Cessna 172 mock check ride over 100 hours to get to private pilot

Welcome back you kurd nerds we've got yet another mock check ride now this student took a little bit of extra time to get ready for their private pilot check ride they were a little over a 100 hours by the time they got to me to prep them for their private pilot now here's the thing everybody takes their own time when it comes to becoming a pilot if you're going to be a pilot they say that the bare minimum is 35 hours if you do a 141 program or 40 hours if you do a part 61

program uh the average is 73 hours it took me Cheese pilot7 hours to take my Private Pilot check ride I I I struggled with my short field Landings it sucked this student they had a gap in their training and then they had to come back and relearn a whole bunch of stuff so everybody learns at their own rate I as an instructor would rather you take a little bit of extra time and become a safe pilot and You and your family and your passengers would probably rather you take a little bit of extra time and

ensure that you're a safe pilot than just get kind of ran through a course and just check your boxes and then go be a pilot it's kind of terrifying to just get shoved through a course and not learn anything and just check those boxes so me as an instructor and you as a student would probably rather get more experience and be a better safer pilot than just check boxes So we're not here checking boxes we're here making sure Pilots are safe we're here making sure students are ready and we do that with this sponsor and

then we're going to get into the mock check ride all right the sponsor for today's video as you can see is pilot Institute now I always recommend doing your ground training concurrently with your flight training so that what you're learning on the ground can apply to what you're learning in the air makes sense right When you're going through ground training that's separate from your flight training uh sometimes it could be hard to to make those connections in the aircraft sometimes it can be hard to transition from just a rot level of learning to then you

know an applicative and understanding level of learning but I also understand that everyone's got different Financial situations everyone's got different learning styles and maybe an online Ground School would Work for you which is why I've partnered with pilot Institute I don't have a team to build a ground school it's it's it's just me here there's there's nobody else behind the scenes helping out with this it's just me okay so pilot Institute is actually a ground school that I can stand behind I've I've seen some of the other products out there some of them seem a

little dated other ones don't seem difficult enough to actually prepare a student For being a pilot but pilot Institute is different so we're here bringing you a private pilot made easy instrument rating made easy and we're not just sticking with uh people in the aircraft we also have unmanned aerial systems as well you can work on your part 107 commercial drone license so head on over to uh training withth cheese.com over there ground school and you can gain access to all of these and uh you know it helps support the channel so let's Get into

the mock check ride a lot of s all right wonder if I'm get funny YouTube comments for having a hard thing in the background right there are you from Harvard like did you go to Harvard no this is actually my brother's childhood room and he went to Santa Cruz or he's currently there he didn't even go to Harvard I don't know why that's there goals right goals yeah but before we go any further I just always like to ask you know are you okay with me Recording this and using it for Content whether it be

on YouTube social media like Tik Tok Etc yep awesome awesome um so tell us a little bit about how you got to this point you know what kind of point you are in your training how many hours you've got Etc sure um so my check ride is on July 15th in the day we're recording since July 12th so it's in a few days here um I have a little over 100 hours of flight Time which I know is like I guess more than average but I had to take a break at so basically I did

like a month of training and then I took a long break and then I restarted back up so then um you know that that kind of happened also I think I'm a slow learner but you know we all learn at our own pace exactly and I mean the the the average you're right is 73 um I I tell this to any student that's worried about hours it took me 117 to get my Private Pilot oh wow so Yeah 73 is the average I've trained students that have gotten their private pilot done in 35 hours so

that's crazy um I've also trained students that took dang near 200 hours 73 is the average everyone learns at their own rate everyone learns at their own pace and everyone's got their own financial and personal things so don't worry about specific hours are you safe well we're about to find out uh Right um so I got a little script that I go through with every student right um there's the three possible outcomes of every check ride right they're satisfactory unsatisfactory and incomplete satisfactory means you're consistently with inside the standards doesn't necessarily mean that you don't

uh miss a question you don't momentarily fall outside the standards just means that you are consistently with inside the standards if you fall outside the Standards momentarily recognize it apply a correction state that correction out loud so that the examiner knows what you're doing uh if you need to look something up go look something up if you got to look up everything that's a problem but if you need to double check something that you're not familiar with go double check it I have the far AIM app on my phone and I every time I go

fly I probably look at that dang thing once just so I'm like wait a minute am I Good yeah I'm good okay um so don't be afraid of using Source material study guides I generally don't recommend because well study guides aren't controlled documents The Source materials yeah that's fair right right um then we've got unsatisfactory right unsatisfactory means that you're consistently outside the standards you're dangered in the National airspace system The Examiner has to take control of the aircraft to prevent a pilot Deviation damage the aircraft damage to persons or property on the ground makes

sense right if you're going to kill somebody we probably shouldn't uh shouldn't pass you on your check ride um yeah checks out next one is going to be incomplete incomplete is if you want to look up the appropriate reasons for an incomplete I think it's 9163 Bravo um that might be one I have to double check but right it says things like weather illness aircraft air worthiness safety Of flight right um and the last thing of DP is going to ask before we really dig into it is have you read the ACs and do you

understand the standards that you're being held to right and I have read the ACs awesome awesome the amount of students that don't is is alarming uh they're like ah I got a standardization manual from my flight school I should be good no read that ACS awesome so what documents are You going to need to bring to your check ride um so I'm going to need to bring my medical my uh government photo ID and uh my so I mean since I'm still a student I'm going to need my logbook with my endorsements for you know

everything with the check ride and I'm also going to need my uh student pilot certificate awesome awesome uh if it's your personal airplane bring the maintenance manual as well um if it's part of a school go ahead I got like oh sorry I was just Going to say I actually have a I fly with like a flying club and then so I have a an instructor hired I think it's part 61 okay so yeah you've got an instructor hired out um still having the log book with a DPE um isn't a bad idea having your

aircraft's log book isn't a bad idea because the air the DP wants to make sure that they're not going to die in this Airplane right um y so technically not required but still recommended awesome awesome now I dig into systems just because well if you don't know your airplane um the rest of the check right's probably not going to go that well right yeah um we are going to be checking out a 1977 Piper Archer 2 um now I just found a PO online I hope it's uh at least relatively close and we're going to

be Using that it's kind of the source material where to ask questions from go ahead oh I was just going to say I I so I actually sent you an email um right before the right before we started this and it has a link to the 19 yeah that one has um it should have I think the air speeds do match up to the one in my pH cuz that seems to be like the main difference between these is a lot like the air speeds are slightly off or V speeds okay yep I found the

one that you Sent awesome awesome Yep sweet I see that I see that you even sent like the sectional and everything um I just use Sky Vector but this works as well um oh gotcha yeah cuz yeah I see you even sent the tack and we'll go over that because you are in a complicated airspace um yeah it's a that was a fun one to plan out yeah yeah I was looking at it and even I was looking at it on Sky Vector I'm like I'm just going to go Around right I mean if you

do that then I'm sure that he's just going to instantly launch in all the VFR transition routes right yep yep um okay so let's dig into systems before we start digging into your flight plan um cool just tell me about the uh engine that's in this aircraft tell me about the power plant right so this has a uh loming 0360 it's a 4 cylinder 180 horsepower um maximum RPMs 2,700 uh let's see it's uh it has opposing heads uh I think that's it okay I got naturally aspirated yeah what do you mean by opposing heads

