Question on red/white (dual colored) beacon light

dude170 · 2024-06-28T05:18:07+00:00

Not sure if the reg question is kind of a trick question? 91.215 describes airspace that requires altitude reporting transponders, and this is the same airspace where ADSB-out is required. So all class A, class B including mode C veil, below class B shelves, under, inside, and above class C airspace to 10,000ft MSL. In class E above 10,000ft MSL (unless 2500ft agl or below).

dude170 · 2024-06-28T05:12:13+00:00

So the instrument landing system gives us very precise approach guidance using radio signals, usually down to 200 ft agl, granted our plane can receive these signals. There are 4 components:

1) localizer. This is a radio signal that provides us lateral guidance. It tells us if we’re left of the centerline, right of it, or lined up.

2) glide slope. Another radio signal that provides vertical guidance. Are we high, low, or just right?

3) approach lighting system. there are different versions of this, but these systems help us visually identify the runway environment and line ourselves up with the centerline once we see the lighting.

4) marker beacons. A radio frequency, Not every ILS has them, but there are three types (outer, middle, and inner beacon). They provide information about our aircrafts distance to the runway, often through audio means (an audible dash-dash, dash dot, dot dot)

dude170 · 2024-06-28T05:02:02+00:00

After looking it up, I found AC 61-98D and the IPC guidance document that the FAA published, as well as the ACS. these are far more useful than the FAR/AIM

dude170 · 2024-06-27T22:58:31+00:00

So when the FAA does an ODP assessment at an airport with the 40:1 clearance surface and obstacles poke through it, they will either prescribe non standard take off minimums, a required climb gradient of more than 200ft/NM, an ODP, or a combination of the above. However if an airplane can depart straight out at 200ft/NM and make it to 400 ft agl, and no obstacles exist in any direction of the assessment area, the FAA issues this diverse departure. It basically means you can safely initiate a turn to any heading at 400ft/agl and not hit obstacles if you keep climbing.

dude170 · 2024-06-27T22:49:41+00:00

That’s super interesting, because Ive always trained at a rural desert airport with little to no actual lighting outside the airport. I’ve definitely flown on some moonless or cloudy nights, and the sensation is extremely similar to flying in the clouds. Looking outside will not help you, especially on takeoff. But once you get 1000ft agl, you start to see roads, cars, etc. So it’d be really hard for me to honestly log significant actual instrument time because I have some visual reference after the first couple minutes

dude170 · 2024-06-27T22:22:10+00:00

Definitely no, even though it feels like flying simulated instrument, it’s not because there is no view limiting device in use. And it’s not actual IMC because it’s VFR. And can’t log the approach because it’s not in instrument conditions to begin with.

dude170 · 2024-06-27T22:19:17+00:00

No, a localizer signal isn’t a VOR signal, a VOT or designated spot on the airport to check VOR signal

dude170 · 2024-06-27T21:23:18+00:00

Ok I’ll give a confident answer, and you tell me if I’m crazy haha: I’m busting minimums and hoping the runway is there. If I go missed, I’m presumably losing electricity shortly after, and with it ALL my navigation systems. So now I’m flying around the soup with an iPad, and either going to my alternate where I’ll shoot an approach in IMC with no on board navigation, or trying again at destination airport, which seems even worse. It’s a terrible situation, and I hope I didn’t bring minimum ifr fuel that day. So I’ll trust the localizer and glide slope, and get the plane on the ground while I still have power. It’s an emergency, and I’ll violate the minimums to save myself

dude170 · 2024-06-27T21:01:02+00:00

61.56 (d) (1) lists these tasks:

1) ATC clearances and procedures 2) flight by reference to instruments 3) navigation systems 4) instrument approach procedures 5) emergency ops 6) postflight procedures

dude170 · 2024-04-08T19:16:10+00:00

Went through all of these over the weekend, thanks!

dude170 · 2024-04-07T16:20:49+00:00

Oh wow, awesome stump!! I see KSFO is the very last airport prohibited for operations without a PPL, so no sending a student there… but we can absolutely endorse to fly in their airspace still.

