For ELT inspection/replacement I teach my students this: "All you need to know is 121.5". 12 Calendar months for the inspection, 1 hour cumulative use (each time it's tested, it should be documented in the Mx logs or airplane log) and .5 (half of it's battery life). Also, the part of not letting go of the Mic, I hear that all the time. My favorite was while doing touch and goes with a student and somebody was having their first solo. KAPA is VERY busy and he read back his takeoff clearance then you heard "ok, gauges are green, good RPM, airspeed is alive....ok, back on centerline....uggghhhh 55 slight back pressure....oh my gosh I'm up...YES!!".
Good video. I would recommend not “over” answer a question, answer the specific question and nothing else. If you starting over explaining things it could open the door to more questioning and maybe find an area your not strong in, a technique we call “digging your own grave”.
Exactly right. It's the same with with lawyers. This is how you answer their questions: Lawyer: Do you know what time it is? Me: Yes. Lawyer: Can you tell me what time it is? Me: Yes. Lawyer: Please tell me what time it is. Me: It is three o'clock.
Here’s a stumper question I got, scenario based. Say you need to let in fresh air due to CO concerns. 1. What’s the fastest way to let in fresh air? A: open the window. 2. Great, at what airspeed are you allowed to open the window? A: uhhhhhhhh........ frantically flips through POH. Thankfully my DPE was great and said something like “is that section 2 you are looking in?” ... why yes, yes it is ;) A: Vne
1. Open the door! (Plane dependent, on a 172 that’ll work) 2. If it’s an emergency I don’t care what the airspeed is; but that should be placarded I think on the window itself. Or at least it is on our aircraft
some airplanes have max speeds for windows, but many also have fresh air vents. Cessnas often have 3 fresh air vents in the cabin in addition to the windows. Pipers have the side window, vents, and possible to crack the door open like a cessna. Just depends on why you need fresh air. maybe yourself or a passenger is just feeling motion sickness.
If hydroplaning conditions exist, 1) don’t attempt to “grease on” the landing and 2) as a rule of thumb, add an additional 50% to your required landing distance. 3) Be familiar with the tire pressure of your aircraft because hydroplaning speed of the tire is approximately 9 times the square root of the tire pressure.
Just wanted to thank you guys for this video, particularly the question about the engine’s static rpm. I went to the FAA site and downloaded the TCDS for the 172N (the plane I’m training in), and now I have that info. In addition, by going to the FAA site to get this data sheet, it has reiterated for me that the FAA aircraft specifications are from the TCDS and not the POH. Because of this knowledge, I scored 100% on my written over a week ago. I may have otherwise chosen the POH as the answer. Thanks again!!😀
Regarding ELT battery 60 minute limit for cumulative use, if your ELT is switched on for any reason, its usage time should be logged. Obviously the annual ELT check involves switching it on for just a few seconds and the 50 percent useful life (shelf life) of the battery will be reached long before the annual checks add up to 60 minutes of cumulative use, so probably no one will bother to record those few seconds each time. However, ELTs occasionally are activated by accident. The time the ELT is transmitting before that's discovered and the ELT is reset should be recorded, I presume in the maintenance logbook although that's not been specified anyplace that I've seen. I personally know of two accidental ELT activations. First was my Cessna 172's ELT, I got a call one day from the local tower saying it had gone off and please come take care of it. The plane had been parked for days prior and hadn’t moved, but it turned out the ELT spontaneously went off all by itself, and that particular ELT model had a known internal circuitry problem that rarely could cause it to happen. The ELT had been transmitting for well over an hour by the time I was called and made it out to the airport to shut it off, so that battery (and the defective ELT) had to be replaced. The manufacturer sent me a new ELT replacement that had a circuitry fix to prevent future problems. Second one was a King Air C90B with a ELT test/activate switch on the cockpit sidewall beside the pilot's seat. A pilot bumped the switch as he was getting out of the seat and activated the ELT without realizing it when he was getting out after a flight. By the time someone figured out which airplane's ELT it was that was going off and they called us to take care of it, it had been going off for well over an hour. We grounded the plane until our maintenance people could change the battery.
This channel is great! Wish this would’ve existed 22 years ago when I was about to take my private pilot check ride! I’ve had my ATP cert for over a decade but love this channel and am always learning great stuff from it. 👍
so, what is the correct takeoff RPM for a Cessna 150F with a 150HP STC, Climb Prop STC, at 9000ft Density Altitude from a 5050ft field elevation runway? I'm asking because these are some of the planes and conditions I earned my ratings in.
I knew them all... one way you know an elt has been activated for more then an hour... you get a call from the faa they say an elt is going off in your hanger from that hard landing you had 2 hours ago... hehe kidding hasn’t happened to me
so, what is the correct takeoff RPM for a Cessna 150F with a 150HP STC, Climb Prop STC, at 9000ft Density Altitude from a 5050ft field elevation runway? I'm asking because these are some of the planes and conditions I earned my ratings in.
Q. Hydroplaning: Answer was too long. You don't want to "raise the nose," you want to apply enough aft elevator to increase aerodynamic braking. However, this only works when the airspeed is well below flying speed. Using a short field technique with the minimum landing speed is key to reducing hydroplaning events. If the short field speed is 55, don't land at 70.
exactly. short answer. mine would have been land at minimum practical speed, and then reduce lift to get as much weight/pressure onto the wheels as soon as possible, no brakes until the hydroplaning has stopped.
Even better then recovering from hydroplaning is not hydroplaning at all. When the runway is contaminated, do a short field landing, where you put her down a bit harder then usual to break through the waters boundary layer.
airplane can still hydroplane after the initial hard contact. the rollout will not apply any more weight to the tires than normal. depends entirely upon your speed, and the speed the plane will hydroplane. focus on landing minimum possible airspeed and transferring weight from wings to wheels ASAP, and getting it slowed to below hydroplaning speed while using rudder and proper aileron inputs to counter xwinds.