I just want to make sure that I've got like a full understanding of like what your so so it's got um it's it's like a boxer engine so the cylinders are down like this and opposing each other okay yep that makes sense that makes sense awesome Um now 180 horsepower at 2700 RPM you're down in California so relatively sea level right yep right so if I take this airplane to let's say Colorado and I try to take off of a field at 9,000 ft am I going to generate 180 horsepower definitely not no well what

if I go down to Florida and uh it is like sea level right one foot MSL uh but there's like 80% humidity am I going to generate 180 Horsepower no no right because temperature and uh moisture will negatively impact performance awesome awesome so we've got oil in this aircraft what are some of the purposes of oil um so oil lubricates seals cleans and cools awesome protects also another uh you add that in there um really it's protecting against corrosion uh it can cushion against A imp or not impacts it can cushion against um ignition stuff

like that awesome now let's dig a little deeper into systems ass soon as I find your next section and that's normal procedures still normal procedures we are looking for are there any hydraulics in this aircraft uh so the hydraulic system it has is for the brakes okay and when you're doing your pre-flight what are You looking for on the brakes um so I look at the rotor and then I look at like the caliper to make sure uh or I just look to make sure that there you know there's no like leaks coming from like

the lines that go into it um let's see I think that's really all I honestly look for okay now what kind of what color fluid would you be looking for if you were looking for a leak red fluid awesome awesome um now let's say You saw some red fluid and it just happened to be like a blown line so the mechanic came out um replaced that line said okay well it's going to be low on some fluid now so here's a can of hydraulic fluid uh are you allowed to just top this up uh yes

I can add fluid yes you can top up hydraulic systems awesome uh now what are some of your primary flight controls uh so my primary flight Controls are my uh my stabilator my aons and my Rudder okay have you ever flown anything that didn't have a St um so I flew I've flown a Cessna three times but I know that one has elevator okay so can you give me just a kind of like a Barney style explanation of the difference um I kind of just know them by name I I don't I don't know if

I honestly know the like the exact difference between the two okay so I mean a stabilator the the whole Stabilizer is moving right right y yep and then the elevator it's just the elevator okay gotcha right the horizontal stabilizer stays put right but the elevator portion is what moves that's really all I was looking for it's just a Barney style explanation of um a stabilator all right let's get into your fuel system how much fuel does this thing carry uh it carries 48 usable 50 total okay and why is some of it Unusable um it's

unusable uh for what's it called for for uh trying to find the words for it let's see for uh for like turning and things like that um so you know because if it was all the way from the bottom then the straw then um then like you know if you you know what now that I'm thinking if this is like a check ride this is a good way to dig my hole the way that I'm answering this Some is stuck in the tank and unaccessible via the pickup wow that's a lot cleaner that's it that

answer all right and that's why we do these things because like you can look at the diagram you can study the diagram you can study your PO but once somebody asks you to put it in words you're like oh well like can I just draw the picture right yeah um and sometimes drawing the picture is even Worse I'm G to write down when you said that yep well in here I can even show you what I am looking at actually I need to open up one more bit of software no worries duplicate on three all

right now that we got that taken care of so we've got your fuel diagram uh right here oh yep okay now since I've got your fuel diagram right here I can't draw on this can I I wonder if uh Microsoft Paint still a thing uh Microsoft Paint is a thing um I'm trying something new I I have my iPad hooked up as a uh as a as a third display and I was going to draw on it but now I'm uh oh that's cool now I'm realizing I can't draw on PDFs because Microsoft Edge took

away the oh wait no there's the draw function awesome so here's your fuel tanks right you can see them right here there's your inlets you see how that is above the Bottom of the tank oh okay I see but that's I mean this is kind of a rudimentary drawing but that's really what it's doing right not to scale yeah not to scale obviously um now if we're looking at your fuel diagram yep we've got a carburetor what can you tell me about a carburetor versus a fuel injection in fuel injector uh well so with a

carburetor it Uh atomizes the fuel with the air and then all that goes into the engine versus a fuel injectors will will individually inject fuel into each cylinder yeah close to they'll individually inject it uh right before the intake valve but good enough um now we've got a primer down here why would I want to use this versus like pumping the throttle have you ever flown have you ever driven a carburated car yeah all right so you know in a carburated car You got to pump the gas a couple times before you go to start

it right yep right so why don't I do that in an airplane so in uh in Airplane the carburetor is on the bottom so you could start a fire yep I could start a fire because if I kind of come over here and I draw a little picture again Helen Keller School of Art right if I'm looking at the engine from the back all right um carburetor is sitting right down here all right and you're right if I was to start pumping fuel in it would start dribbling out down there awesome and there are countless

Pipers that that burn down every year because people do stuff like that if you just follow the PO you're not going to burn your airplane down right you think not bring down airplane is always a good thing yeah you'd think that would be a pretty easy thing to not do um awesome now what are some of the downsides of a Carburetor um so the downsizes of the carburetor they're less efficient um susceptible to carburetor icing okay how do you how would you identify carburetor icing uh so basically it it happens relatively slowly slowly but you

know the P you'll start getting uh your RPMs will start dropping a little bit then you're like huh add some it starts dropping again look down you're like what the heck add more add more keeps Dropping and then eventually you hopefully realize oh carburetor icing and then you turn it on sorry I didn't I didn't mean to cuss no no you're you're you're fine um the amount of that I have gotten on these videos because I I drop an F bomb here and there you're fine you're fine uh okay cool I don't even bother trying

to beep them out anymore yeah happens uh we're all human all right if we need to use the Full bre of the English language to uh explain explain things whatever awesome let's talk about your electrical system um what can you tell me about the electrical system in this aircraft so uh let's see 14 volt electrical system we have a 60 amp alternator uh 12vt battery um let's see single bus bar okay now why is the alternator a higher voltage than the Battery uh so that it charges the battery that's exactly it now when you say

60 amps what does that mean to you um so is that the the maximum amount of ampage that the alternator can support until it start would start drawing from the battery that's EX exactly it that is exactly it um now you've got an ammeter in this aircraft correct y right what would it mean if You looked over there and you saw that am meter showing a negative or showing a discharge uh that would mean that the batter is not charging okay it mean that I'm pulling directly from the battery uh what could I do to

try and solve this problem just kind of talk me through it sure um so try to reduce electrical load and then uh you know see see if the alternator is still keeping up um but then if the if the alternator full like you know it's just it's going um you Could try to cycle you know there's the the master switch at least on this aircraft there's a master and alternator switch they're both kinded together on the red switch you flip that off for for a few seconds try turning that on um but then yeah if

that if it is if it is then you know just reduce electrical load as much as possible land is soon as practical awesome now what does soon as practical mean to you um that mean that means you know in A in a like land as soon as as land as soon as possible but you know no it's not a need yet to like declare an emergency or anything like that okay so I guess I'll I'll give you a little bit of a scenario let's say we're on our cross country route um you know and again

we'll go over it in a second um we're on our cross country route and your alternator dies and you're about 45 minutes away from home right what do you going to Do um I would I would divert to the nearest airfield okay do you know how long your batter is going to last oh so I know typically that a battery should last 30 minutes but with the with the aftermarket or uh with the added avionics on it might be less okay I mean a lot of these what what do you mean by added avionics what

do you've Got uh let's see so we have two g5s a 430 um 330 I think those are the main things in there that I would think would really affect the battery okay yeah sure I mean those would um start drawing a little bit of power how much power do the at when you look down at the circuit breaker panel how many amps or what number is on that circuit breaker for let's say your your g5s or your 430 oh I I've never looked at the number oh well it's probably not a bad idea to

