Private Pilot Ground School

Private Pilot Ground School

And here we go



Emergency Maneuver Training & Aerobatics,CP Aviation, inc., Santa Paula, CA

Daniel Mooney

Certificated Flight Instructor, InstrumentCFII, AGI,

Advance Ground InstructorASC

Aviation Safety Counselor

Private Pilot Ground SchoolWhere are we going?

Private Pilot Ground SchoolYou could end up flying something like this!

Private Pilot Ground SchoolIf the airlines then something like this!

Private Pilot Ground SchoolThis is what I do.


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–C150, 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-6A Yak. Etc…..

We’ve Come A Long Way!

Private Pilot Requirements

14CFR61.102 – 61.117 [FAR 61.102-61.117]

Covers applicability, eligibility, aeronautical knowledge, flight proficiency, aeronautical experience, etc…

Airplane Single Engine:40 Hours Total20 with a CFI10 Solo HoursNational Average = 65-70 Hours

Private Pilot Certificate


Private Pilot Certificate• The FAA issues Certificates not licenses.

17 Years of Age [16 to Solo]Pass a FAA Written TestPass a FAA Practical [Flight/Oral] TestBe able to read, write, speak and understand the English language.

The Training ProcessGo to an Aviation Medical Doctor.

Get at least a 3rd class medical, along with a Student Pilot Certificate

3rd Class

Renew 36 months for Solo and Private*

2nd Class


12 months for Commercial

1st Class


12 months for Commercial

6 months for ATP (Airline Transport Pilot)

*36 months under age 40, then 24 months.

The Training Process

Go to an Aviation Medical Doctor.Take ground training.


Go to an Aviation Medical Doctor.Take ground training.Pass an FAA Written Exam. Private Pilot Written


Go to an Aviation Medical Doctor.Take ground training.Pass an FAA Written Exam.Take flight training.

SoloSolo Cross CountryMinimum 40 hours flight timeUsually 65-75 hours flight time


Go to an Aviation Medical Doctor.Take ground training.Pass an FAA Written Exam.Take flight training.Get signed off. FAA 8710

Pilot LogbookPilot Logbook


Go to an Aviation Medical Doctor.Take ground training.Pass an FAA Written Exam.Take flight training.Get signed off.Pass an FAA Practical Test.

Oral CheckFlight Check

New Private

Pilot


Go to an Aviation Medical Doctor.Take ground training.Pass an FAA Written Exam.Take flight training.Get signed off.Stay Current.

Flight ReviewTakeoffs and Landings

Pilot L

ogbook

Pilot Logbook

61.56 Flight Review

No person may act as PIC without a Flight Review and Logbook endorsement.

1 Hr Flight Instruction 1 Hour Ground Instruction

Complete “approved” proficiency check Complete the “Wings” Program

Flight Instructors who have completed renewal need not complete ground instruction

61.57 Recent Flight Experience

Daytime - cannot act as PIC carrying passengers unless

3 Takeoffs & landings in same category & class during last 90 days• Full Stop in tailwheel aircraft

Night 3 Takeoffs & landings in same category & class during last 90 days1 Hr after sunset to 1 Hr before sunrise

Category of Aircraft

AirplaneRotorcraftGliderPowered-LiftLighter-Than-Air

Your pilot certificate will say Airplane.

Class of Aircraft

AirplaneSingle Engine LandMulti Engine LandSingle Engine SeaMulti Engine Sea

Your pilot certificate will say Single Engine Land.

Category & Class of Aircraft

Balloon

Gyroplane

Helicopter

Single-Engine Land Multi-Engine Sea

Airship

Multi-Engine Land Single-Engine Sea

Courtesy of the Boeing Company

Powered - Lift

Glider

Type of Aircraft

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


Additional Pilot RatingsInstrument RatingMulti-Engine RatingSea-Plane RatingRotor-Craft RatingGliderBalloon


Additional Pilot CertificatesCommercial Pilot

1st step toward a professional pilot250 Hours100 Hours PIC50 Hours Cross Country flight time10 Hours flight in complex aircraft

Certified Flight InstructorCommercial Pilot with CFI endorsements

Airline Transport Pilot [ATP]Must hold an ATP to operate as an airline captain.23 years old1500 Hours250 Hours PIC500 Hours Cross Country flight time100 Hours of Night Flight75 Hours Instrument Flight time


Required Aircraft Documents

Use the Mnemonic A-R-r-O-W-EAirworthiness certificate

radio telephone station license (FCC)

Registration certificateOperating Limitations (POH,AFM,Placards,etc)Weight and Balance dataEquipment list


Travel

Mountain Flying

Instrument Training

Night FlyingNight Flying

Aerobatic Training

Different Airplane Checkouts & Rating Add-ons

14CFR61.31 High Performance Aircraft

Cannot act as PIC High Performance AC 200 Horsepower or retractable gear, flaps,

& controllable propeller 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

Cannot act as PIC High Performance AC 200 Horsepower or retractable gear, flaps,

& controllable propeller flight instruction from authorized CFI logbook endorsement PIC time before November 1, 1973 PIC check by FAA , 121, 125, 135 PIC


14CFR61.31 High Altitude Aircraft

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:flight instruction from authorized CFI logbook endorsement

PIC time before April 15, 1991 PIC check by FAA, 121, 125, 135 PIC


14CFR61.31 Tailwheel Aircraft

Cannot act as PIC of tailwheel AC unless that pilot has:flight instruction from authorized CFI

includingnormal, crosswind, and wheel landings

logbook endorsement Grandfather clause - PIC time before

April 15, 1991

Cannot act as PIC of tailwheel AC unless that pilot has:flight instruction from authorized CFI

includingnormal, crosswind, and wheel landings

logbook endorsement Grandfather clause - PIC time before

April 15, 1991

Code of Federal Regulations [FARs]

(Title) 14 of CFR (Part & Paragraph) ###.## eg:14CFR91.3

Check your six !