Nice job guys! It’s a pleasure to see Stephanie again, we missed her smiling face. Hopefully, she will be able to join you in future VID’s. We sure miss you guys flying Alaska! Thanks again. Don/NE Ohio. :-)
I think your first answer is misleading and not answering the question. If you take off and are rolling then it’s not a static run up. Static would be with the brakes on and at full power. Also you won’t see the minimum static RPM while at a density altitude.
You didn't really answer that first question. You answered about how to determine static rpm. But the question was about how to determine if you've got the proper rpm on the takeoff roll. If you've got 15kts headwind component, or say you've got a tailwind, or it's an upsloping or downsloping runway, and you're rolling down the runway when you glance at the tach, how do you know the appropriate rpm range for a go/abort decision?
Your videos are so awesome and informative.I would be so grateful if you made a video on FAA Oral exam for Aircraft Dispatcher .There is not a single one on TH-cam.
Great content. Fortunately, I earned by PPL last year and wasn't presented with any of these questions (I knew the basics of ELT battery life, but no one seems to know for sure how to verify how long the ELT has run since the last battery check). What I got stumped on most during my Oral was the dang weather. I literally froze (no pun intended). Next up for me is IFR training. Not sure if weather will be involved in this training/exams.... Thanks for another great video. Your PPL online ground school helped me get a 98% on the written!
there is no way to know how long it has been on unless everyone using the aircraft has meticulously timed and logged every use/test of the ELT. never happens. stupid regulation. It should be based upon battery voltage level.
Good luck!!! “Just put one front in front of the other.” Stay focused on the task at hand and the test will be over and you’ll be a private pilot before you know it! 🤙
Good to see Steph again, great video (all of your vids are outstanding) Ive been wondering for the last 30 years what those numbers meant in my AFM, NOT UNDER 2275 AND NOT OVER 2425 thx for answering that. Bought the FLY8MA hoodie, so comfortable, warm & its excellent quality.
I heard that the practice is discouraged, at least in retractable gear planes, because some people accidentally hit the gear up lever instead of the flap retract lever while on the ground.
(instructor) You wouldn't want to remove the flaps because you may need the lift to go around but also, the fast reduction of drag could lead instability when the weight is xfered from the wings to the wheels. It also allows you to get your airspeed as low as possible reducing the length of hydroplaning.
yes, you'd want to reduce lift and place weight on the tires. Chris, Most airplanes cannot takeoff with landing flaps, so retracting them is Still a good idea. many airplanes are only allowed to takeoff with 0-10dege of flaps, and go-arounds tend to involve retraction of full flaps immediately to partial flaps, then 0-10deg of flaps for the climb out. If you were landing at a full stall minimum airspeed condition like you're supposed to, the wing has already stopped flying upon contact/hydroplaning and so reducing flaps will not reduce control that was already lost.
@@SoloRenegade it makes no sense to reduce flaps if the drag is such you can't even take off at that flap setting. No airplane I know of auto retracts flaps either during landing or go around. If it was useful to do it would be a common feature like auto deploy spoilers.
@@justcommenting4981 If you have auto-deploy spoilers, there is no reason to retract flaps, as it will do nothing to reduce lift, as the spoilers already eliminated the lift. The planes that have auto-retracting features, use spoilers. the planes that don't have auto deploying/retracting features, rely on teh pilot to make such decisions. to break through hydroplaning you need to reduce speed and/or increase ground pressure (increase weight). by reducing residual lift, you increase weight on teh tires, increasing psi, causing you to break through sooner, and slow down faster. And if things aren't going well, by fully or partially retracting flaps you're now also in a position to go around if the hydroplaning is bad enough and a go around can fix it.
Yeah I really wish they would have answered that one. I’ve tried to find the answer online before and all I could find is that some newer ELTs do have counters that indicate their cumulative time otherwise you could keep track of the times you’ve used the ELT in some sort of logbook
From my Airframe Technician Training I remember that aquaplaning speed is related to tyre pressure. 1 psi equals 1 mph. So if your tyres are 50 psi you can only aquaplane above 50 mph. So low pressure Tunda tyres will have problems at lower speeds. Most airlines have tyre pressures in the order of 300 psi so should never have problems. I don't know how accurate that is.
I have flown 4 different PA-28-161 weekly since December, and never has the RPM (2300) indicated the value I find in the TCDS (2330-2430). The operator’s normal takeoff checklist indicates >2300 RPM. How does this reconcile with your recommendation?
Manifold pressure is what you need to takeoff, not RPM (its always full throttle on takeoff roll). Sectionals do not tell you how much room you NEED to land, that's also in the POH (see Density Altitude Tables). NO. Do not land at any less speed than the POH calls for...there is plenty of runway for GA planes. ELT battery questions are easy. How about getting a question on how often the prop has to be serviced. Btw. you can tell the last time the ELT was serviced by looking at the maint. logbooks. In fact, if you do not offer that as an answer, you will flunk.
Not all engines give you manifold pressure because many engines still have a carburetor. I'm also not sure that's correct since the RPM is what actually moves the air. In either case iirc that information is in the POH in one of the take off data tables. I don't think you need to go online to a weird website to know the operating parameters of the any aircraft you have a manual for. Hopefully you've passed your checkride since posting.
@@justcommenting4981 Yes. most aircraft engines, carbureted or fuel injected, especially those with a constant speed prop have manifold pressure and gauges to refer to for that pressure. Since you are always at full throttle on takeoff, the RPM will always be maxed out so that metric is of no use when trying to assess if you have enough POWER to get off the ground. How much power the engine is producing is a function of manifold pressure. Did you have trouble on your checkride? You can retake them by paying the fee over again. So go read up on the basics and get back in there man.
