Private Pilot Ground School And here we go

Private Pilot Ground School And here we go

Private Pilot Ground School

Private Pilot Ground School Daniel Mooney CFII, AGI, ASC Certificated Flight Instructor Instrument Aviation Ground Instructor, Advance Safety Counselor Emergency Maneuver Training & Aerobatics, CP Aviation, inc. , Santa Paula, CA

Private Pilot Ground School Where are we going?

Private Pilot Ground School You could end up flying something like this!

Private Pilot Ground School If the airlines then something like this!

Private Pilot Ground School This is what I do.

Private Pilot Ground School Certificated Flight Instructor-Instrument [CFII], Advanced Ground Instructor [AGI], Aviation Safety Counselor [ASC] 6000 hours Emergency Maneuver Training Aerobatics Tailwheel Transition Training Instrument Training Types of A/C flown–C 150, Cessna Skyhawk, Skylane, & Centurion. Piper-Warrior, Archer, Arrow, Meridian, Malibu & Seneca. Grumman-Yankee & Tiger. Beechcraft-Bonanza & T-34. Bellanca- Citabria, Super Decathlon & Viking. Pitts Special. T-28 Trojan. CJ-6 A Yak. Etc…. .

We’ve Come A Long Way!

Private Pilot Requirements Private Pilot Certificate 14 CFR 61. 102 – 61. 117 [FAR 61. 102 -61. 117] Covers applicability, eligibility, aeronautical knowledge, flight proficiency, aeronautical experience, etc… Airplane Single Engine: 40 Hours Total 20 with a CFI 10 Solo Hours National Average = 65 -70 Hours

Private Pilot Ground School Private Pilot Certificate • The FAA issues Certificates not licenses. 17 Years of Age [16 to Solo] Pass a FAA Written Test Pass a FAA Practical [Flight/Oral] Test Be able to read, write, speak and understand the English language.

The Training Process Go to an Aviation Medical Doctor. Get at least a 3 rd class medical, along with a Student Pilot Certificate 2 nd Class 3 rd Class Renew 36 months for Solo and Private* 1 st Class Renew 36 months for Solo and Private* 12 months for Commercial *36 months under age 40, then 24 months. 12 months for Commercial 6 months for ATP (Airline Transport Pilot)

The Training Process Go to an Aviation Medical Doctor. Take ground training.

The Training Process Go to an Aviation Medical Doctor. Take ground training. Privat e Pilo Pass an FAA Written Exam. t W ritten

The Training Process Go to an Aviation Medical Doctor. Take ground training. Pass an FAA Written Exam. Take flight training. Solo Cross Country Minimum 40 hours flight time Usually 65 -75 hours flight time

The Training Process Go to an Aviation Medical Doctor. Take ground training. Pass an FAA Written Exam. FAA 8710 Take flight training. Get signed off. Pilot Logbook

The Training Process Go to an Aviation Medical Doctor. Take ground training. New Pass an FAA Written Exam. Private Take flight training. Pilot Get signed off. Pass an FAA Practical Test. Oral Check Flight Check

The Training Process Go to an Aviation Medical Doctor. Take ground training. Pass an FAA Written Exam. Take flight training. ok bo ok Get signed off. g ogbo L t Lo o t Stay Current. il Plio P Flight Review Takeoffs and Landings

61. 56 Flight Review r No person may act as PIC without a Flight Review and Logbook endorsement. 1 Hr Flight Instruction 1 Hour Ground Instruction r Complete “approved” proficiency check r Complete the “Wings” Program Flight Instructors who have completed renewal need not complete ground instruction

61. 57 Recent Flight Experience o. Daytime - cannot act as PIC carrying passengers unless 3 Takeoffs & landings in same category & class during last 90 days • Full Stop in tailwheel aircraft o. Night 3 Takeoffs & landings in same category & class during last 90 days 1 Hr after sunset to 1 Hr before sunrise

Category of Aircraft Airplane Rotorcraft Glider Powered-Lift Lighter-Than-Air Your pilot certificate will say Airplane.

