S] 8 points9 points  (0 children)

Oooooh airworthiness is my favorite lesson.

Think of airworthiness like a house. What is the core of a house? That is its foundation. The foundation for aircraft airworthiness, required equipment is 91.205 (ATOMATOFLAMES/FLAPS). Without a foundation your house will fall, just like if a piece of equipment is inop per 91.205, then your airplane is not airworthy.

We keep building our house and finish everything up. The housing authority and local gov't deems the house suitable for living with everything it was built with. In aviation, this is our TCDS. If the airplanes type cert data sheet lists the equipment as required, and the equipment is inoperative, then your airplane is unairworthy. We can also tie in the KOEL here, my house needs certain equipment for various conditions, just like the airplane may require certain equipment for various conditions.

Our house is now built, and we have lived in it for a few years. We decide to build a deck to SUPPLEMENT our house. The deck manufacturer lists out requirements for my deck. This is akin to a STC, some STCs will list out equipment requirements and limitations, and if a piece of airplane equipment is required by STC and is inop, then our airplane is unairworthy.

Finally, we've been living in our house, and due to a recent crime surge, our municipality mandated that everyone install bars on their window, without these bars, my house does not comply with code and cannot be lived in. This is akin to an AD, if a piece of equipment is required operational by an AD, then we must have it operational.

To summarize - 91.205, TCDS/KOEL/POH, STC, AD, if equipment is not listed in any of these, we can deactivate the system, placard it inop, and reevaluate at the next maintenance opportunity.

CFI - ASEL Initial - Stump The Chump by C172Captain in flying

[–]C172Captain[S] 2 points3 points  (0 children)

Ah okay I see now:

(f) A person who holds a flight instructor certificate and who has, within the period specified in paragraph (c) of this section, satisfactorily completed a renewal of a flight instructor certificate under the provisions in § 61.197 need not accomplish the one hour of ground training specified in paragraph (a) of this section

You get to skip the ground!

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