@@speedomars I went through my checkrides long ago and it has been a while since flying any props. I didn't have a manifold pressure gauge and did not do any checkride except commercial with an adjustable pitch prop. I think most C172s use a fixed pitch prop. I guess Diamond is becoming an increasingly popular trainer but to my knowledge most are still using fixed pitch propellers and thus have no manifold pressure gauge.
That static RPM information is just that; static. That means the RPM range that you should see at full throttle, when the airplane is static, or not moving. Once you start your takeoff roll, it no longer applies.
So, What was the right answer to the cumulative 60 minute question? I get that there is no way to know how much cumulative use the battery has unless you are the only pilot who touches the thing, and you literally stopwatch it's use, (I would assume, and hope this is from testing,), but how do you determine based on battery usage when it's time to replace that battery.
Tarmac is short for "tarmacadam" which is a type of pavement material patented by the British in the early 1900s. I don't know who started using tarmac to mean any airport ramp, taxiway or runway surface but to me anyone who does use it that way sounds like a wannabe aviation expert, not anyone who actually knows anything about aviation.
Hey WinginWolf, we aren't quite sure which blip you're referring to? Batteries must be replaced after one hour of cumulative use or when 50 percent of their usable life has expired.
@@fly8ma.comflighttraining199 Hi John! I was moreso asking how exactly you determine the battery life of the battery. I was watching a commercial mock oral and I think the answer was the battery during an ELT test blips a certain amount of times if it has over (or under) 50% left. I have to verify that.
I'm not a pilot (at all! )... but, based on what I'm seeing, in the video, AND here in the comments... The consensus seems to be that the top priority is to reduce speed... and that once the speed is reduced sufficiently, piercing the water will take care of itself. As I said... I'm not a pilot. I'm only here as a first step in exploring the possibility... so I (obviously) could be wrong? I'd love to see feedback from experienced pilots on whether or not I've understood/interpreted correctly.
@@bobinthewest8559 Correct, leave the airplane dirty and let the flaps drag reduce speed. While it makes sense in theory that pulling in flaps would put more weight on the wheels, this has (as far as I know) never been scientifically tested nor is it listed in the POH - the difference in weight on the wheels could be so negligible that it wouldn't do much of anything. However, flaps significantly reduce speed which is what you want when landing on a wet runway. Fly the airplane first, mess with the flaps later after you're off the active runway.
@@krakenein1k343 ... Thanks for the reply. Yeah... my thinking (from a "simple logic" standpoint) is to continue to "fly" the plane until you are "not flying".
ELT question was wrong also. You guys are on a roll. 1 hour continuous use. Ok. 50% of use ok. But the main reason is the battery life cycle. That can be different for different ELT models but is clearly written on the battery and on the outside of the ELT. Usually this is checked each annual.
No. that's if the brakes are locked up while skidding on the pavement. Rolling across the surface of the water is no different that planing across the surface of the water.
1st Ques...wrong...it is find in almost all Cessna airplanes...lets read section 2, section 4 and in section 4, it is called a power check. In short, no need to review the TC.
He never answered the last question.. How do you know if an ELT has been in use longer than an hour? Answer: Check the log book. When the ELT is tested, the length of time it was testing should be logged. Add up all the test times and you have the total run time.
you don't, unless every user has meticulously kept records (no one does). the regulation should specify at what voltage the ELT battery has dropped to, not how much time has elapsed.
The answer for the “carrier only” was incorrect. The first part was correct.. A disconnected mic would give you “carrier only”. If you have the mic too far from your mouth then it’s not ‘carrier only”. You will be transmitting audio. The audio is your aircraft noise, someone eating, etc. “but not carrier only”. Probably would have gotten that one wrong on the test 😁. Hopefully no one gives that answer on a test.
Frost and ice are formed differently. Frost is formed when the temperature cools to the dewpoint and the dewpoint is below freezing- the water vapor sublimates and becomes frost on the surface. Ice is formed when water freezes.
You missed an important nuance on the carrier question. Since the tower was unable to acknowledge your call sign, you do NOT habe two way contact and are thus NOT cleared into the delta airspace!
@@Tyleraviator99 I dont think so, they don't "need" to say callsign. Both of these work for delta: Aircraft Calling Stanby and Cessna 12345 Standby Dont make me pull out the FAR haha
A&P here. If you could easily get access the the stack of batteries in the case then possibly BUT taking the head off the ELT case I doubt is covered as “preventative maintenance” that owner/operators can perform.
I think you have to change the ELT battery every 24 calender months.I really should know this because I'm a private pilot and A&P mechanic but it's been awhile.I think you can land on a displaced threshold if it's really long,has many arrows.I think there designed for runways that have high obstacles close to the pavement edge.
The static RPM figures are actually located in the Type Certificate Data Sheet which can be found on the FAA website. You normally wont find it in the POH.
That ELT in JFK Jr. Saratoga didn't do him any good as it took two days by the US Coastguard to search half the Ocean to find his Plane on short Final. A private Pilot Oral exam is just a way to cop another fee from you as anyone can fail an oral exam. No problem find a weak area and slam them.....
5 minutes to answer to explain one question i surly won't pass how we suppose to explain the answer so much info in one question .if i do that course ill fail on the spot
your typical PPL is going to have NO clue about the type certificate RPM info whatsoever. Me, I'd teach them to use what IS accessible to them, the POH, and refer to the RPM data for different altitudes, and if it isn't near full power for their altitude. Not all airplanes have standard engines or propellers. I trained in Cessna 150s with 150hp STC, climb props, wing fences, wingtips, gap seals, extra fuel tanks, etc, at High DA. Good luck finding useful data on that. This is a trick question if you expect them to know about and find the type certificate data info.
That's why we TEACH ppl students about the TCDS and other docs available to them. Just because the average is below standard doesn't mean they all should be. We're trying to RAISE the standard in training!