Class of Aircraft Airplane Single Engine Land Multi Engine Land Single Engine Sea Multi Engine Sea Your pilot certificate will say Single Engine Land.

Category & Class of Aircraft Single-Engine Land Multi-Engine Sea Gyroplane Helicopter Multi-Engine Land Powered - Lift Single-Engine Sea Airship Balloon Courtesy of the Boeing Company Glider

Type of Aircraft. Make and Model (Cessna 172, Boeing 747)

Private Pilot Ground School Additional Pilot Ratings Instrument Rating Multi-Engine Rating Sea-Plane Rating Rotor-Craft Rating Glider Balloon

Private Pilot Ground School Additional Pilot Certificates Commercial Pilot 1 st step toward a professional pilot 250 Hours 100 Hours PIC 50 Hours Cross Country flight time 10 Hours flight in complex aircraft Certified Flight Instructor Commercial Pilot with CFI endorsements Airline Transport Pilot [ATP] Must hold an ATP to operate as an airline captain. 23 years old 1500 Hours 250 Hours PIC 500 Hours Cross Country flight time 100 Hours of Night Flight 75 Hours Instrument Flight time

Private Pilot Ground School Required Aircraft Documents Use the Mnemonic A-R-r-O-W-E Airworthiness certificate radio telephone station license (FCC) Registration certificate Operating Limitations (POH, AFM, Placards, etc) Weight and Balance data Equipment list

Private Pilot Ground School

Travel

Mountain Flying

Instrument Training Night Flying

Aerobatic Training

Different Airplane Checkouts & Rating Add-ons

14 CFR 61. 31 High Performance Aircraft q Cannot act as PIC High Performance AC q 200 Horsepower or retractable gear, flaps, & controllable propeller q q flight instruction from authorized CFI logbook endorsement PIC time before November 1, 1973 PIC check by FAA , 121, 125, 135 PIC check, or a military PIC check

14 CFR 61. 31 High Altitude Aircraft q Private or commercial pilot cannot act as PIC of pressurized AC with service ceiling or max operating altitude above 25, 000’ unless that person has: qflight instruction from authorized CFI qlogbook endorsement q PIC time before April 15, 1991 q PIC check by FAA, 121, 125, 135 PIC check, or a military PIC check

14 CFR 61. 31 Tailwheel Aircraft q Cannot act as PIC of tailwheel AC unless that pilot has: qflight instruction from authorized CFI including normal, crosswind, and wheel landings qlogbook endorsement o Grandfather clause - PIC time before April 15, 1991

Code of Federal Regulations [FARs] (Title) 14 of CFR (Part & Paragraph) ###. ## eg: 14 CFR 91. 3 Check your six !

14 CFR 91. 3 Responsibility & Authority of Pilot in Command q q q Final Authority as to the operation of that aircraft. May deviate from any rule to the extent required to meet an emergency. Shall upon request send a written report of that deviation to the Administrator.

14 CFR 91. 103 Preflight Action r Each Pilot in Command shall, before beginning a flight, become familiar with all available information concerning that flight. r weather, fuel requirements, alternatives, traffic delays, takeoff & landing distances. r any necessary information relating to aircraft performance.

14 CFR 91. 111 Operating Near Other Aircraft o No person may operate an aircraft so close to another aircraft as to create a collision hazard. o No formation flight - except by prearrangement of PICs. o No formation flight with passengers for hire.

14 CFR 91. 117 Aircraft Speed p Below 10, 000’ MSL: 250 knots or less - 288 mph or less p Within 4 NM of an airport in class C or class D airspace at or below 2500 AGL : 200 knots or less - 230 mph or less p Below airspace underlying class B airspace 200 knots or less - 230 mph or less

14 CFR 91. 119 Minimum Safe Altitudes q Anywhere - An altitude which will allow a safe emergency landing without hazard to people or property on the surface. q Congested Area - 1000’ above the highest obstacle within 2000’ or the aircraft. q Other than congested areas - 500’ q Over water & sparsely populated areas: no closer than 500’ to any person, vessel, vehicle or structure.