start looking at those things and keeping those things in mind um because if this does happen I think your G5 has a 5 amp circuit breaker and if you have a 17 amp hour battery and when I say 5 amp that is the most it will ever pull it is not going to pull five amps okay but you can look at your am meter right your am meter shows your rate of discharge right right so if my am meter Says three and my I have a 17 amp hour battery how long is my battery going

to last uh 17 / three you're doing the math yeah it it lasts it last last a while right yeah so keep that kind of stuff in mind right I'd look over at my ammeter what does my ammeter say if my ammeter is showing 10 and I've got a 17 amp hour battery I've got hour and a half of battery at least I'm going home right that makes sense yeah no that That that that makes sense and I'm not necessarily saying you're wrong right if you want to deviate to the closest airport deviate to the

closest airport but these are kind of the things that maybe you should be these are the things that I would be looking at if I was in this scenario okay all right now um but where It Go all right let's talk about how this aircraft stays warm right so this airplane has a heater where does That heat come from um so it it's it's a heat that's deflected from around uh the exhaust heat okay the heat from the exhaust okay is there any concerns with that uh yeah that can that can lead to um carbon

monoxide poisoning okay um what are some of the symptoms that you might start experiencing if you did have a car if you did have an exhaust leak uh you can experience headache sleepiness um also um inherent symptoms Of hypoxia all right what are some of those symptoms let's see bluing um ah what's it called stenosis bluing of the fingertips and lips I don't yeah we're not doctors here okay yeah yeah all right BL to the fingertips and lips um let's see oh they're they're slipping my mind right now okay well well bluing of the fingertips

and lips that's a that's a Good start uh Euphoria uh delusion um sleepiness Headache nausea these are all symptoms that you might start air hunger these are all symptoms that you might start experiencing uh from hypoxia there's electrical equipment that's continued I was actually trying to see if I could find your battery um on your equipment list cuz you know that's where you can Find it right so that you can see actually how big your battery is but I'm not seeing it so I'm not worried about it right now let's go talk about oh are

you talking about equipment list like in the PO yeah in the PO like in the weight I don't think we oh in the waight okay I got you yeah not like the KO or the Mel or anything like that I'm talking about the weight and balance equipment list because you know batteries weigh something they have to They have to be accounted for right yeah that makes sense all right let's go check out some limitations that's emergency procedures continuing on here we go now we've obviously got some speeds we should never exceed some speeds we should

be worried about some cautionary speeds uh what speed in this aircraft should I never exceed uh 154 knots 154 knots perfect um what is vno what does Vno mean and what is the number associated with it um it's normal operating speed and it's 125 knots all right so and your PO doesn't refer to as a normal operating speed it's the little memonic that everyone uses to remember it right because V nor operation um your aircraft actually refers to it as the maximum structural cruising speed oh yeah I've seen that right so I definitely say I

definitely use that kind of terminology Because it's not your normal operation right it's the limit of your normal operation okay that makes sense right um because if I when can I exceed this this speed um and smooth air yep and then only then with Extreme Caution right what is VA uh VA is 113 at gross all right and what does it mean um that is a maneuvering speed okay so does that mean I can go out and do you know spins and barrel rolls and Split S's and emlan and all that stuff at 113 knots

in a Cherokee um so so this air this aircraft is actually not rated for spins um but it allow it allows one full control deflection without um over stressing the aircraft awesome one full control deflection right so I can't be stomping on Rudders and stuff like that perfect what is when you're looking at your air speed tape because you do have your g5s now but remember your G5 cannot be used as your primary air speed Source um but when you're looking at your air speed tape what is the bottom of the green Arc indicate bottom

of the green Arc is uh stall clean okay and what about the top of the white Arc top of the white Arc is um maximum flaps extended speed okay and what speed would that be uh would that be 102 knots yep you are right awesome now we talked about the Aircraft's not rated for spins perfect is there anything else this any other kind of conditions this aircraft's not uh qualified to fly in uh icing conditions perfect um want to make sure I'm not accidentally showing you the PO no no I'm not yeah you're just you

just know these things um because I'm looking at your PO and you're just like you just got the answers right there I I remember from from your previous videos as well as my Instructor says it I've read the PO yeah read the PO I I don't understand the students that don't read the the the pH I don't understand the instructors that don't harp on their students to uh read the P that is the authority of how to operate this aircraft I know before I ever bought mine I uh I read through countless PS for that

style of aircraft okay um is is there any limit to the baggage compartment are you saying like uh like A weight limit uh is there any limit is there weight limits is there there speed limits is there speed limits oh I'm just asking is there any limits associated with the baggage compartment um I can't think of the limits off the top of my head but then obviously you know your weight and balance limits because that's a that's a longer arm okay so it's there's not just weight and balance limits you could be within Weight and

balance and exceed your maximum baggage compartment capacity which is 200 pound okay all right um so not bad that was one that a lot of students they don't they don't hang out in the baggage compartment and they're not they're not spending too much time loading their training aircraft down right right right um so just keep those kind of things in mind that baggage Compartments do have limitations uh very often like a Cessna 172 it can technically hold I think 250 PBS maybe it's 200 lb in the baggage compartment but you can hold 200 in one

or 50 in another which means that like if you were to fill both individual compartments up to their gross you would exceed the limit of the total baggage compartment um gotcha so just keep that in mind all right yeah good to know thank you limitations not too bad not Too bad I was genuinely uh impressed I wouldn't dig too much deeper into limitations um now let's get into some emergency procedures now your aircraft doesn't specifically call out memory items um I obviously think that there should be some memory items for every aircraft because fires don't

wait for you to pull out a checklist um sure but there are certain instances in which referring to a checklist is the appropriate response um let's start out With uh an engine fire during start what are you going to do so an engine fire during start um you keep cranking to try to get the the engine to start and um extinguish the fire but then if you're if you can't do it or you know if the engine's not going to start then you'd abandon the aircraft okay so there's a couple other things I would do

before I have in in the aircraft um because well right now fuel can still get to that fire okay so we're Going to keep all right yeah yep we're going to keep cranking that starter uh mixture idle throttle full open electric pump off fuel selector off and then abandon if the fire continues right okay um because if you're if you left your fuel pump on like it's just going to keep the fire right doesn't matter how much water they pour on that damn thing um that thing is just going to continue burning at least until

the fuel pump wires burn through Right okay um now what are you going to do if you end up we already talked about an alternator failure we already if you started experiencing just engine roughness during Cruise uhhuh oh so I mean if I started experiencing engine roughness during cruise let's see I mean it's not it's not like the yeah okay yep I would refer to the checklist um because are we going to die Right now not immediately no and still I mean we could still very easily survive engine roughness um carp on probably wouldn't be

the uh would be like the only memory item that I would have for this one if carb heat didn't resolve my problem then I'm going to go to the checklist right all right um now what about a fire in Flight um so if you had a fire and Flight you'd want um mixture full lean or you know full lean uh fuel selector valve Off fuel pum off and um you want well yeah you'd want you want Master off and you'd want to do a uh emergency descent okay and what air speed would you accelerate to

during that emergency descent in an attempt to blow out this fire um so you could either do it I know that it could either be done with flaps And then you know just pitch for 102 um like you know in your 35 45 degree Banks or without without flaps you can you can pitch for a you know 125 yeah I mean to be honest I would do it without flaps an emergency descent um it depends on the situation right if we're going to do an emergency descent because we're worried about hypoxia or you know there's