@@fly8ma.comflighttraining199 you miss the point. the takeoff RPM is never constant. it changes with altitude and the POH and other documents will not tell you that info. AND TCDS adn such for a STOL modded cessna at 5kft MSL wont tell you either. And what good will knowing that be? Every airlane is different. you have to understand RPM Limits more than a given magical RPM setting that changes with conditions. you merely need to know what is abnormal and what is normal in your situation. old school flying skills are being eroded by people like you, in favor of flying the numbers and not actually having stick and rudder skills. A good pilot can fly without an RPM gauge in teh airplane.
if you have enough room to takeoff, you have enough room to land. PPL light aircraft don't need more to than than they need to takeoff. a useless question.
I really want to watch these videos, but I can’t stand her voice. Nothing against her just annoys me. Wish he did more videos alone :( I really like his teaching
At 4:03 you stated "Those COOL guys on TH-cam do it". If you were any type of decent Flight Instructor you would refer to those guys doing stupid stuff on TH-cam as "those Idiots on TH-cam that give pilots a bad name and will end up killing themselves or wrecking an aircraft!" Flying is already dangerous enough. Why would an intelligent and safe pilot every do such a thing? THEY DON'T! I know you are an ATP, former 121 pilot, and CFI who enjoys Bush flying just like myself. But as a Gold Seal, Master CFI, CFIi, MEI, ATP, A&P, 121, 135, 91, TCE, Check Airman, Pilot examiner, aircraft builder, aircraft designer, with over 10,000 and no accidents, I can tell you that you telling people on TH-cam in this video that pilots on TH-cam doing something stupid is "COOL" is just wrong. If you haven't figured that out then you will learn it the hard way one day. I had subscribed to your channel because I saw you were building a longer runway on your property in Alaska. As much as I am interested in that because I am about to buy my 100 acres here in the lower 48 and build my runway, I am unsubscribing because some of your advice and comments will kill someone one day. Sadly, I do not think even you understand that. But one day when you are older and wiser you will.
![[#2024MAMA] ROSÉ (로제), Bruno Mars - APT. | Mnet 241122 방송](http://i.ytimg.com/vi/dgGqD28J6aQ/mqdefault.jpg)
For ELT inspection/replacement I teach my students this: "All you need to know is 121.5". 12 Calendar months for the inspection, 1 hour cumulative use (each time it's tested, it should be documented in the Mx logs or airplane log) and .5 (half of it's battery life).
Also, the part of not letting go of the Mic, I hear that all the time. My favorite was while doing touch and goes with a student and somebody was having their first solo. KAPA is VERY busy and he read back his takeoff clearance then you heard "ok, gauges are green, good RPM, airspeed is alive....ok, back on centerline....uggghhhh 55 slight back pressure....oh my gosh I'm up...YES!!".
That's hilarious. The button for my radio routinely gets stuck so I have to prepare for that to happen when I'm radioing
That's nice. Do pilot use the frequency 406 instead of the 121.5 for the elt nowadays?
@@jollylawyer9999 that's my question as well. New ELT's transmit on 406, but I've heard them on 121.5......
@@joshr7781 Yeah that still confuses me😅
@@jollylawyer9999 new digital elts transmit on both 121.5 and 406
Good video. I would recommend not “over” answer a question, answer the specific question and nothing else. If you starting over explaining things it could open the door to more questioning and maybe find an area your not strong in, a technique we call “digging your own grave”.
Exactly right. It's the same with with lawyers.
This is how you answer their questions:
Lawyer: Do you know what time it is?
Me: Yes.
Lawyer: Can you tell me what time it is?
Me: Yes.
Lawyer: Please tell me what time it is.
Me: It is three o'clock.
@@UnlikelyHero Objection! My client is not a time expert!
@@acasualviewer5861 😂😂
Focus on the +ve
Here’s a stumper question I got, scenario based. Say you need to let in fresh air due to CO concerns.
1. What’s the fastest way to let in fresh air?
A: open the window.
2. Great, at what airspeed are you allowed to open the window?
A: uhhhhhhhh........ frantically flips through POH.
Thankfully my DPE was great and said something like “is that section 2 you are looking in?” ... why yes, yes it is ;)
A: Vne
1. Open the door! (Plane dependent, on a 172 that’ll work)
2. If it’s an emergency I don’t care what the airspeed is; but that should be placarded I think on the window itself. Or at least it is on our aircraft
"I don't care. If it's an emergency, I'm opening the window."
some airplanes have max speeds for windows, but many also have fresh air vents. Cessnas often have 3 fresh air vents in the cabin in addition to the windows. Pipers have the side window, vents, and possible to crack the door open like a cessna. Just depends on why you need fresh air. maybe yourself or a passenger is just feeling motion sickness.
If hydroplaning conditions exist, 1) don’t attempt to “grease on” the landing and 2) as a rule of thumb, add an additional 50% to your required landing distance. 3) Be familiar with the tire pressure of your aircraft because hydroplaning speed of the tire is approximately 9 times the square root of the tire pressure.
What units are we talking? Hopefully metric? Ie kPa compared to meters?
Just wanted to thank you guys for this video, particularly the question about the engine’s static rpm. I went to the FAA site and downloaded the TCDS for the 172N (the plane I’m training in), and now I have that info. In addition, by going to the FAA site to get this data sheet, it has reiterated for me that the FAA aircraft specifications are from the TCDS and not the POH. Because of this knowledge, I scored 100% on my written over a week ago. I may have otherwise chosen the POH as the answer. Thanks again!!😀
Congrats on the great score!
Regarding ELT battery 60 minute limit for cumulative use, if your ELT is switched on for any reason, its usage time should be logged. Obviously the annual ELT check involves switching it on for just a few seconds and the 50 percent useful life (shelf life) of the battery will be reached long before the annual checks add up to 60 minutes of cumulative use, so probably no one will bother to record those few seconds each time. However, ELTs occasionally are activated by accident. The time the ELT is transmitting before that's discovered and the ELT is reset should be recorded, I presume in the maintenance logbook although that's not been specified anyplace that I've seen.