Minimum Safe Altitude A. One where you don’t hit anything. B. One where you don’t have to worry about hitting anything. C. One where neither you, nor your passengers nor the FAA have to worry about you hitting anything!

SAFETY IS A STATE OF MIND!!

Introduction to Human Factors

Introduction to Human Factors Aeronautical Decision Making It applies CRM concepts. It follows set procedures (ADM). It requires pilot personal awareness. It requires communication skills. It demands use of all resources. It makes pilots good workload managers. It demands exceptional situational awareness.

Aeronautical Decision Making (ADM) *ADM systematic approach to the mental process used by pilots to consistently determine the best course of action for a set of circumstances ADM addresses all aspects of decision making in the cockpit and identifies the steps in good decision making *Risk management part of the ADM process relies on situational awareness, problem recognition, and good judgement to reduce risks associated with each flight

AERONAUTICAL DECISION MAKING

The Decision-Making Process (ADM) 1. Detect a change. 2. Estimate the need to react. 3. Choose a desired outcome. 4. Identify appropriate actions. 5. Do the best action. 6. Evaluate results.

The Decision-Making Process (ADM) Five Elements to Consider. . . - Pilot Responsibility - Communication - Resource Use - Workload Management - Situational Awareness

Aviation Human Factors Pilot-in-command responsibility PIC is the final authority as to operation of aircraft PIC should be determined before flight when there is more than one crew member Important PIC responsibilities include • establishing an atmosphere of open communication in the cockpit • ensuring that the suggestions and concerns of the copilot are validated and considered carefully

Aviation Human Factors In the immortal words of Dirty Harry…. An essential part of your ability to serve effectively as pilot-in-command is to know yourself. To one degree or another, we are all affected by a set of ‘hazardous attitudes’ that effect our decision making ability. Identifying your hazardous attitudes is a part of good decision making

Pilot Responsibility Anti-Authority Do you have an improper attitude? “I don’t need to follow the regulations, ” “You can’t tell me what to do. ” Impulsivity “Do something – NOW. ” Invulnerability “It won’t happen to me. ” Macho “I’ll show you, I can do it. ” Resignation “What’s the use. ”

Aviation Human Factors Classical behavioral traps Trying to complete a flight as planned to prove you have the ‘right stuff’ Basic drive to demonstrate the ‘right stuff’ • Can have an adverse effect on safety • Can impose an unrealistic assessment of piloting skills under stressful conditions • Is dangerous, often illegal, and can lead to a mishap Other dangerous tendencies or behavioral traps • • Peer pressure Get-there-itis Loss of positional or situational awareness Operating without adequate fuel reserves, a. k. a. , without options

Communication Five Elements to Consider. . . - Pilot Responsibility - Communication - Resource Use - Workload Management - Situational Awareness

Aviation Human Factors To reduce the risk of communication errors. . . Delegate communication responsibility Readback all clearances Use a headset If in doubt, verify Never assume ATC heard your readback Be alert for similar call signs

Barriers. Anything that distorts or interferes with communications: Noise, static Multiple communications Fatigue, stress Distractions Incomplete message Ambiguous wording Lack of credibility Jargon

Responsibility! Sender Be clear & concise Consider the environment Address receiver’s needs Receiver Active listening Interpreting Evaluating Responding

Resource Use Five Elements to Consider. . . - Pilot Responsibility - Communication - Resource Use - Workload Management - Situational Awareness

Aviation Human Factors Crew (Cockpit) Resource Management Effective use of all resources; human, hardware, and information Although originated for the airlines (crew), CRM principles are applicable to the GA cockpit as well Incorporates principles such as workload management, situational awareness, communication, leadership role of the captain, and crewmember coordination

Aviation Human Factors Resource Use • Paper resources, e. g. , charts – Keep them organized – Stow what you no longer need • ATC – Accept ATCs assistance, but… – Make your own decisions • Equipment – Be thoroughly familiar with all the equipment and systems on board your aircraft – Don’t overuse equipment to the point of complacency

Workload Management Five Elements to Consider. . . - Pilot Responsibility - Communication - Resource Use - Workload Management - Situational Awareness

It’s a physiological fact that your can only do one thing at a time. If you spend too much time doing one thing in an airplane, know that something else is probably going to hell.

