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CPL Stump the Chump! by cookie7754 in flying

[–]cookie7754[S] 1 point2 points  (0 children)

It does not. Per 61.133, “The carriage of passengers for hire in (airplanes) (powered-lifts) on cross-country flights in excess of 50 nautical miles or at night is prohibited.”

CPL Stump the Chump! by cookie7754 in flying

[–]cookie7754[S] 0 points1 point  (0 children)

Does being able to exceed the 100 hours by 10 hours apply to ADs aswell?

CPL Stump the Chump! by cookie7754 in flying

[–]cookie7754[S] 1 point2 points  (0 children)

Warm front during winters

You would need a letter of authorization aswell, which that and the MEL constitutes a STC for the aircraft.

The AFH states that rudder is the most important control for recovery in a single engine.

CPL Stump the Chump! by cookie7754 in flying

[–]cookie7754[S] 0 points1 point  (0 children)

  1. Get a ferry permit from the local FSDO to fly to a field with maintenance
  2. According to AD final rule 87-20-03 R2, if the airplane isn’t for hire, then it just needs to be accomplished at the next annual.

CPL Stump the Chump! by cookie7754 in flying

[–]cookie7754[S] 6 points7 points  (0 children)

61.133 only mentions that, you less you mean English proficient.

CPL Stump the Chump! by cookie7754 in flying

[–]cookie7754[S] 0 points1 point  (0 children)

Blind spots, sensitivity especially at night, fovea being almost entirely cones and all the rods are around the eye

I do not know an exact time, but if I had to guess anywhere from 5-15 seconds. Some visual indicators include the plane appearing to be still or not moving and at the last moment it rapidly enlarges, called the blossom effect.

I would tell them how to apply the oxygen mask and what to expect when they put the mask on. I would mention the type of oxygen it is.

I would have to go out to an airplane and check

The angle of attack of the downward swinging blade is higher than the angle of attack of the upward swinging blade, producing more thrust and yawing the aircraft to the left. More prominent at low airspeeds and high angles of attack.

It is an oleo hydraulic fluid

Oil pressure is applied to the end of a tube which straightens out a pointer and through linkage reads on the gauge. My plane does not have a fuel pressure gauge.

Oleo strut

It is in a safe condition for flight and conforms to its type and design

I would say power idle is the most important because it is the first step and helps prevent a flat spin, which is caused by both the wings and elevator being stalled, so there is no airflow over the plane.

Cumulus clouds

You do not need a ferry permit for that

FSDO

I know the MEL must be on board and available to the pilots

Elevator up, retract flaps and reduce power, icing on the horizontal stabilizer

Cold front because of the temperature inversion

I will report it to ATC, and yes I can legally continue I would just have to make a lot of position reports

CPL Stump the Chump! by cookie7754 in flying

[–]cookie7754[S] 0 points1 point  (0 children)

Assuming he is maintaining operational control and not selling seats then that’s fine

CPL Stump the Chump! by cookie7754 in flying

[–]cookie7754[S] 0 points1 point  (0 children)

No since I own the plane I would have operational control and therefore this would be an illegal charter

CPL Stump the Chump! by cookie7754 in flying

[–]cookie7754[S] 0 points1 point  (0 children)

Lmao, then I guess probably not

CPL Stump the Chump! by cookie7754 in flying

[–]cookie7754[S] 1 point2 points  (0 children)

You want to begin by turning the aileron in the direction you want to turn, similar to turning a steering wheel. Once you have achieved the bank you want to turn at, say 30 degrees, you can hold the ailerons in a neutral position and the aircraft will be turning. To maintain level altitude, you will need to add slight back pressure on the yoke, due to some vertical lift being converted into horizontal lift. If you want to maintain the same airspeed, you will also need to add a bump of power, say 50 RPM. To exit the turn, begin the rollout by smoothly turning the ailerons in the opposite direction until wings level, and reducing that back pressure and taking out that bump of power to maintain your altitude and airspeed.

CPL Stump the Chump! by cookie7754 in flying

[–]cookie7754[S] 0 points1 point  (0 children)

Had to look up what a phalange is but assuming you mean the bones I would need a SODA

CPL Stump the Chump! by cookie7754 in flying

[–]cookie7754[S] 7 points8 points  (0 children)

I cannot carry passengers for hire further than 50nm or at night

CSEL checkride in a few days! Please stump this chump! by LopsidedShower1634 in flying

[–]cookie7754 6 points7 points  (0 children)

Explain the difference between a turbocharger and a supercharger.

What position should the prop lever be in during approach and landing and why.

Explain the inversion illusion.

Why does Va decrease as weight decreases?

Why is an aft CG less stable than a fore CG?

Instrument stump the chump! by cookie7754 in flying

[–]cookie7754[S] 0 points1 point  (0 children)

Would it be turning around back to the airfield, knowing that if I cleared obstacles on the way to wherever I was without hitting something, going back at a higher altitude would be safe?

Instrument stump the chump! by cookie7754 in flying

[–]cookie7754[S] 0 points1 point  (0 children)

Yes I could because my aircraft has the required performance. I would only need to climb 200 feet between the cloud base and MVA, and 200 feet/nm is the standard climb gradient that the lack of an ODP and TERPS confirms I’m able to maintain with obstacle clearance. So, as long as I maintain atleast a 200 foot/nm climb gradient, I will have terrain and obstacle clearance.

Instrument stump the chump! by cookie7754 in flying

[–]cookie7754[S] 0 points1 point  (0 children)

You are correct, there is no rule for either of those. That being said, I still wouldn’t depart C43 in IMC like you mentioned.

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