I personally know of two accidental ELT activations. First was my Cessna 172's ELT, I got a call one day from the local tower saying it had gone off and please come take care of it. The plane had been parked for days prior and hadn’t moved, but it turned out the ELT spontaneously went off all by itself, and that particular ELT model had a known internal circuitry problem that rarely could cause it to happen. The ELT had been transmitting for well over an hour by the time I was called and made it out to the airport to shut it off, so that battery (and the defective ELT) had to be replaced. The manufacturer sent me a new ELT replacement that had a circuitry fix to prevent future problems.
Second one was a King Air C90B with a ELT test/activate switch on the cockpit sidewall beside the pilot's seat. A pilot bumped the switch as he was getting out of the seat and activated the ELT without realizing it when he was getting out after a flight. By the time someone figured out which airplane's ELT it was that was going off and they called us to take care of it, it had been going off for well over an hour. We grounded the plane until our maintenance people could change the battery.
Scott's correct, you'll know your ELT has been activated because some branch of the federal gov't will be calling/come knocking.
I didn’t catch the answer to the ELT I thinks it’s found in the log?
This channel is great! Wish this would’ve existed 22 years ago when I was about to take my private pilot check ride! I’ve had my ATP cert for over a decade but love this channel and am always learning great stuff from it. 👍
I knew all of them except for the Carrier Only. Thanks for teaching me something new!
.....also the one about the battery? 😎
That's one I actually knew already from my Ham Radio operator days!
Just stop.
so, what is the correct takeoff RPM for a Cessna 150F with a 150HP STC, Climb Prop STC, at 9000ft Density Altitude from a 5050ft field elevation runway? I'm asking because these are some of the planes and conditions I earned my ratings in.
Why do you care about landing distance, if you know you have enough runway to takeoff from?
It is a great video. I never heard "carrier only" in my training. Right now I know, thank you.
me either. using language like that only serves to confuse people. I'd just ask the student what to do when ATC isn't hearing your transmission.
I knew them all... one way you know an elt has been activated for more then an hour... you get a call from the faa they say an elt is going off in your hanger from that hard landing you had 2 hours ago... hehe kidding hasn’t happened to me
Tune to 121.5 briefly before you shut down. If your ELT is sounding, you'll know it.
so, what is the correct takeoff RPM for a Cessna 150F with a 150HP STC, Climb Prop STC, at 9000ft Density Altitude from a 5050ft field elevation runway? I'm asking because these are some of the planes and conditions I earned my ratings in.
Good to see Steph joining you!
Q. Hydroplaning: Answer was too long. You don't want to "raise the nose," you want to apply enough aft elevator to increase aerodynamic braking. However, this only works when the airspeed is well below flying speed. Using a short field technique with the minimum landing speed is key to reducing hydroplaning events. If the short field speed is 55, don't land at 70.
exactly. short answer. mine would have been land at minimum practical speed, and then reduce lift to get as much weight/pressure onto the wheels as soon as possible, no brakes until the hydroplaning has stopped.
Here is a good one. How does lightening work in the mature state of a Thunderstorm. This question was asked during a check-ride.
Even better then recovering from hydroplaning is not hydroplaning at all.
When the runway is contaminated, do a short field landing, where you put her down a bit harder then usual to break through the waters boundary layer.
But if you’re going 60 & the hydroplaning speed of your tires is 40 does it matter? Speed too fast-you will hydroplane???
airplane can still hydroplane after the initial hard contact. the rollout will not apply any more weight to the tires than normal. depends entirely upon your speed, and the speed the plane will hydroplane. focus on landing minimum possible airspeed and transferring weight from wings to wheels ASAP, and getting it slowed to below hydroplaning speed while using rudder and proper aileron inputs to counter xwinds.
Nice job guys! It’s a pleasure to see Stephanie again, we missed her smiling face. Hopefully, she will be able to join you in future VID’s. We sure miss you guys flying Alaska! Thanks again. Don/NE Ohio. :-)
Good to see y’all are still together! Keep up the hard work of making it work, man and thanks for the video!
I think your first answer is misleading and not answering the question. If you take off and are rolling then it’s not a static run up. Static would be with the brakes on and at full power. Also you won’t see the minimum static RPM while at a density altitude.
You didn't really answer that first question. You answered about how to determine static rpm. But the question was about how to determine if you've got the proper rpm on the takeoff roll. If you've got 15kts headwind component, or say you've got a tailwind, or it's an upsloping or downsloping runway, and you're rolling down the runway when you glance at the tach, how do you know the appropriate rpm range for a go/abort decision?
I scheduled my PPL check-ride for the 24th of this month, I'm nervous but super excited!
You got this!! Let us know how you do and if there is anything we can do to help!!
Your videos are so awesome and informative.I would be so grateful if you made a video on FAA Oral exam for Aircraft Dispatcher .There is not a single one on TH-cam.
Great content. Fortunately, I earned by PPL last year and wasn't presented with any of these questions (I knew the basics of ELT battery life, but no one seems to know for sure how to verify how long the ELT has run since the last battery check). What I got stumped on most during my Oral was the dang weather. I literally froze (no pun intended). Next up for me is IFR training. Not sure if weather will be involved in this training/exams....
Thanks for another great video. Your PPL online ground school helped me get a 98% on the written!
there is no way to know how long it has been on unless everyone using the aircraft has meticulously timed and logged every use/test of the ELT. never happens. stupid regulation. It should be based upon battery voltage level.
Thank YOU im taking my checkride in less than 12 hours
Best of luck! Post how you did.
Good luck 👍
Update: I passed and got asked none of these questions.
Im about to take my check ride! This helped out so much! Your channel is a life saver!
Good luck!!