Workload Management What should you do? There is a thunderstorm ahead. Your altitude is off by 800 feet. The radio is not working, The engine is sputtering. You smell smoke. Your passenger is sick. You can’t find the airport. You dropped your pencil.

Situational Awareness Five Elements to Consider. . . - Pilot Responsibility - Communication - Resource Use - Workload Management - Situational Awareness

Aviation Human Factors Situational Awareness What is it? Why is it important? What factors can reduce/eliminate it? One result of loss of situational awareness is Controlled Flight Into Terrain (CFIT)

Situational Awareness: The accurate perception of the factors affecting the aircraft and the crew, including knowing what has happened in the past, what’s going on now, and how these affect what might happen in the future.

Situational Awareness

Aviation Human Factors

Aviation Human Factors Clues to your level of situational awareness – links in the judgment chain Failure to meet targets (performance, altitude) Use of undocumented procedures Departure from (your) SOPs Violating minimums or limitations No one flying the airplane NOT looking out the window Communications breakdown Ambiguity Preoccupation or distraction Bad Feeling

Don’t put yourself in a situation where you are committed to just one course of action!

The Pilot Personal Checklist I - Illness M - Medication S - Stress A - Alcohol F - Fatigue E - Eating

Illness Do you have any symptoms? What will be their effects in flight Will they cause you discomfort How will they effect other decisions Do you really want to fly if your sick? There is no MEL for the pilot

Aviation Physiology Ear and Sinus Block Toothache Gastrointestinal Pain Scuba Diving

Aviation Physiology Motion Sickness

Aviation Physiology Motion Sickness Stress

Stress Some stress - good / A lot of stress bad --- very bad Life stress vs Flight stress

Life Stress Life stress values: Death in family. . . . . 50 pts. Serious health problem. . 37 pts. Lack of sleep. . . 34 pts. Government action. . . . 29 pts. Employment. . . . 26 pts. Total of 50 -70 pts. - could be trouble

Aviation Physiology Motion Sickness Stress Fatigue Noise

Alcohol, Drugs, and Performance Depressants Lower blood pressure Reduced mental processing Slow motor skills and reactions

Alcohol, Drugs, and Performance Depressants Lower blood pressure Reduced mental processing Slow motor skills and reactions Alcohol Reduced mental processing Slow motor skills and reactions Effects worse at altitude FAA says less than. 04 percent

Alcohol 14 CFR 91. 17 (a) has three parts to it: 8 hours. 04 Blood alcohol Under the influence What have I been drinking within the last 8 hours? Within 24 hours?

Alcohol, Drugs, and Performance Depressants Alcohol Pain Killers

Alcohol, Drugs, and Performance Depressants Alcohol Pain Killers Stimulants Ask the Medical Examiner Anxiety and drastic mood changes Other Drugs Check with your Aviation Medical Examiner Fitness for Flight

Medication FAR 91. 17(a)(3) states you can not fly while taking any drug that effects your faculties in any way contrary to safety Have you been taking any prescription or over-the-counter medication? CAFFEINE ? ?

Eating Am I adequately nourished? Vending Machine or Fast Food Good meal with proper foods How long ago was your last meal? Too long Too soon Remember school and a good breakfast

Next Week Chapter 2 Airplane Systems Section A • Airplanes Section B • Powerplant & Related Systems Section C • Flight Instruments Chapter 3 Aerodynamic Principles Section A • Four Forces of Flight

Private Pilot Ground School Daniel Mooney CFII, AGI CP Aviation, Santa Paula, CA