a passenger that's struggling um then obviously let's do it With flaps let's increase our descent rate um but if we're worried about blowing out a fire then we're going to do an emergency descent without flaps so that we can get up to a higher spe speed and well try and blow out that fire oh that makes sense yeah um at least that's the way I do it you know your P doesn't call out a specific speed um but if you can explain it in that way I I couldn't imagine a DP uh getting pissed off

about that now couple other emergencies that We got to go through uh these ones aren't necessarily are well one of them is going to be part of your PO but the rest of them aren't um how do we recover from a spin so from from a spin uh Power to idle aon's neutral uh full opposite rouer of the direction of Spin and um the r the router that fights you the most and um elevator forward awesome awesome uh we know which Rudder to press we know we got to slam that yoke forward awesome What are

you going to do if you inadvertently enter IMC let's say we're cruising along and it starts to rain and you're like M my plan's not made out of sugar so it's not going to melt so let's continue on um then it gets the starts raining a little bit more you're saying ah this is about seven mile visibility I can make it I can make it and then you like look down at your iPad or your sectional and you look back up and the rain got a lot worse and you can't see uh what are you

g to do um so honestly what I would do is you know the um this plane has autopilot so you can push Wings level you know to make sure that you don't do anything stupid but what you what you should do is um I I would know that you know from the direction I just came I'd I'd you know bug 180° of where I was headed and then make circle fly out assuming that there's obviously no terrain near me that would be an issue okay now um if The autopilot is going to be functioning in

the airplane i' definitely make sure that you know how to use it the last thing you want to do is stall your airplane using the autopilot uh on a check ride because your autopilot is more than happy to stall the airplane yeah I'm not I'm not going to use it on the check ride um so any operable equipment in an aircraft is expected to to for you to be comfortable with using it uh on a check ride oh okay okay um Because here's the thing if you're you know you're part of a a flying Club

there's nothing stopping you from using that thing um when you go and fly on your own as a Private Pilot right um so when I was doing or you know when I did stage checks for UND and also when I did you know mock check rides uh outside of UND if there was an autopilot there was the expectation that the student at least had a had a decent understanding on how to use it like Heading mode climb modes stuff like that okay um there's nothing stopping you from pulling the circuit breaker and calling it in

op right um I've seen a lot of students do that for their check rides do I recommend it no you learn how to use your airplane I mean I guess you know for informing the Maneuvers but I guess it's part of what the DP is going to be looking for you'll have to at least turn off the electronic stall protection um but uh What was I going to say oh yeah so um I have had a decent amount of experience using it like you know my CFI is you know Tau me how to ually spend

a decent amount of time practicing it but I'm definitely thank you I'm definitely going to you know make sure that that my skills are sharp with it before my check ride yeah and I mean here's the thing that it there's a there's a there should they're very there there should be a manual for it either attached to your PO Or in in the aircraft yep okay so read through the manual Garmin also it's I'm assuming it's the GFC 550 um I think yeah I think that's the the right one yesc 550 images yep that's the

one yep oh oh what oh oh sorry I saw it on the screen for a second went away there we go yeah this one yep that's the one okay yeah these ones are pretty straightforward these Ones are pretty easy um just make sure get your flight director up before you start pressing buttons right that is the that is the biggest thing that I see students uh mess up on their check R is uh they press autopilot on before ever pulling up their flight director and then the airplane goes off doing whatever it wants to do

uh and the student's like what's it doing and I'm over there trying not to Giggle um I'm kidding I don't giggle at students um all right all right uh so we talked about limitations now let's say you didn't end up outside of that icing right or not icing but IMC you entered the I am instrument meteorological conditions by just kind of cruising through the rain um you turned around and the weather still sucks you still can't see it's been like five minutes um You've been maintaining that heading pretty well but you still can't see what

are you going to do now uh I would call call for help okay who are you gonna call Ghostbusters right um well if I if if I have like you know recent uh like if I was on either flight following if I was on like a recent you know controller I was talking to I'd contact them otherwise you can always use one to 1.5 okay and what are you going to Say um I would request vectoring just say say that I accidentally flew in time see conditions and request vectoring okay uh to Airfield all right

um Cherokee 123 or sorry Archer 123 make a left turn this is vectors for the ILS to uh Seattle oh okay so what else are you going to include in that radio call um include that you're not an instrument rated pilot yes so radio call that I get students to kind of try to Memorize is 18 TC cesna 123 uh VFR pilot in IMC conditions requesting vectors to the nearest VFR airport okay okay uh the only reason I you know have them like memorize that little bit of phrase because it's easy to insert the appropriate

information into it and if you have a phrase memorized you're already terrified you're already nervous you're already going to be struggling to maintain level um the last thing you need to do is try To figure out exactly what to say right so um ATC CES 123 VFR pilot in IFR conditions request vectors to the nearest VFR airport makes sense thank you yeah of course of course um those are just the big ones that you know people people get themselves in trouble especially ones that become really reliant on their autopilot um the moment their autopilot kicks

off they uh they have no idea what they're doing Because they're in IFR conditions when they shouldn't be right awesome um now next bit of questions aren't necessarily again going to be specifically to your aircraft we can obviously use your aircraft as an example um but this is more going to be um General aircraft operation and uh airworthiness and regulations right okay so let's get into some airworthiness what documents are required to be in your aircraft for it To be airworthy let's see so you need your airworthiness certificate um you need your registration uh radio

operat operating license for the the the aircraft and for the pilot if if you were uh leaving the country um you need your operating handbook with all uh with all supplements let's see you need your weight and balance sheet and uh you also need the uh data Plate on the aircraft you need all placards that are required for the aircraft and your compass deviation card awesome awesome that is probably the most comprehensive list of documents I have heard from a private pilot applicant in in a while um and that is everything uh I know there's

some of them like the data plate obviously that's not coming off the airplane that thing's riveted off yeah um right but you are right it technically has to be There if it's missing it's like ah well where do I get one of those I don't even know how to get one of those I'm serious I have no idea how to get a replacement one of those I should probably figured um if somebody knows in the comments like let me know how do you get a replacement data plate right I have no idea either yeah um

probably FS though awesome that makes sense air uh let's talk about some of Those documents right air worthiness certificate is is the does this airw in certificate ever expire it never expires okay uh is there anything that would cause it to become invalid uh it wouldn't be valid if the if you don't do either you know required maintenance or inspections in order to keep the plane Air worthy all right now um there's like one other one aircraft destroyed all beyond all reasonable uh repair okay right um but most of the Time the air worth certificates

with the airplane at the time and usually gets destroyed in the whatever destroyed the aircraft um that makes sense now when you said if you don't comply with the maintenance what what maintenance items do we have to comply with to make sure our airplane's air worthy um so let's see so aircraft needs to have annual every 12 calendar months um this is for IFR but your VR every 30 days um see 100 hour um and that's every 100 hours uh see ultimeter every 24 calendar months um transponder every 24 calendar months uh elt every 12

calendar months and um let's see where am I and static system every 24 calendar months and um all Air worthiness directives that need to be complied with awesome awesome now the question was uh what maintenance items do we need to Comply with to ensure that our aircraft is air worthy now you said more than what is required for our aircraft be air worthy none of what you said aboutone none of what you said about the ones to be airworthy was incorrect but the question was which one of these are required to maintain our aircraft's airworthiness

not which one of these are required based on the aviate acronym that you remember right right um that makes sense So just answer the question that is being asked not answer the question from your rote memorization to the specific question because these are supposed to be scenario based right yeah that makes sense and the scenario is how do we keep our airplane airworthy not how do we keep our airplane operating in its current capacity not how do we keep our airplane operating in a manner that um that would um not how do we keep our

aircraft operating in a manner that uh It's currently operating in so annual right 12 calendar months now let's say I do my annual on January 1st of 2024 when is my annual due next um the last day of January 2025 awesome now you said 100 hour inspection when is a 100 hour inspection required every 100 hours if so I don't tell the FAA so it's requir it's required if the airplane is for higher and um and it can be overflown up to up to 10 hours in order to fly it to place where it needs