Good luck
Good luck!!! “Just put one front in front of the other.” Stay focused on the task at hand and the test will be over and you’ll be a private pilot before you know it! 🤙
Good to see Steph again, great video (all of your vids are outstanding) Ive been wondering for the last 30 years what those numbers meant in my AFM, NOT UNDER 2275 AND NOT OVER 2425 thx for answering that. Bought the FLY8MA hoodie, so comfortable, warm & its excellent quality.
I was a Signal Officer in the Army plus have commercial instrument single engine land.I got them all correct.
Thank you for this and all of the great information you provide on your channel.
If hydroplaning, why keep the flaps in? Wouldn’t you retract them, forcing more weight to the wheels and tires and thus breaking that plane of water.
I heard that the practice is discouraged, at least in retractable gear planes, because some people accidentally hit the gear up lever instead of the flap retract lever while on the ground.
(instructor) You wouldn't want to remove the flaps because you may need the lift to go around but also, the fast reduction of drag could lead instability when the weight is xfered from the wings to the wheels. It also allows you to get your airspeed as low as possible reducing the length of hydroplaning.
yes, you'd want to reduce lift and place weight on the tires.
Chris, Most airplanes cannot takeoff with landing flaps, so retracting them is Still a good idea. many airplanes are only allowed to takeoff with 0-10dege of flaps, and go-arounds tend to involve retraction of full flaps immediately to partial flaps, then 0-10deg of flaps for the climb out.
If you were landing at a full stall minimum airspeed condition like you're supposed to, the wing has already stopped flying upon contact/hydroplaning and so reducing flaps will not reduce control that was already lost.
@@SoloRenegade it makes no sense to reduce flaps if the drag is such you can't even take off at that flap setting. No airplane I know of auto retracts flaps either during landing or go around. If it was useful to do it would be a common feature like auto deploy spoilers.
@@justcommenting4981 If you have auto-deploy spoilers, there is no reason to retract flaps, as it will do nothing to reduce lift, as the spoilers already eliminated the lift.
The planes that have auto-retracting features, use spoilers. the planes that don't have auto deploying/retracting features, rely on teh pilot to make such decisions.
to break through hydroplaning you need to reduce speed and/or increase ground pressure (increase weight). by reducing residual lift, you increase weight on teh tires, increasing psi, causing you to break through sooner, and slow down faster. And if things aren't going well, by fully or partially retracting flaps you're now also in a position to go around if the hydroplaning is bad enough and a go around can fix it.
Wait. Did I miss the answer to how to know if the ELT has more then 1 hour of cumulative run time?
Yeah I really wish they would have answered that one. I’ve tried to find the answer online before and all I could find is that some newer ELTs do have counters that indicate their cumulative time otherwise you could keep track of the times you’ve used the ELT in some sort of logbook
Yeah, it should all be dilligently logged for you... Just like all the overspeeds and exceedances your trainer aircraft has seen. lol
I got asked and got failed on this question.
@@SVSky I would say it would be logged in the maintenance records.
@@kevinmccray8351 haha...if only right?!? That’d be nice.
From my Airframe Technician Training I remember that aquaplaning speed is related to tyre pressure. 1 psi equals 1 mph. So if your tyres are 50 psi you can only aquaplane above 50 mph. So low pressure Tunda tyres will have problems at lower speeds. Most airlines have tyre pressures in the order of 300 psi so should never have problems. I don't know how accurate that is.
I have flown 4 different PA-28-161 weekly since December, and never has the RPM (2300) indicated the value I find in the TCDS (2330-2430). The operator’s normal takeoff checklist indicates >2300 RPM. How does this reconcile with your recommendation?
Manifold pressure is what you need to takeoff, not RPM (its always full throttle on takeoff roll). Sectionals do not tell you how much room you NEED to land, that's also in the POH (see Density Altitude Tables). NO. Do not land at any less speed than the POH calls for...there is plenty of runway for GA planes. ELT battery questions are easy. How about getting a question on how often the prop has to be serviced. Btw. you can tell the last time the ELT was serviced by looking at the maint. logbooks. In fact, if you do not offer that as an answer, you will flunk.
Not all engines give you manifold pressure because many engines still have a carburetor. I'm also not sure that's correct since the RPM is what actually moves the air. In either case iirc that information is in the POH in one of the take off data tables. I don't think you need to go online to a weird website to know the operating parameters of the any aircraft you have a manual for. Hopefully you've passed your checkride since posting.
@@justcommenting4981 Yes. most aircraft engines, carbureted or fuel injected, especially those with a constant speed prop have manifold pressure and gauges to refer to for that pressure. Since you are always at full throttle on takeoff, the RPM will always be maxed out so that metric is of no use when trying to assess if you have enough POWER to get off the ground. How much power the engine is producing is a function of manifold pressure. Did you have trouble on your checkride? You can retake them by paying the fee over again. So go read up on the basics and get back in there man.
@@speedomars I went through my checkrides long ago and it has been a while since flying any props. I didn't have a manifold pressure gauge and did not do any checkride except commercial with an adjustable pitch prop. I think most C172s use a fixed pitch prop. I guess Diamond is becoming an increasingly popular trainer but to my knowledge most are still using fixed pitch propellers and thus have no manifold pressure gauge.
excellent....safety safety and safety based on solid wisdom
You two are great- Thank you.
That static RPM information is just that; static. That means the RPM range that you should see at full throttle, when the airplane is static, or not moving. Once you start your takeoff roll, it no longer applies.
Whoa, that's STEPH! Hello folks...I have a client who wants primary flight instruction... Sent him to you
So, What was the right answer to the cumulative 60 minute question? I get that there is no way to know how much cumulative use the battery has unless you are the only pilot who touches the thing, and you literally stopwatch it's use, (I would assume, and hope this is from testing,), but how do you determine based on battery usage when it's time to replace that battery.
My checkride is in 2 weeks... gosh so nervous!!!