14CFR91.3 Responsibility & Authority of Pilot in Command

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.

14CFR91.103 Preflight Action

Each Pilot in Command shall, before beginning a flight, become familiar with all available information concerning that flight.

weather, fuel requirements, alternatives, traffic delays, takeoff & landing distances.

any necessary information relating to aircraft performance.

14CFR91.111 Operating Near Other Aircraft

No person may operate an aircraft so close to another aircraft as to create a collision hazard.

No formation flight - except by pre- arrangement of PICs.

No formation flight with passengers for hire.

14CFR91.117 Aircraft Speed

Below 10,000’ MSL:

250 knots or less - 288 mph or less

Within 4 NM of an airport in class C or class D airspace at or below 2500 AGL :


Below airspace underlying class B airspace


14CFR91.119 Minimum Safe Altitudes

Anywhere - An altitude which will allow a safe emergency landing without hazard to people or property on the surface.

Congested Area - 1000’ above the highest obstacle within 2000’ or the aircraft.

Other than congested areas - 500’ 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!

SAFETYIS A STATE OF MIND!!

Introduction to Human Factors

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.

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.

Introduction to Human Factors Aeronautical Decision Making

Aeronautical Decision Making (ADM)

*ADMsystematic approach to the mental process used by pilots to consistently determine the best course of action for a set of circumstancesADM addresses all aspects of decision making in the cockpit and identifies the steps in good decision making

*Risk managementpart of the ADM processrelies on situational awareness, problem recognition, and good judgementto 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.

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...

Five Elements to Consider... - Pilot Responsibility

- Communication

- Resource Use

- Workload Management

- Situational Awareness

Aviation Human Factors

Pilot-in-command responsibilityPIC is the final authority as to operation of aircraftPIC should be determined before flight when there is more than one crew memberImportant PIC responsibilities include

• establishing an atmosphere of open communication in the cockpit

• ensuring that the suggestions and concerns of the co-pilot are validated and considered carefully


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

Do you have an improper attitude?Do you have an

improper attitude?

Anti-Authority“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.”

Anti-Authority“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 FactorsClassical 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



- Pilot Responsibility

- Communication

- Resource Use




To reduce the risk of communication errors...

Delegate communication responsibility

Use a headset

If in doubt, verify

Be alert for similar call signs

Readback all clearances

Never assume ATC heard your readback

Barriers. Anything that distorts or interferes with communications:

Noise, staticMultiple communicationsFatigue, stressDistractionsIncomplete messageAmbiguous wording

Lack of credibilityJargon

Responsibility!

SenderBe clear & conciseConsider the environmentAddress receiver’s needs

ReceiverActive listeningInterpretingEvaluatingResponding

Resource Use




- Communication

- Resource Use




Crew (Cockpit) Resource Management

Effective use of all resources; human, hardware, and informationAlthough originated for the airlines (crew), CRM principles are applicable to the GA cockpit as wellIncorporates principles such as workload management, situational awareness, communication, leadership role of the captain, and crewmember coordination


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




- Communication

- Resource Use



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?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.

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




- Communication

- Resource Use





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)

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:Situational Awareness:



Aviation Human FactorsClues 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 flightWill they cause you discomfortHow will they effect other decisionsDo you really want to fly if your sick?

There is no MEL for the pilot

Aviation Physiology

Ear and Sinus BlockToothacheGastrointestinal PainScuba Diving

Motion Sickness

Aviation PhysiologyAviation Physiology

Motion SicknessStress


Stress

Some stress - good / A lot of stress - bad --- very badLife 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

Motion SicknessStressFatigueNoise


Alcohol, Drugs, and Performance

DepressantsLower blood pressureReduced mental processingSlow motor skills and reactions


DepressantsLower blood pressureReduced mental processingSlow motor skills and reactions

AlcoholReduced mental processingSlow motor skills and reactionsEffects worse at altitude

FAA says less than .04 percent

Alcohol

14CFR91. 17 (a) has three parts to it:8 hours.04 Blood alcoholUnder the influenceWhat have I been drinking within the last 8 hours? Within 24 hours?


DepressantsAlcoholPain Killers


DepressantsAlcoholPain KillersStimulants

Anxiety and drastic mood changes

Other DrugsCheck with your Aviation Medical Examiner

Fitness for Flight

Ask the Medical Examiner

Medication

FAR 91.17(a)(3) states you can not fly while taking any drug that effects your faculties in any way contrary to safetyHave you been taking any prescription or over-the-counter medication?CAFFEINE ????

Eating

Am I adequately nourished?Vending Machine or Fast FoodGood meal with proper foodsHow long ago was your last meal?

Too long Too soon

Remember school and a good breakfast

Next WeekChapter 2 Airplane Systems

Section A• Airplanes

Section B• Powerplant & Related Systems

Section C• Flight Instruments

Chapter 3 Aerodynamic PrinciplesSection A

• Four Forces of Flight


Daniel Mooney CFII, AGIDaniel Mooney CFII, AGICP Aviation, Santa Paula, CACP Aviation, Santa Paula, CA