To get maintenance at okay so let's say for example I've got an airplane all right actually here's a better example there's a guy up here called Duffy all right he leases airplanes to people right when he leases those airplanes he's leasing them to them so that they can make sure so that they can use them for whatever purposes they want to use them for whether it be fun instruction commercial Etc he leases airplanes two people does Duffy need to accomplish 100 Hour INSP C on his airplanes that he is leasing out to people that's a

that's a good question because I know that there's um there's a stipulation with there there's like stipulations with the with that for the 100 hour okay do you know where to find it I should have had my far with me because this is a mock TR red it's uh I can go get it to go find it all so the rag is 91409 Bravo uh 914 49 Bravo just states that 100 hour inspection is only Required for aircraft that are uh being for comp aircraft that are being used for compensation are higher in the carriage

of passengers other than crew okay okay uh also they are required if they are being used for instruction if the if the operator of the aircraft is also providing the instructor right so let's take a look at your flying Club your flying Club is your flying Club using an instructor and that is the only Instructor that you can use uh no it's a very large Flying Club so there's a bunch of instructors instructors in the aircrafts and we're all we're all partial owners of the aircraft I think we we've talked about this before or or

my instructor talked to me about this before and how it's like he described it as like kind of a a gray area whether or not the 100 hour is required because we're all technically part owners but then technically the CFI Is also a member of the club and then he's providing instruction in aircraft but then also I'm a partial owner that's receiving instruction in the aircraft yep so the it's not really a gray area the delineating factor is whether or not I can teach in it if your flying Club prohibits an outside instructor from teaching

it in it then it needs a 100h hour inspection if any instructor can show up and teach in an air because that's the thing it's a fractional Ownership it's not even a flying Club at this point it's a fractional ownership y'all are y all have a fraction part part of this aircraft yall are now owners of this airplane an owner can receive instruction in their airplane without having anund without having a 100 hour inspection the problem that's going to happen and I'm not going to ask you to clarify this because I don't want you to

get in trouble I don't want your Instructor to get in trouble I don't want your flight school to get in trouble but I'm just going to clarify the regulations for you okay if your flighting Club prohibits outside instructors from teaching in it that is not a flying club that is a flight school don't tell me one way or the other because I do not want to be held accountable for any kind of violations or regulations but just keep that in Mind um that's the that that that is it's not a gray area it's just a

misunderstood area Okay Okay um so the only times that an 100 hour inspection is required just a recap is Carriage of passengers for compensation or higher or a flight school is offering an aircraft and an instructor together okay that makes sense so um things like crop dusting cargo flights um aerial Photography none of that requires a 100h hour inspection that makes sense okay thank you of course of course now airth directives what are worthiness directives um airworthiness directives they're uh they reg they regulatory directives that are required um required to be complied with in order

for the aircraft to remain air worthy okay are there any ads on your Aircraft uh yes there there are a couple okay or a few what are some of them um so we have the uh it's like the ignition cylinder for the key that needs to be inspected every 100 hours um see that's the one that I can think of off off the top of my head because I know it always happens with every 100 hour and you can you see it like in the maintenance logs when when you look through it um there's another

one that gets inspected okay every I can't Remember the at the moment though you're fine um is there anything any other kind of Maintenance that could be done like uh or let me free rephrase this are airworthiness directives always inspections um well it could it could be it could be something it could be something for instance where they find like an issue with the aircraft you know with some something that came with and it needs to be replaced awesome so it doesn't always Have to be an inspection awesome now let's say Piper sent you a

service bulletin in the mail saying hey uh we see that you're a fractional ownership of this 1977 pa28 uh Archer 2 we recommend that you do this maintenance is that required um so it's not required for air worthiness no it's not your insurance thinks it's required though right awesome now let's say we walk up to this airplane and your G5 is dead it Just won't power on the circuit breaker popped you tried to press it in the circuit breaker popped again um so there's something wrong with it is this airplane Air Worthy um so so

if the so it can't it can't be your your primary air speed indicator and there is also an air speed indicator in there so if um if it if you could if you Could properly um H if you could if you could properly disable it and uh placard it in oper it could be worthy okay now how do I how do I know that let's just say another item broke uh what am I going to check to make sure that this airplane's airw worthy um so my air going down my aircraft doesn't have an ml

doesn't have a koe um and actually I watched your video that you posted yesterday and I looked Up the type certificate data sheet for my aircraft and it doesn't have like a list of required equipment on it so then I guess I would lastly refer to 91205 okay so your type certificate data sheet it's it should give some kind of description of the aircraft right it says like what engine is in it right yeah those are the things that are on your type certificate data sheet it means that you can't LS swap your your Cherokee

bummer I wish I could yeah Right so it's actually kind of funny there's a there's an air there's a c plane that everyone loves called a republic CB um it's from the' 40s and and I guess there's something with the paperwork that allowed somebody to actually LS swap one and now it is a 450 horsepower LS6 Republic CB and U so so it's so I guess it's it's not considered experimental it's just fully I think it's a still a certified aircraft yeah wow that's cool yeah and I mean don't Get me wrong they want like

280 grand for it and I don't have 280 Grand but like yeah a 450 horsepower LS6 freaking um yeah it is it is it is a blast I like my C plane though um awesome so you check 9125 there's a couple other things uh your stc's all right you have stc's in your aircraft um supplemental type certificates right there are supplemental type certificates that have required Equipment on them um I'll use my airplane for an example cuz I don't really feel like reading through all of your stc's just to be just I'm going to be

frank about it um sure my I have an STC on my aircraft for Vortex generators do you know what Vortex generators are are those like the winglet tips and the ends well those are winglets uh Vortex generators are little little nubbin that sit on top of the wing um that make it that they help gen they Help accelerate the the boundary layer so here I'll show you some yeah are they like the little like bars that're kind of on uh those are Vortex generators these are Vortex generators okay those little those little tips right there

are Vortex generators and oh look here's a perfect picture what they do is they take high energy air outside of the boundary layer and bring it down into the boundary layer to help accelerate it to help you Generate more lift at lower speeds is the is the boundary layer what you're like kind of the the layer of your L pressure yep okay over the over the wing um see without Vortex generators you start to get separation at the the back of the wing um with Vortex generators stays attached the entire way okay okay these things

are absolutely awesome I absolutely love mine they've Dropped my stall speed down to like 38 it's ridiculous yeah it's it's it's nuts they have saved my life at least twice um but back to the STC an STC I have a supplemental type certificate that says I am allowed to have those on my airplane but what it also says is that if I am missing more than four or correction more than three my airplane is no longer Airworthy until I replace them that's that supplemental type certificate telling me what equipment is required in my airplane so

since you have supplemental type certificates make sure you read through them right make sure there's nothing in there that a DPE might be like ah I bet they don't know about that cool all right right thank you of course and here's the thing I I'm not going to lie it's not like I knew these Things right off the top of my head when I was going through Private Pilot um I didn't know about stuff like this until I owned an airplane which is why I kind of cover it because it is technically required yeah all