How did it go
I was asked all of these on my PP check ride!
I thought the term "Tarmac" was a no-no in the aviation community 😂
Yes, it’s for news reporters only. Like the “Pilot Heat” and “OMG the engine stalled”.
To be fair, tarmac gets the general point out. For the average person there’s no need to specify “ramp” or “taxiway” etc
Tarmac is short for "tarmacadam" which is a type of pavement material patented by the British in the early 1900s. I don't know who started using tarmac to mean any airport ramp, taxiway or runway surface but to me anyone who does use it that way sounds like a wannabe aviation expert, not anyone who actually knows anything about aviation.
That last question, isn't the number of blips during an ELT test an indicator of the battery life?
Hey WinginWolf, we aren't quite sure which blip you're referring to? Batteries must be replaced after one hour of cumulative use or when 50 percent of their usable life has expired.
@@fly8ma.comflighttraining199 Hi John!
I was moreso asking how exactly you determine the battery life of the battery. I was watching a commercial mock oral and I think the answer was the battery during an ELT test blips a certain amount of times if it has over (or under) 50% left. I have to verify that.
04:45 shouldn’t we pull off the flaps to 0 setting cause it may pull the airplane nose off the ground during initial landing speed.
you're going to need all that drag to help you stop. cleaning up the wings will make you run long
@@licencetoswill or will pulling the flaps cause less lift putting more weight on the wheels to break through the water?
I'm not a pilot (at all! )... but, based on what I'm seeing, in the video, AND here in the comments...
The consensus seems to be that the top priority is to reduce speed... and that once the speed is reduced sufficiently, piercing the water will take care of itself.
As I said... I'm not a pilot.
I'm only here as a first step in exploring the possibility... so I (obviously) could be wrong?
I'd love to see feedback from experienced pilots on whether or not I've understood/interpreted correctly.
@@bobinthewest8559 Correct, leave the airplane dirty and let the flaps drag reduce speed. While it makes sense in theory that pulling in flaps would put more weight on the wheels, this has (as far as I know) never been scientifically tested nor is it listed in the POH - the difference in weight on the wheels could be so negligible that it wouldn't do much of anything.
However, flaps significantly reduce speed which is what you want when landing on a wet runway. Fly the airplane first, mess with the flaps later after you're off the active runway.
@@krakenein1k343 ...
Thanks for the reply.
Yeah... my thinking (from a "simple logic" standpoint) is to continue to "fly" the plane until you are "not flying".
ELT question was wrong also. You guys are on a roll. 1 hour continuous use. Ok. 50% of use ok. But the main reason is the battery life cycle. That can be different for different ELT models but is clearly written on the battery and on the outside of the ELT. Usually this is checked each annual.
I just bought a new ELT battery for about $5. Why not just have it changed at each annual inspection? Problem solved.
love it! Thank You
Very informative study material 🤙🏽
Regarding the hydroplaning... If you come in a little steeper and plant the mains instead of greasing it, would that make any difference?
Ish.....there's a lot to it....best to just avoid the big puddles
Fantastic!!! Thanks!
Re: hydroplaning - also you'll want to PUMP the brakes. Create manual ABS.
No. that's if the brakes are locked up while skidding on the pavement. Rolling across the surface of the water is no different that planing across the surface of the water.
Hydroplaning speed = 10 (tire pressure)^(1/2) in mph. Works for cars and airplane!
This is good for TH-cam. But you should just answer the question and keep it simple.
So what’s the answer for the last question?
1st Ques...wrong...it is find in almost all Cessna airplanes...lets read section 2, section 4 and in section 4, it is called a power check. In short, no need to review the TC.
He never answered the last question..
How do you know if an ELT has been in use longer than an hour? Answer: Check the log book. When the ELT is tested, the length of time it was testing should be logged. Add up all the test times and you have the total run time.
you don't, unless every user has meticulously kept records (no one does). the regulation should specify at what voltage the ELT battery has dropped to, not how much time has elapsed.
Good stuff .....
Tighten your aileron when it’s loosend... :-)
Why do people have such difficulty with loose and lose? Perhaps they might lose their grammar book when it became loose from the bookbag!
Where did you get that buzzer. I want one.
You can pick one up on Amazon
The answer for the “carrier only” was incorrect. The first part was correct.. A disconnected mic would give you “carrier only”. If you have the mic too far from your mouth then it’s not ‘carrier only”. You will be transmitting audio. The audio is your aircraft noise, someone eating, etc. “but not carrier only”. Probably would have gotten that one wrong on the test 😁. Hopefully no one gives that answer on a test.
I'm pretty sure he has no idea how radio works.
What is the difference between frost and ice? That was a tough one.
Frost and ice are formed differently. Frost is formed when the temperature cools to the dewpoint and the dewpoint is below freezing- the water vapor sublimates and becomes frost on the surface. Ice is formed when water freezes.
I think you were a pilot at the regionals
Seems there is a lot more to know for ppl then when I went through based in n what I heard on you tube
How about .. Can a pilot fly an aircraft without an ELT installed part 91?
Yes you can
Hey! Saw your airplane parked at PAMR today. Bought a raffle ticket. Because I’m a fool. I buy one every year.
Nice job Jason! (Just kidding). Good questions.
Thank you so much!!!!!!
I recommend not calling it a "crash course" :)
Thank you for the great insights.
How NOT to crash ha
I would of answered those differently especially the hydroplaning.
Thank you very much!
You're welcome!
So how do you know? If elt battery has been replaced or half battery?
testing the voltage and if it was replaced in would be in the maintenance log book
Well I was 4 for 5 not too bad I suppose. I got the ELT one wrong of course 😆. Thanks for posting these videos I love them
Thank you ☺️
You missed an important nuance on the carrier question. Since the tower was unable to acknowledge your call sign, you do NOT habe two way contact and are thus NOT cleared into the delta airspace!