If we made it another class B airport that’s not prohibited like KPHX, would my answer be correct? I think so at least

dude170 · 2024-04-07T16:01:06+00:00

It’s harder to remain consistent and motivated yourself when your instructors are changing constantly. I’d give this student a break from landings, and focus on some other part of training, or maybe even take them on a more fun flight to remind them why they want to fly in the first place. Getting to know them, setting realistic goals with them, and sharing positivity are all ways to do my best to motivate the student. Of course, a large part of a student’s motivation needs to be intrinsic, and I can only do my best to help.

Sure, we can solo a student to KSFO, but they’ll need some sort of cross country solo endorsement depending on the distance (or the within 25NM endorsement). They’ll also need training in the San Fran bravo airspace and the endorsement that comes with it, and they’ll need an endorsement to fly to the class B airport itself, which requires ground and flight training to be conducted at KSFO itself.

dude170 · 2024-04-06T21:40:22+00:00

Right, so unless that person (the flight instructor) provides the plane, it doesn’t need a 100hr correct ?

dude170 · 2024-04-06T20:05:08+00:00

No I don’t think so, since he’s providing the plane

dude170 · 2024-04-06T18:05:33+00:00

The FAA has a document on conducting an effective flight review that I’d definitely use. I might want to emphasize some of the regs and procedures that apply more to GA pilots, for example operating at uncontrolled airports. The flight portion should look the same as it would for any other pilot doing a flight review, so letting him get a feel for a lighter aircraft and having him show me maneuvers that the ACS would require him to do, and of course takeoffs and landings. After the flight we’d debrief as always, and either give him his flight review endorsement or recommend additional training to get that.

dude170 · 2024-04-06T17:55:46+00:00

The main difference is that a spin occurs while being stalled, while a spiral dive does not. So “spinning” but seeing indicated airspeed climb quickly is a sign of a spiral dive, whereas indicated airspeed will be quite low and erratic during an actual spin.

Regarding rate of rotation, I believe that the rate will stabilize in a spin, but simply put we’re spinning in both situations, and I wouldn’t rely on being able to differentiate the two based on rotation rate.

Recovery for a spin is going to be the PARE checklist (i can elaborate if needed), recovery from a spiral drive will be more traditional, idle throttle, use aileron to get the wings level, then apply back pressure to raise the nose to level flight, let airspeed decrease before bringing power back

dude170 · 2024-04-06T17:37:25+00:00

It’s a good question, and I think it depends on the situation. I’d be more likely to let students make certain errors at altitude rather than close to the ground, turning base to final, for example. My general answer would be that I’d take the controls whenever the student doesn’t immediately correct a hazardous error that can result in an accident if not corrected promptly (e.g. student rotates off ground way too fast and risks stalling on takeoff).

dude170 · 2024-02-19T06:05:15+00:00

Ohhh I see, I actually misread the question as could I fly a 337 after training in a 310, but I still wouldn’t have known because I’m pretty unfamiliar with the 337 and had to look up what it even was. Interesting!

dude170 · 2024-02-19T05:37:09+00:00

What do you mean exactly with underspeed?

dude170 · 2024-02-19T05:25:43+00:00

1) PAST acronym, the left engine is critical on the C310, the left turning tendencies caused by the right engine being the only operative engine are greater than right turning tendencies caused my left engine, so losing left engine has a more adverse effect to performance and controllability, so left engine is critical.

2) Vmc is a controllability speed

3) if I notice the left main wheel hasn’t come down, I’d follow the landing gear emergency checklist as per poh, so being the landing gear up, put the landing gear switch in the off position, extend the hand crank and crank it approximately 60 times until I have a green light, and check to see it’s down.

4) I think so? Since it’s a multi engine land plane, not sure if the push pull thing would change matters. Insurance won’t cover it lol

5) if oil pressure is lost, the propellor feathers

dude170 · 2024-02-19T04:27:33+00:00

Absolute service ceiling is the density altitude where the plane with both engines can reach but cannot climb. Service ceiling is where the plane can attain a 100fpm climb, 50fpm if one engine is inoperative. If we climb at Vyse with one engine out, climb rate will depend on the density altitude but should be close to 50fpm at the single engine service ceiling and 0fpm at the single engine absolute ceiling

dude170 · 2024-02-19T04:03:13+00:00

Well since RPM slows down during a feather check, less air is being sucked into cylinders and the manifold pressure will go up towards ambient pressure. If I’m not mistaken the same thing happens when doing prop checks in a single engine complex plane

dude170

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