right now do you need a landing light um so for for daylight now what about KN for Night Flight um you know if the if the aircraft is for higher so do you need a landing Light yes is the aircraft for higher oh crap um no or well I mean I guess I have to I want to I want to revisit what we uh what we discussed earlier I gu to determine whether or not it is so if the your flying Club if they allow other instructors and again I don't want you to you know

clarify one way or the other if they allow other instructors then the airplane is not currently being Used for hire you are hiring an instructor to teach you in it the aircraft is not being used for hire the aircraft the the purpose of the aircraft's operation is for instruction your instructor is being hired but your instructor technically isn't being hired as a pilot that's why instructors only need a third class medical all right so then then not required it is not required now this one isn't the carriage Of passengers blah blah blah kind of one

right this one specifically says if the air airplane is being used for higher you do need a landing light okay um so if I'm carrying boxes if I'm carrying people if I'm doing uh crop dusting right I do need a landing light and it does need to be operational right all right now let's talk about your privileges and limitations right so as a student pilot You obviously have some limitations let's say you know yay you passed your private pilot's license um yeah what can you do now um so I can carry passengers and fly into

a class Bravo all right um now is there anything else you could do uh let's see I could I could fly I could fly an aircraft with passengers for a uh for um for a charity event um I Can I can participate in search in rescues um I think it's after 200 hours I could I could demonstrate an aircraft uh for aircraft sale um see I think I'm missing one more all right I mean that's that's a pretty good um list of them right you did did you cover the pro rate of share I think

you did oh I I didn't cover Pro rate share but yeah it's it's up to um you know you Could split the cost up to Pro rate a share okay now you said your brother he's off at college or whatnot right now let's say he flies into your closest Bravo airport and uh you go pick him up okay right correction he gets a rental car and drives out to you right uhuh he drives out to you um you take him up for a flight he's like oh dear Lord my brother's a pilot I don't know

if that's how your brother sounds but we're going To assume that's how your brother sounds uh he he talks like a debutant all right he actually nailed it no I'm just kidding perfect just kidding uh so y'all go up in an airplane y'all go flying around and he's like dear Lord this is this is Heavenly uh how about you just uh fly me back to my bravo airport and I I'll get on my flight from there I I'll give you $100 for gas from my my college fund is this is this legal no no so

what Makes it illegal so well uh so so the you you know obviously there is the part where I don't have a or it's not like for me there's no like common common common reason for travel like I don't have a purpose to travel to that destination yeah and that's so then I'm just transporting him and that's that's really the big takeaway I don't know how much gas it would cost for you to fly to your local Bravo air right thing cost Yeah um I mean airplanes aren't cheap 10 gallons you know that's about an

hour and I mean I don't think I've ever turned an airplane on and operated it for less than an hour yeah our our aircrafts are provided uh are provided wet but um I've I've had to use the um use the plane like someone previously flew cross country parked in when we were doing Night Flight um the you know the the the company that FS the planes was already shut so then I had to go Actually F the plane up and then you can get like reimbursed for it but I actually filled the plane up now

it was it was crazy expensive I think it was like $143 to fill the plane up and I was like wow yeah yeah it is it is not cheap that's why every time I look down at my airplane when I'm climbing and I see 17 gallons an hour and I'm like do I really need to climb this fast I'm right I'm good let's just go over to the water I I'll just hang out Down here at like a thousand feet I don't need to climb that that long um yeah fuel is expensive uh my airport

is 685 a gallon oh wow what state are you Wisconsin why is it more sense you're cheese head yeah no it's actually it was actually yeah yeah cheese head that all checks out um so it was actually I think I filled up like last week for 589 oh God what I would I remember I used to like go out of my way To get the cheap gas that was 385 in Arizona and now I would be more than happy to pay the $5 it was at my at the airport I was operating out of yeah

and just say that that is like an airport where we only have like a couple Club planes um but then the other airport like our main airport that I always fly out of and I'm soloed to fly out of um that that play that one every single time we get charged like a fuel sear charge for the rental because I think It's like $9 an hour right now or sorry $9 a gallon right now that is nuts it was I I flew down to Burlington one time with my uh with my my wife and my

mother-in-law we went there's there's this place um I keep meaning to make the video there's a place called Adrian's custard down there and I mean my real name is Adrian um so we go down there and make the joke that it's my my custard place my ice cream place but either way we flew down there and we got There and there was gas that was like 410 a gallon and I couldn't get any because there was a storm coming and I couldn't like we we had a time frame and I didn't have time to put

gas in my airplane and then I had to come back and pay like two $2 more that was but we understand we need a common purpose right all right so let's say say that you know you guys had a common purpose but he just didn't get back on the airplane uh for some reason or another Right yall went there for lunch and then he jumped on an airplane and went elsewhere um so now you're in a class Bravo airspace and the visibility is like 2 miles and um the ceiling's like 5,000 ft but the visibility

is just 2 miles and uh you look at a Taff nearby or you look at a mear nearby and you can see that the weather gets better real close to this airport it's just right here there's just some rain causing the Visibility to drop down to two miles is there any way that you could leave or are you stuck waiting on this rain to clear up uh I mean you could request special VFR um but well yeah you you could you could request a special VFR okay what was the butt anything well sorry I was

I was just thinking because you know you were Talking about class Bravo and then you said when you structured it you said two statute miles visibility which is three so then I was think about that part yep yeah and that's that's um awesome now let's say you go off to a Charlie air air airspace right you're flying along what weather would you expect to see or what weather would you need to see at this airport for it to be legal for you to operate at um so three three statute miles of Visibility uh you'd want

um or are you saying like leaving the airport or if you're flying yeah if you're going to it right if you're going to to it oh you're going so three stat mile visibility y um so then 1,00 ft above clouds 500 ft below and um 2,000 ft of uh um horizontal separation awesome awesome now we'll talk a little bit more about airspace uh when we get into the sectional but for now let's talk about Aerodynamics what are flaps good for I know you brought it up a little bit but what are flaps really good for

uh so flaps you can increase the your your uh angle descent without increasing air speed y that's that's pretty much what they're for so what are they doing to the wing to make it so that we can increase our descent rate without increasing our air speed they're changing your cord line okay so what is cord Line cord line is a um it's it's a it's a line that's drawn from from uh the AFT end to the forward or to the forward end so from the Leading Edge to the trailing Edge leading to trailing Edge yes

Sor right that's what I was looking for um yeah now what is so important about cord line why do we care about cord line you're saying it's increasing my cord line like is it making it longer so what other angle it would it Would I think it would make it longer yeah make it a little bit longer um it's increasing my upper camber and what it's also doing is increasing my angle of attack right right so it's not necessarily increasing depending on the flaps you can lengthen your cord line which would just increase your surface

area um but I think the big takeaway is more of it increases my angle of attack right and when I increase my angle of attack what Do I generate more of I generate more lift and when I generate more lift I generate more drag awesome what kind of drag or what are the different types of drag uh so there's uh parasite drag and um here wait why am I blanking right now CU you need a cookie I don't know right it's it's the it's the for some reason I can't think of the drag that's the

byproduct of lift well so when we Induce lift what else do we induce IND drag indu drag right um okay awesome which one of those decrease with speed decrease with speed parasite so parasitic drag I guess let's compare this to something everybody understands cars right do cars generate induc drag induced drag yeah do car no because they don't really generate lift right some cars generate down Force to keep them Stuck to the ground oh sure yeah but so if induc drag was the or trying to make this connection and make this uh comparison um so