Well for delta you just need two-way comms, and they don't need to say your callsign. I wonder if this counts as establishing two-way communication.
@@adityanair5613 actually you have established two way comms if they say your callsign
@@Tyleraviator99 correct, but I was wondering if the carrier call would count as establishing two was communications or not
@@adityanair5613 I’m not sure. But you said they don’t need to say ur callsign when I am saying they do
@@Tyleraviator99 I dont think so, they don't "need" to say callsign.
Both of these work for delta:
Aircraft Calling Stanby
and
Cessna 12345 Standby
Dont make me pull out the FAR haha
8:42 check the maintenance history? It may be documented in there.
Was it just me or was the ELT answer cut short?
mans wants you to pay for the program
@@dillonpinkerton201 You’re probably right
The link for Instrument Pilot Ground School isn't working
Thanks for letting us know! learn.fly8ma.com/courses/2020-ifr-instrument-pilot-course/
Ah, yep, got to be sure to denounce bad practices anytime the subject comes up, in case somebody from the FAA happens to watch.
So...on the ELT question my guess is: on the pre-flight walk around bring your volt meter and check the ELT Batt voltage??? Maybe? Anybody???
A&P here. If you could easily get access the the stack of batteries in the case then possibly BUT taking the head off the ELT case I doubt is covered as “preventative maintenance” that owner/operators can perform.
thank youuuuuu
Lol 😂 ELT so funny looks like me you are the best bro 😎
"I don't care whether the runway runs north and south or east and west. A piece of ___ __ _ _____ __ ___!"
OMG...sharing an apple in the age of COVID??? Instant check ride bust...major cockpit foul!
I think you have to change the ELT battery every 24 calender months.I really should know this because I'm a private pilot and A&P mechanic but it's been awhile.I think you can land on a displaced threshold if it's really long,has many arrows.I think there designed for runways that have high obstacles close to the pavement edge.
Upcoming as in next month 😬
Good luck!
Thanks!! Studying more than I think I have ever
POH will have static RPM figures
The static RPM figures are actually located in the Type Certificate Data Sheet which can be found on the FAA website. You normally wont find it in the POH.
That ELT in JFK Jr. Saratoga didn't do him any good as it took two days by the US Coastguard to search half the Ocean to find his Plane on short Final.
A private Pilot Oral exam is just a way to cop another fee from you as anyone can fail an oral exam. No problem find a weak area and slam them.....
5 minutes to answer to explain one question i surly won't pass how we suppose to explain the answer so much info in one question .if i do that course ill fail on the spot
He didn’t answer the last question. You check the log books
your typical PPL is going to have NO clue about the type certificate RPM info whatsoever. Me, I'd teach them to use what IS accessible to them, the POH, and refer to the RPM data for different altitudes, and if it isn't near full power for their altitude. Not all airplanes have standard engines or propellers. I trained in Cessna 150s with 150hp STC, climb props, wing fences, wingtips, gap seals, extra fuel tanks, etc, at High DA. Good luck finding useful data on that. This is a trick question if you expect them to know about and find the type certificate data info.
That's why we TEACH ppl students about the TCDS and other docs available to them. Just because the average is below standard doesn't mean they all should be. We're trying to RAISE the standard in training!
@@fly8ma.comflighttraining199 you miss the point. the takeoff RPM is never constant. it changes with altitude and the POH and other documents will not tell you that info. AND TCDS adn such for a STOL modded cessna at 5kft MSL wont tell you either.
And what good will knowing that be? Every airlane is different. you have to understand RPM Limits more than a given magical RPM setting that changes with conditions. you merely need to know what is abnormal and what is normal in your situation.
old school flying skills are being eroded by people like you, in favor of flying the numbers and not actually having stick and rudder skills. A good pilot can fly without an RPM gauge in teh airplane.
Tattoo apple for common book handling... tims tat service advertised
Stephanie and me ...
8:57 well i mean, you wrecked the plane so you probably, y’know, should just replace it
I'm wondering if there was ever a person that went to flight school and never passed
Yeah it happens, use our courses at www.fly8ma.com to make sure it doesn't happen to you!
Sharing an apple??
if you have enough room to takeoff, you have enough room to land. PPL light aircraft don't need more to than than they need to takeoff. a useless question.
Depends on the plane and pilot...I can land my O-300 172 far shorter than it will takeoff and clear an obstacle
Low prop RPM could be marked on gauge
Is tammy single ❤️
These are not very good questions.
I really want to watch these videos, but I can’t stand her voice. Nothing against her just annoys me. Wish he did more videos alone :( I really like his teaching
At 4:03 you stated "Those COOL guys on TH-cam do it". If you were any type of decent Flight Instructor you would refer to those guys doing stupid stuff on TH-cam as "those Idiots on TH-cam that give pilots a bad name and will end up killing themselves or wrecking an aircraft!" Flying is already dangerous enough. Why would an intelligent and safe pilot every do such a thing? THEY DON'T! I know you are an ATP, former 121 pilot, and CFI who enjoys Bush flying just like myself. But as a Gold Seal, Master CFI, CFIi, MEI, ATP, A&P, 121, 135, 91, TCE, Check Airman, Pilot examiner, aircraft builder, aircraft designer, with over 10,000 and no accidents, I can tell you that you telling people on TH-cam in this video that pilots on TH-cam doing something stupid is "COOL" is just wrong. If you haven't figured that out then you will learn it the hard way one day. I had subscribed to your channel because I saw you were building a longer runway on your property in Alaska. As much as I am interested in that because I am about to buy my 100 acres here in the lower 48 and build my runway, I am unsubscribing because some of your advice and comments will kill someone one day. Sadly, I do not think even you understand that. But one day when you are older and wiser you will.
im pretty sure that comment was sarcastic
great info but you need to slow down lol you are speaking way to fast when explaining something you gotta be slow and clear ,, thanks
Thank You!!
You're welcome!