that we can work through it induced drag is the one that decreases with air speed because I am reducing my angle of attack so I am reducing my induced drag um as increase my speed right yeah that makes sense because I generate more lift with more air over the wing right right so if I'm generating more lift at a higher Speed I need less angle of attack so I need less uh so I generate less drag okay all right now what is a stall a stall is when you exceed the critical angle of attack okay

and what happens around the wing like aerodynamically speaking what is happening um your laminar flow is breaking on the wing um yeah yeah I'll stop there yeah the the Laminer flow starts uh separating from the wing and we start um now when I have stalled is my wing producing any lift at all uh it's still producing some but not enough to keep you you know L flying yep yeah awesome now what would happen if I stalled in an uncoordinated fashion stalling uncoordinated is what leads to spins okay and where am I most likely going to

enter a spin Um it could you could be uh I know that the most common one is uh is turning from base to final and then using the rudder to cheat yourself in yeah I mean that's that's it that is that is where most stall spin incidents happen and unfortunately that one not recoverable most likely it is recoverable I've had I've I've known instructors that have recovered it's terrifying oh wow oh wow yeah it's terrifying instructor looked down for Like two seconds and next thing you know and they're upside down was oh God it happened

on a stage check too uh do you think the student passed I'm assume all right now your airplane especially in a a piper is it's got a lot of angle from like where the wings attach to the tip of the wings like it tilts up a lot right right what angle is that angle of Incidence no angle or no wing wing wash no Wing wash is that blue stuff that you should be spraying on the wing after you go flying uh you're thinking wash out oh okay yeah but that's not it either it's dihedral oh

okay okay so the wings being tilted up sorry yeah the yeah okay here I've got one um the wings they're tilted up like this that is dihedral that is a stabilizing angle when the aircraft gets Disturbed you end Up with more smooth air or more the the air lines up more with the wing causing it to generate slightly more lift to restabilize the airplane it works almost like a keel on a boat provides like roll stability yep so since you brought up the other two let's talk about them wash out what wash out is is

it's what it's the wings Twist from root to tip okay oh honestly that honestly I thought that's what you were asking for oh no what I'm talking what I was Talking about is the wing lower here and higher here oh okay gotcha yeah okay yeah so that is dihedral wash out is the Twist from the Ro to the tip right that's why I said angle of incidence because I thought you talking about where the angle changes from there to the end that's my bad no you're good and that's that's some of the limiting factors of

uh you know this kind of format of mock check rides is you know you got to go find airplanes or try to Draw pictures and stuff yeah yeah but um all right now why do we have wash out oh it's so it's so you um it it's because so the so when the plane stalls it stalls from the inside out so you so you um still keep uh you you you keep uh Whatchamacallit your alarm flight control longer yep yep that's exactly it um now when I bank this airplane over past about 30 degrees where

does it want to Go does it want to go back to normal or does it want to continue to Bank in I think that's far enough I think it will want to keep going yeah it'll want to keep going why um it is I think it's the it's it's your um CU When You're banking like that your your uh Whatchamacallit your uh total aerodynamic forces you have a horizontal and vertical component of lift and you increased your horizontal component of Lift to the point that it's going to want to go this way versus well your

horizontal component of lift is really the one that just pulls you along through the turn right what's Happening Here is this Wing's now moving faster and it's moving fast enough it's moving faster enough to overcome the stabilizing forces of this Wing So since it's faster it generates more lift and tilts it over right that's it okay all right it's Less about hey I'm starting to generate more horizontal lift than vertical lift what's going to happen with this is I'm just going to slice out of the turn right the fact that it wants to keep banking

is because this Wing is moving faster than this Wing enough to overcome the stabilizing forces of this Wing causing it to continue to roll over all right stabilizing all right thank you yeah of course what is adverse Yaw uh adverse yaw is from uh when when you are banking or sorry when you are increasing your role in a turn the the the wing that's up is generating more lift and inherently because it's gener more lift it's generating more drag which then makes you want to ya out of the turn okay is there anything in our

airplane is there any designs in our aircraft to try and counteract this differential aons differential aerons Are definitely an OP definitely one awesome um why do I need Rudder during my uh high power takeoffs climbs Etc uh because of your left turning Tendencies what are those left turning Tendencies let's see so um torque effect P Factor spiraling slipstream and gyroscopic procession okay so let's go over the real tough ones P Factor gyroscopic slipstream what are those like describe them to Me um so P factor is uh so as as you so if you're as you're

pitched up the um for the direction that my propell that my propeller spins um it or well anyways it doesn't matter I guess the downward propeller is uh is generating um because of the or due to the um relative wind that's it it's generating more lift than the right side or sorry than the than the left side and so that get that makes your that makes your plane want to um Pull to the left yep so the descending blade generate has a greater angle of attack to the relative wind during a climb than the ascending

blade causing the aircraft to want to yaw to the left right that was cleaner yeah and again that's why we do these things to try and clean up these responses um I've also been doing this for a lot longer sure right you know this this is this is extremely helpful because you know a lot of this is is um you know Just reading in the books and then you know I'm reading stuff and I'm writing things down but speaking it is way different yep and you know I definitely noticed that when I I was teaching

a lot of international students in UND they all like if you let them say it in the if you let them talk in their native language they knew the information but IO level four English is required by the FAA and well IO um and so I noticed that like getting the student to just talk Through the answers uh helps a lot more than just telling them to study right yeah um awesome now what about gyroscopic procession yeah so then um gyroscopic procession is uh so example I used to explain it would be like you know

with the tail dragger um the CH dragger I guess when so as the aircraft speeds up eventually when it lifts off that lift that force that goes uh that goes forward um since since your propeller is A spinning gyro uh the force is going to be applied 90° further in the direction of rotation um and then in the same direction awesome causing the aircraft to yaw to the left right um y now have you ever noticed in your airplane when you fly apply a little bit of forward pressure like let's say you're coming back to

the airport and you want to descend a little bit and you apply a little forward pressure and you Got to just touch that right Rudder I'm trying to I'm trying to think because you notice when I'm flying it's always just you know I kind of just always look look always you know your scan checking the ball and then I don't really think what my feet are doing but it's like doing what it needs to do to keep the ball you know centered oh well next time you go fly see if you can notice it because

because that is gyroscopic Procession okay that makes sense um perfect answer though perfect answer so let's get into some medical stuff now the I I don't really dig into somebody's medical because you know that's your personal thing and whatnot um but let's say that you have a first class medical what happens after a year so after after a year um it becomes a third class medical awesome awesome um then what what happens when's the when's What's the next Mark for this medical the next Mark is in you know when youd have to yeah when it

whenever it like either expires so so I mean so so for me I'm under the age of 35 uh was it 40 or 35 crap um I'm under the age of 40 so so it it it would be for um an extra another four years awesome awesome um what medical is required for you to operate uh commercially uh a second class very least second class now the FAA and dpes Have been kind of harping on basic Med um so who is eligible for basic Med um so you have to you have to have a US

driver's license um you have to have previously held a medical I can't remember the exact date but it's after the Year 2006 um and you have to have never been denied or revoked a medical okay it's not never it's your most recent okay okay so let's say you know uh currently I'm fighting the FAA for my Medical back it sucks um but my wife's a pilot uh so we still get to fly our airplane um since my most recent one was denied am not eligible for basic Med if I go and get one if I

eventually get approved for one which you know crossed my fingers hopefully by the end of the year um then I can just drop to basic Med so that I don't have to deal with the FAA ever again um that makes sense but what are some limitations let's say You get you use basic Med what are you now not allowed to do right so um you you're not allowed to find class Alpha um you can't let's see you can't you can't fly an aircraft That's rated for more than more than six occupants you can't fly more

than five passengers um you can't fly an aircraft that has uh more than 250 horsepower and Um the aircraft camp weigh more than 6,500 lb so 6,000 lb 250 knots not 250 hor power d right um but here's the you're not using basic Med um read up on it just in case you get asked yeah okay um last thing you'd want to do is fail a check ride because you didn't know about basic Med right yeah def definitely going to have to brush up on that thank you yep awesome now let's Dig into your light

Plan before we do that I'm gonna fix my screens oh and Ju Just a disclaimer um so I was going to actually fill out my entire navlog and everything I kind of just put so I put my you know VFR way points what I'm going to use for like my dead recking pilotage on um on the navlog but I didn't fill out the entire navlog because uh Bic basally for me recently we've been dealing with like Our marine layer here so it's been hard for me to get in my flights this week you know to

make sure that we're keeping all the Maneuvers Shar um and then we got a window yesterday and I had to take it so I ended up not having the time to fully fill it out oh no no no you're you're fine I mean we'll we'll we'll talk about um Stuff Plus like I'm not sure what 90% of This Means um oh yeah and there's also the for there's also the forf flight navlog that Has like all the GPS with so you can just punch settle and it'll give you like a reference of what it looks

like um I mean I do like a straight I usually just go through like a straight line and we cover like a good like 100 miles on and off your route um and that that usually kind of covers everything that we need to talk about um all right let's go to this one okay so this is your nap or this is you know where you told me that your route is Going to be um what I am going to do is yep there okay so we're going to be departing crq all right uh palamar yep

right yep oh wait that's over here isn't it yep so we're going to be departing Palomar and then going to Santa Barbara yep so just kind of talk me through your route so we're leaving Santa Barbara where's your top of climb or roughly Where would you expect your top of climb to be uh so I'm I'm planning on trans or of my altitude being 8,500 ft you know obviously dependent on on weather uh but the reason why I'm choosing that is because I'm choosing the Hollywood Park route as the uh VFR transition through the class

Bravo awesome and we've got that right here there's your coastal route Mini route Coliseum Hollywood Park route so available altitudes 85 through 995 awesome um kind of talk me through this what are you going to do yeah so basically obviously just because of how complicated and bus airspaces I'm going to pick up flight following for this flight and then so hopefully I in and just be because of the fact that the route goes to the class Bravo it's a very low chance that I would get you know get dumped because They're too busy but if

I had to contact them um I'd be coming from the southern end so I'd use the southern end frequency to contact them and then you know I'd say a VFR request uh you know and then I'd request a transition through class Bravo via the Hollywood Park route perfect and then so for that one yeah for that one that's a uh that's the 140 degree radial on the van um on Van v so you know put that in my uh put that in my C and everything and then you Know follow it yeah I mean you

put that you put that VR in your radial and you'd follow it um what are you going to put in your CDI what what actual number are you going to put in your CDI well let's see so 140 degrees I'd want to so I probably want add 180 to it can't do math add 180 to it because I'm flying towards it so take 60 that gets you to 200 add the remaining 120 that gets you to 320 yep 320 yep and I know it's so easy with a G5 because you've got a you've got an

actual HSI as opposed to a CDI believe me I have two I have two g5s sitting on the shelf waiting to install them in my airplane um I just oh very cool haven't had the time uh sure so we are going where is that fix what is it again it is BP lqm yeah you're Oh wrong one BPL lq I'm looking at the wrong place no I'm Not oh you you actually were yeah that that that point that right there yeah that's that is it yeah awesome and then the next way point is really the

Vinnie VR or it's just dumping you out yeah basically basically instructions say like you know once you're once you're north of the Bravo you can um on course yeah you could you can on course but you know obviously probably just wait for SoCal to tell you Resumo navigation so we'll put the Vinnie V then um all right yep now what kind of equipment am I going to need to punch in through this Bravo airspace uh so you're going to need a adsp out um in a moi transponder okay and two-way communication two-way radios oh yeah

yeah and a 2A radio for yeah uh a lot of students don't think of that you know CU oh I always have a two-way radio but remember there's there's gliders there's Cubs out there with no with no electrical systems at all sure yeah right it's hard for me to you know to perceive that just being uh you know that's place where I've Learn to Fly Just because like you could even see like my airport crqs within the mo seil of the class Bravo for San Diego yeah so just you know you can't really fly anywhere

I guess in SoCal if you don't Have you know the equipment yep um now we departed your airport what airport is this or what airspace is this airport uh it's class Delta it is class Delta what airspace is on the ground here Echo there is what is this airspace right here that's a restricted area can I go in this so you can't you can't go in there unless you receive uh permission from The whatever controller okay is uh know controller for that airspace how do I find and so it' be on your sectional there's a

you know it it shows right there like the frequencies that you that you can contact It also says like the hours that it's hot um but even even when it's not hot obviously because you know that that's a Marine Core basee I you know always contact and also I think you have to always contact to get prior Permission before going through that restricted area yeah I mean I definitely recommend it I I've never punched into a restricted airspace um and I don't plan on it I don't even bother asking like I'm just gonna go around

right yep okay so where are you going from here then what's your plan CU this restricted airspace is pretty like it even comes offshore yep so so my plan is to I'm going to fly to the to the west of it Just to just to the west of it and I have like some GPS points of what what I what I fly and also but yeah just pretty much just going to be just offshore and um I I'm going to calculate obviously my gliding distance for the day to make sure that I can glide back

to the to the beach if I you know in the an emergency scenario as well as um but as well as what's nice is actually going for the flight it's it's like probably like 80 or 90% of the flight you're within a Gliding distance of an airport at Cruise altitude um awesome yeah yeah now let's say we did lose our engine like right here where are you going to where are you going to try and land so there's actually it's not charted but there's a there's a nondescript airport well yeah you can I think it's

the U right there with the circle there's a nondescript airport right there and then so or not not Airport but just like a a Runway so I'd use that awesome that's not a bad idea all right now what is this the purple one there there was a better one over here here there we go what is this purple one um so that one so that one's a it's a marine sanctuary and then so um it's it's different than uh than like the wildlife one where it's I know like the authority of it's the NOAA I

Think okay so head over to the key because am I wrong so what's the purple one with the dots oh that's that's an ages but um that that one's actually not an AIS yeah if you zoom in on yeah if you zoom in on it there's like boxes it says flight operations below 1000 AGL ever designated areas within the Channel Islands yeah oh it's a it's a weird one yeah cuz I looked at that I was like I Guess maybe then I went and looked at the sectional or the key I'm like yeah because they

look like exactly the same I know they do look pretty similar oh I guess this is like rows of dots and that's a single row of dots no no there's multiple rows of dots yeah H I'm going have to I'm going have to figure out exactly what that one is um so it's pretty much a huh well what's the blue one Then well yeah so uh the blue one is for that's like the wildlife uh the wildlife one and then so it's it's asked but not required that you fly at least 2,000 AGL awesome um

I wouldn't go mess around over here I don't know what's going on over there um all right what's this little star right here uh the little star is um that's a that's a beacon okay it is the beacon oh yeah it's like the Specific location in regards to the yeah it is the specific location what's that dot uh that's the location of V that is the location of the VR perfect um what is this right here the purple with the lines uh that's an MOA okay do I need a clearance to enter this MOA no

okay awesome um what do I need to worry about with an MOA uh low flying high spe Military aircraft and operation